mvsgas

In real life? Many things. You can get a No start, hung start, anticipated hot start or a hot start. The question in my mind is: Do we really expect Eagle Dynamics to modeled all of this behaviors when it seem so many do not want to follow a simple thing? The simple thing being no moving the throttle to idle if the engine is not ready. How is this a "noob trap"? Try this: Start the JFS, once you have a JFS run light, start the clock (conveniently the cockpit has its own). If you used start one, wait 30 seconds, if you use start two, wait a minute. After the elapse time, check engine gauges. If RPM is above 20% and sec light is out, move the throttle to idle. If you follow that to the tee, do you encounter any problems? If not, why change anything? If yes, record a track and submitted in a separate post as a potential bug.

https://www.f-16.net/aircraft-database/F-16/airframe-profile/3506/

No need to apologize. Nothing here is that important. Just an internet forum. Hope I help in some way.

No, the same ISA are used on both flaperons and both stabs. The only different ISA is on the rudder. It should never be that since they are not modeling a block 52, they are modeling a USAF block 50 from 2007. I been saying this for over a decade:

This does not really matter if you guys just want the stabs and flaperons down on a cold jet. But if the questions is whether this is realistic or not? There are to many variables and I highly doubt you can find a good source online. Manuals do not mention this, and photos are not good enough. For example, the photo you posted is of a block 32 that can't even fly. https://www.f-16.net/aircraft-database/F-16/airframe-profile/2052/ About those variables against online sources: So, whether the flight control surfaces droop down or not depends on several things. One is the Integrated Servo Actuator (ISA). Some will start bleeding down as soon as the engine shuts down, some will take days. The Horizontal stabs are more susceptible to this since they are heavier than the flaperons. How long after the engine shut down was the photo taken? and hour? 3 days? Another is the mechanics. Many of us tent to push the flaperons up after engine shutdown so you are less likely to crack you skull on them. The opposite is true about the stabs. So if you look at photos, are they after the mechanic raise the surfaces by hand or where they down after shutdown? Another variable is if you turn battery off and there is still pressure on the hydraulics, the control surfaces will go to neutral. Because of this, the flaperons could have reset up even tho their natural position after shutdown is down. Someone sees a video of a Demo viper and see thee flaperons reset up, will think that is the normal behavior when is not.

If you look on this photo, the switch activate the canopy lock light is above and to the left of the canopy switch

No, the light is for the canopy being lock. The switch for that light is behind the handle (between the handle and the side wall) and it is press in with the handle down or push to the wall. You can close the canopy and the light should stay on until the handle is down. The handle blocks access to the canopy switch and blocks the canopy hooks from moving IRL.

Go learn about Landing Gear Hydraulic isolation valve, how it works and its relation to the alt gear extension. That will answer why NWS does not work and why no air is introduce to the hydraulics if all alt gear procedures are followed and the system is working as it should. The most common way air is introduced to system B is when people press that reset button at the same time the pull the handle.

https://forums.eagle.ru/topic/230436-cannot-reproduce-emergency-epu-doesnt-work/

https://forums.eagle.ru/topic/282066-the-aircraft-will-not-start/ https://forums.eagle.ru/topic/282067-hung-start-on-latest-update-is-not-a-real-thing/?tab=comments#comment-4781108

You write that you have done many alt landing gear checks, but then you also write that the handle introduces nitrogen into the hydraulic lines? If you have done that, you done something very wrong. Pulling the alt gear handle sends pressurize nitrogen to all 3 door actuators and the the NLG retract/extend actuator through its own pneumatic line. That is why there are 3 line on the actuators. Your not alone, many pilots and some maintainers (weapons loading crews and specialist that work with the avionics) think that also. Pressing the white button resets the landing gear sequence valve in the left MLG wheel well. So if you press the button and pull the handle you are resenting the valve while trying to move it with nitrogen pressure, pushing nitrogen in all the hydraulic lines. I seen that happen several times before and now someone has to bleed the nitrogen out of the B hydraulic system.

