mvsgas
-
Posts
9028 -
Joined
-
Last visited
-
Days Won
8
Content Type
Profiles
Forums
Events
Posts posted by mvsgas
-
-
Good news!
Remember when the above was positively space-age (Iron Eagle) and the Viper was still a 9G frontline fighter?
:huh:So the F-16 is no longer a 9g frontline fighter?
-
TGiHtfeE3rA
-
What?
-
Dude I'd hate to disappoint you but this is too corny, even for our patriots:D.
:D Show me one that isn't
I mean, have you seen dogfights?
or this gem
It can't be worst than this.
-
Because it is a small airframe C model (25, 30, 32) with powerful engine (F110-GE-100)
Some people claim FLCS helps, better in some conditions than DFLCS. I have no idea if this is true and doubt it, but have no prof one way or the other.
-
wXYevIHV5a0
-
Didn't know the aggressors flew the Block 30's for that reason! Cool!
Aggressor squadrons use 30 (Alaska only), 32, 42. Among many reasons, because is what is available. They used block 25 and 52 in the past ( might still) But most 25 are getting retired or where retired and block 52 where turn over to the Thunderbirds. Aslo examples of both where sent to ANG and Reserve units. USAF General Electric equipped F-16 units are combat units (except for Eielsons AFB Alaska) while Pratt and Whitney mostly for training. There are combat ANG and Reserve units that use PW, but I can't think of one PW powered F-16 in the USAF station overseas nor combat deployable.
-
1
-
-
-
Why would it be especially stupid to BFM an F-15 w/ an F-16?
Are you referring to page 8-14 to 8-15 "Options at the pass"
http://www.scribd.com/doc/63308668/f4-manual
My guess is;
- Because it is the writers opinion
- Because the F-15 has a bigger radar
- Because the F-15 has more missiles
- Because the F-15 has more bullets
- Because they are both on the same side and will help avoid fratricide
etc
Probably the same reason head on passes would be a bad idea versus many others.
Look at the context, the section is talking about head on passes.
-
8pU3jdTwP4Q
-
:D:smartass:
Spit is elegant and beautiful.
P-51 is both plus I can fly it in a good sim, no falling asleep like in others
P-51 wins! Finish it!:megalol:
-
Just thought it was interesting, not the best and entertaining reading.
Congressional Research ServiceF-22A Raptor
Christopher Bolkcom
Specialist in Military Aviation
March 5, 2009
http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA496273
F-22 Structural Coupling Lessons LearnedWilliam R. Wray, Jr.
http://www.dtic.mil/dtic/tr/fulltext/u2/p010475.pdf
Cognitive and Perceptual Performance Effects of ControlledExposure to Acute Hypoxic Stress
http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA549153
Hypoxic Hypoxia at Moderate Altitudes:State of the Science
By Frank Petrassi
Steven Gaydos
John Ramiccio
P. Lynne Walters
-
-
Find it hard to believe that so many people are surprise ( some sound appalled) at the USAF decision to fly and aircraft with inherent dangers without correcting them. I'm sure if we look back at the history of military aviation we can find hundreds (if not more) if instances/ examples of aircraft unfit for flight, given to pilots to fly in combat. From the Sopwith Camel, to the ME-163. From the F-100 to the F-16, military pilot from many different Air Forces, have been told/ ordered to fly aircraft that could kill them. How many pilots flew the ME-163 with it's highly toxic fuel? How many flew the Helldiver? A carrier based dive bomber that was under powered, and would come apart in dives. How long did the F-100 flew with the small tail or with its hydraulic problems that could lead into a departure? F-104 with its downward ejection seat, what was the percentage of successful ejection from the F-104A, and how many pilots survive to tell the story? This combine with engine flames outs during take off. Did the F-84 had problems with it catching fire? I believe Bud Day almost got killed in a F-84 because of this. P-38 compressibility, F-4 departing flight at high alpha if centerline stores where installed. Remember when the F-15 came apart in flight, what do you guys think they did to fix the problems? Did some aircraft fly before fixed? How about the F-117, does any one know how many time that aircraft was grounded and instead of fixing the situations, they just updated/change manuals and training. How many F-14 crashed due to engine problems? How many of you guys knew that the F-16, in many occasions, had several severe and dangerous problems. Engine exhaust coming apart in flight, loosing all power. Do you guys think that was fix or did it took several months and several accidents? I remember having to change hydraulics pump every 2 to 3 weeks, every time they discovered another batch that was causing accidents. Electrical problems, landing gear problems. This stuff happens all the time, it just that the media does not normally care, just my two cents.
-
can somebody explain how the oxigen system works on the raptor
Here you go.
2.3.2.3. Air Cycle SystemThe Air Cycle System (ACS) takes bleed air from the engines (which comes in to the
system at between 1,200-to-2,000 degrees Fahrenheit) and cools it down in the Primary
Heat Exchanger (PHX) to approximately 400 degrees. From the heat exchanger, the air
is fed into the Air Cycle Refrigeration Package (ACRP). The air must be dry, so the
system also includes water extractors. The air, when it comes out of the ACRP, is now
chilled to approximately 50 degrees Fahrenheit. The flight-critical equipment, the
systems that are for keeping the aircraft flying, are cooled by this air. This air is also fed
into the On-Board Oxygen Generating System (OBOGS) to provide breathable oxygen to
the pilot, operate the Breathing Regulator/Anti-G (BRAG) valve on the pilot's ensemble,
provide canopy defogging, and cockpit pressurization.
