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Everything posted by mvsgas
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Click on images to enlarge (large images) Air superiority continues A U.S. Air Force F-16 Fighting Falcon taxis down the runway at Misawa Air Base, Japan, March 30, 2020. In an air-to-surface role, the F-16 can fly more than 500 miles, deliver its weapons with superior accuracy, defend itself against enemy aircraft, and return to its starting point. This F-16 belongs to the 14th Fighter Squadron, assigned to Misawa AB in 1994. Their emblem is the Fighting Samurai. (U.S. Air Force photo by Airman 1st Class China M. Shock)
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It would depend on the HUD and the software version. Do you have any links for the "lots of photos and videos" showing the airspeed scale that way?
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AFAIK, to help that specific versions of the Helmet Mounted Display (HMD) know its positions. If you look at the top of the helmet at around 0:56 seconds, you can see the sensor.
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We downloaded the engine every night at the end of the day, don't remember ever seeing any data for over-g from the engine. Pilot have no reason to hide an over-g since that would only endangering themselves. Is not like the F-22/35 where the aircraft tells you everything. "electronic download thingy" very technical, not sure what that is.
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Not realistic, USAF has not used TFR/AAQ-13 on the F-16 block 40/42 for over 15 years, definitely not use in 2007 and never on the Block 50/52. Last I saw one was Osan AB, 36th FS in 2000 on block 40. OFP has nothing to do with it. No USAF operational block 50/52 squadron ever use the AAQ-13/TFR. I guess ED can decide to add what ever they want, but not a realistic option, could be like the whole LAU-88 thing. To quote Wags https://forums.eagle.ru/showthread.php?t=241489&page=3
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You know as much as I remember. This happen back in 02. I was floating, jumping tubes and getting X's. Expeditor ask me to help depanel, I walk to the jet and found the pilot struggling with the screws in 4216, after a awkward silent moment, I ask the pilot what happened, that was what he told me...at least what I remember. I went back on the truck to help with redballs, didn't think much about it after.
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It records it in the flight data recorder on the ejection seat and the AVTR/DVR tapes IIRC, but maintenance has no reason to look at the data unless a pilot reports a possible over-g condition. If the pilots reports it, then the maximum g is looked at in the tapes and how long it was ( meaning this much g for this many frames or seconds). then the data is compared to what the aircraft recorded. The level of the over-g is determine, this dictates what need to be inspected.
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I love this thread. AFAIK, this whole thread is about the details. The minute details ED does not add. Then we forgo those same specific details and put a F-16A skin on a block 50 or we post a picture of a block 40 and say how it does not match DCS block 50. Lover it, is all in the minute details.
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We have no way of knowing about the over-G condition if the pilot does not report it. At least we didn't back in 07. I have seen two over-g bad enough that the pilot came back to the flight line to work on the jet. First was TDY to Decimomannu AB from Aviano AB. Pilot was doing BFM training, got the aircraft stuck at high alpha. He over G it on the recovery. Second over-g was TDY to Eielson AFB from Kunsan AB back in 2008. Pilot got target fixated on a rocket run, over-G the rocket pods and the TGP and the aircraft. On both occasion we did not find anything wrong with the aircraft. I could not tell you about the stores since we just take them off and send them to back shop. Whether ED adds effect or not to the over-g is fine to me.
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I have never heard of either term, could you please elaborate?
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A simplified versions of inflight alignment was working back in version 2.5.6.43503, but I have not tried it since then. Keep in mind inflight alignment in the this specific versions of the F-16 is an emergency situation, something happened that cause you to loose the alignment, so you are trying to fix the aircraft to get home. It should have a lot of errors, require constant position updates and it could take up to 15 minutes of straight and level flight without speed changes to complete. IIRC, RL the procedures are: Turn INS knob to off for 10 seconds Establish a non accelerating level flight INS knob to Inflight align Enter magnetic heading within 20 seconds of turning the knob. In real life, best way to get this would be wingman, in DCS just use external views. Do not use cockpit magnetic compass, it will have errors After 20 seconds, you should see align in the HUD, where maximum G are normally displayed After 4 minutes, make a 45º turn from initial heading. 1 minute after, make a 90º turn to the opposite direction 1 minute after, 45º back to original heading Alignment is completed when max G can be see in the HUD again in RL, you would need to perform position update within 15 minutes (navigation updates are not yet implement in DCS)
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AFAIK: Air to Air TACAN is suppose to have errors. May show wrong distances or closing range when other aircraft is going away and it should not be relied on to deconflict from other aircraft. So it is a good thing to see errors in the A-A TACAN ranges.
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https://forums.eagle.ru/showthread.php?t=266408
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What is a: "non MLU model"? ROCAF F-16A had AIM-120 capabilities long before they receive the structural mid life updates they are now getting. Mid Life Update (MLU) was an extensive structural update given to some F-16A/B to increase the amount of flying hours the air frame could do before the aircraft where discarded. Since the MLU update was extensive, many countries (but not all) choose to include other updates during the MLU, ie Pacer series of upgrades/updates. Some countries choose different capabilities, different RWR packages, some removed drag chutes, engine where updated, etc.
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There are other aircraft without parking brake. The F-16 for example, parking brake only works if battery switch is on. The F-117, A-10, Mig-21, Mig-29, etc. do not have parking brake neither
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glad to help, stay safe and healthy