5.0. Environmental Control SystemThe Environmental Control System (ECS) is combined with the fuel Thermal
Management System (TMS) to form an integrated aircraft thermal conditioning system
providing the aircraft and crew with control and monitoring of heating, cooling,
pressurization, and weather protection. The ECS interfaces with the Auxiliary Power
Unit (APU), both air and liquid-cooled avionics, canopy, cockpit, fuel, Missile Launch
Detectors (MLD), On-Board Inert Gas Generation System (OBIGGS), On-Board Oxygen
System (OBOGS), and the pilot life support systems. The ECS uses ram air, bleed air,
and electrical power for operation. Two dedicated ECS controllers from the Integrated
Vehicle Subsystem Controller (IVSC), primary being A4 and backup being A3, control
ECS performance and operation along with backup control signals. ECS contains three
elements; the Air Cycle System (ACS), liquid coolant loop, and TMS. Heat generated by
aircraft systems is carried away by aircraft fuel, refrigerated air, or liquid coolant. Heat
absorbed by the liquid coolant and generated by the Air Cycle Machine (ACM) is
transferred to the fuel system. Fuel temperatures are then controlled by transferring fuel
heat into the ambient air via ram air heat exchangers or by burning the fuel in the engines.
The ACS receives bleed air from the engines and provides cockpit climate control,
cooling air for air-cooled avionics, and air for OBOGS and the pilot suit. The Vapor
Cycle System (VCS) provides liquid-loop cooling and cools the forward avionics and
provides heat transfer from the ACS. Polyalphaolefin (PAO) fluid removes the heat from
the VCS condenser utilizing the TMS. TMS uses fuel as a heat sink for the airframe heat
loads through PAO, Airframe Mounted Accessory Drive (AMAD) oil, and hydraulic-to-fuel heat exchangers. The ACS automatically supplies pressurization for cockpit
pressurization, OBOGS, G (gravity)-suit, canopy seal, Stored Energy System (SES)
compressor, and OBIGGS. Cockpit pressure uses air entering from the cooling vents and
is controlled by the cockpit pressure regulator and dump valve. The pressure regulator
regulates the outflow of cockpit air to maintain cockpit pressure. The cockpit is not
pressurized below 8,000 feet Mean Sea Level (MSL). Between 8,000 feet MSL and
23,000 feet MSL, cockpit pressure altitude is maintained at 8,000 feet. Above 23,000
feet MSL, a 5.0 psi differential pressure altitude is maintained. A cockpit safety valve
allows pressure to be dumped. The ECS is designed so a failure of any single Line
Replaceable Unit (LRU) will not result in secondary damage to other system
components. The IVSC provides continuous performance monitoring and fault tolerant
reconfiguration of the ECS. The ECS cockpit control panel, located on the right console,
allows input for certain control functions such as cabin temperature, suit temperature,
cockpit pressure dump, canopy defog, and air source selection.
16.0. Oxygen SystemThe oxygen system provides sufficient breathing gas flow and pressure to allow the pilot
to perform at all operational gravity (g) and altitude conditions, and provides emergency
air for breathing. The crew and On-Board Oxygen Generation System (OBOGS)
subsystems comprise the oxygen system. An emergency oxygen system is also available.
It is part of the escape system. The system consists of a pressure bottle and pressure
reducer mounted on the left side of the ejection seat with a hose routed to the breathing
regulator on the right side of the seat. The system automatically activates upon ejection,
or may be manually selected by pulling a green ring on the left side of the seat
16.1. Crew Subsystem
The crew subsystem controls and distributes oxygen, anti-G air, and cooling air (cooling
air feature up to aircraft 04-4083). A Breathing Regulator and Anti-G (BRAG) valve
automatically provides positive pressure breathing in the oxygen mask with concurrent
inflation of the upper pressure garment in response to altitude and G force. The anti-G
valve provides automatic inflation for the lower G garment in response to altitude and G
force.
16.1.1. Breathing Regulator And Anti-G Valve
The Breathing Regulator and Anti-G (BRAG) valve is on the cockpit right console and
contains the following controls: OBOGS ON/OFF, NORMAL/BYPASS, MIXTURE
MAX/AUTO, TEST button, and a FLOW indicator. The OBOGS OFF controls power to
the OBOGS and allows OBOGS to remain off when the aircraft is powered for unrelated
ground maintenance. BYPASS allows the pilot to breathe filtered Environmental Control
System (ECS) or direct bleed air without removing the oxygen mask if OBOGS or the
emergency oxygen system is not available. The MIXTURE MAX/AUTO switch in the
MAX position provides constant maximum oxygen concentration. The TEST button
provides pressure breathing in the mask with counterpressure to the pilot's pressure
garments.
16.2. On-Board Oxygen Generation System
The OBOGS subsystem is the primary producer of oxygen-enriched breathing gas
requiring both electrical power and conditioned ECS air to operate. An ECS bypass
supplies conditioned engine bleed air as a backup. During operation, OBOGS
automatically provides oxygen-enriched breathing gas based on cabin altitude. Cabin
pressure sensors supply altitude information to the Integrated Vehicle Subsystem
Controller (IVSC) which relays the information to the OBOGS. At cockpit altitudes less
than 11,000 feet OBOGS automatically controls the percent oxygen to less than 60
percent. At altitudes greater than 11,000 feet OBOGS produces the maximum oxygen
concentration of up to 94 percent. IVSC A4 assembly monitors OBOGS for low system
pressure, oxygen concentration, internal control/monitor faults, and the OBOGS position
switch.
As you can see, not a very simple system.
-
1
-
-
The foam is called AFFF
It is not a suffocation hazard like Halon 1211 (A.K.A.Bromochlorodifluoromethane).
With that said, it can be very corrosive and damage many components, but AFFF activating by mistake happens quite often.
foam
SHAW AIR FORCE BASE, S.C. -- (Lt.) Shayne Carder and Staff Sgt. Bradley McCroskey, 20th Civil Engineer Squadron firefighters, work their way through the foam in Hangar 1200 Jan. 17. the fire surpression system in the Hangar was activated Jan. 17. The quick response from Shaw's Airmen resulted in minimal damage to Air Force assets. (courtesy photo)
-
Boy that would be fun to run through
Not at all, not normal foam. Some it actually smells very bad, like rotten eggs.
-
...Sometimes a pilot will step to the ACFT and you haven't even finished the inspection.
LOL, so true. I had a super get mad at me because he wanted me to hurry the TH, he kept telling me the "wing king" was flying the jet, this while I'm changing a tire by the way. I told him;"You can come here and sign the TH or the Wing King can sit and wait for me to be done with the jet" He ended up making me the spare :D.
-
What in the hell happened here? Foam-fire? :doh:
AFFF
It has happen many times.
click to enlarge
foam
SHAW AIR FORCE BASE, S.C. -- An F-16 is submerged in foam after the fire surpression system in Hangar 1200 was activated Jan. 17. The quick response from Shaw's Airmen resulted in minimal damage to Air Force assets. (U.S. Air Force photo/SrA Matthew Davis)
-
1
-
-
O’er the hills
A B-1 Lancer near a KC-135 Stratotanker during contact training April 10, 2012, in western Wyoming. The B-1 is with the 34th Bomb Squadron out of Ellsworth Air Force Base, S.D., and the KC-135 is with the Utah Air National Guard’s 151st Air Refueling Wing. (U.S. Air Force photo)
-
That is fantastic, thanks very much for taking the time to go through your procedures!! :thumbup:
Just out of interest - how long (on average) before scheduled takeoff time would a pilot show up at the jet (apologising...... with coffee in hand and flight suit round ankles.....)?? ;)
For the F-16 I read that 20mins before engine start the pilot arrives, with take off time being 20mins after engine start (Rosenkranz - Vipers in the Storm)
Depending on many things (missions, locations, etc.) On average in the F-16, 1 hour prior to take off time the pilots would "step"( go to the aircraft). Keep in mind they have to do many things on the aircraft we don't in sims. They have to inspect aircraft documentation, inspect the aircraft itself, etc. Some aircraft can be ready in minutes for alert launches, but in day to day operations, you have to do checks and sometimes, the aircraft have to be fix before they go.
-
What a crazy chaotic production line yikes...
Thx for sharing.
This does not look like a production line. That looks like stress testing for the airframe.
Edit
На этом хочу закончить первую часть. Во второй части будет подробный фоторепортаж про крупнейший в стране зал статических и ресурсных испытаний натурных авиационных конструкций, в котором на данный момент проходят испытания истребители Су-34, Су-27, Су-33 и тд. Ниже несколько фотографий для привлечения внимания :)Google translation
At the same time I want to finish the first part. The second part is a detailed photo essay about the country's largest room of static and fatigue tests of full-scale aircraft structures, which is currently being tested Su-34 Su-27 Su-33 and so on. Below are a few pictures to attract attentionI would love to get a chance to do work like that;" Let get this new jet and see how it will break".
-
One of the masters of energy management flying.
PftNh_SShlg
-
1
-
-
Missile launches going horribly wrong...and I havent seen one missile fired!
The very first one is consider a missile, AGM-130. Basically a GBU-15 with a rocket motor.
hassata
I believe the pilot in that A-4 was unable to eject and died. This incident together with the XB-70/F-104 (among many others), proves the danger even the chase aircraft endure during testing.
8uLQ4-Jfjh8
fCORwUxlNQo&feature
AFM for the F-16C?
in DCS Wishlist
Posted
I think one of the mayor problems with all F-16 sims is people forget that because they are so many countries flying the F-16, they are so many version, mods ect. I just hope if anyone decides to make a F-16 the stick to an specific tail number, at a specific time, otherwise, is never going to be accurate. I hope whom ever does this, models a block 30 or 40, early 1990's.