There are two input to the engine, Main is throttle position switch that sends Power Lever Angle (PLA) to the Digital Engine Computer (DEC). The second input is physical push/pull wire the connects the throttle control linkage on the Main Engine Control (MEC). This is the only physical connection to any control in the F-16 (any versions). The DEC is like you car engine Electronic Control Module (ECM). The MEC is like very complicated carburetor (not even close in reality, but same concept ) The DEC nor the MEC will prevent you from introducing fuel to early to the combustion chamber AFAIK. Other aircraft the start is very automatic, for example A-10 seem way easier. But in the F-117, F-15 and F-16 you can't just put throttle to idle and hit start.

IRL, probe heat is only used during icing conditions while aircraft is on the ground. As soon as your are in the air, probe heat comes on regardless of the switch position. Not sure in DCS

For what is worth, I do not know of anyone IRL ( pilot or maintainer) that has ever tried to move the throttle to idle from cutoff on purpose without RPM being at 20% or higher (PW-220E, 220 or GE-100). I know some that have made a mistake (rushing or not paying attention) that have started the JFS with throttle on idle, but corrected immediately and terminated the start because IRL, starting the engine is a critical thing. Everything happens very fast and you are paying attention to RPM, FTIT, oil pressure, main gen and stand by gen lights. Started the JFS with throttle in idle could raise FTIT rapidly, which is signs of a anticipated hot start. Manuals have a very specific terminology for anticipated hot start we all have to memorize to qualify as an engine run person. This also would be sign of autoaccel condition, also cause you to terminated engine start. So, whom ever said is not a thing IRL, has never been run qualified in USAF on any F-16. GE engines can not go from 0 to 100 and I can't think of anyone would try IRL. In the last couple years I work on F-16 with PW engine (Luke AFB in 2009 to 2011) you had to run the JFS for 2 minutes before going to idle, to allow the bleed strap time to close. So IRL, you pay close attention when starting the engine and this is not a problem. In DCS, people just what to flip switch while drinking coffee and start as quickly as possible to airquake and are not paying attention, the only reason this is a problem. Some will say: "Well, we do not have those engine in DCS" your right, I was never run qualified in GE-129. They can also say: "You have never started the JFS with throttle in idle, so you don't know what will happens". Again you are right on that also.

Of course I main power plus AGE (-60 or -86) connected and running with power cord connected and power switch on. How else do you get main power if the engine is not running and you don't have AGE? I did not think I needed to explain that. Let me rephrase:

Please tell me more, how does every component in the landing gear system works. Would love to know. With the LG handle up, the light on the handle remains on until all doors are close. There is a switch in each door actuator that is triggered when door are fully close. This will also cut off all hydraulic pressure to the LG and brakes while the gear is up and lock. With the handle down, the light remain on until you get three green lights. Three green light indicate the LG in down and lock. There are plungers switches in the drag braces down lock mechanism. How would it be different than the DCS Mig-21 landing gear lock? The only reason this matters IRL, is because during the aircraft launch, we remove the NLG safety pin. So if you start the engine with the LG handle up, the NLG will start retracting as soon as you have B system pressure. The wow switches only prevent the handle from moving, not the landing gear from retracting. https://www.f-16.net/g3/f-16-photos/album30/aec But the question remains, why raise the handle on the ground in DCS? other than to say: "ED this is wrong"

AFAIK, block 30. This happened in 1996 http://www.cnn.com/US/9606/29/spectacular.landing/ https://www.f-16.net/units_article16.html

Why it will be easier to track bug reports when they are done individually. Emergency Jettison should work with EPU power AFAIK, the other stuff, I do not know. On another note: They lights work as they should in DCS, AFAIK Reference photo is from a Norwegian A motel and video from a Polish block 52+. Not the same aircraft we have...yes, lighting systems change also. Hell A models only had one generator and EPU for main electrical power. We should have Main gen, stand by gen and EPU in DCS...point, things change for versions to versions, country to country and year to year, etc. That is wrong, not Norwegian, Netherlands, but it is an A model. Wing structural patches show that

Why it does that in DCS, I do not know. IRL, it should always lock in the up possition to prevent inadvertent extension during high G maneuvers. Did they implemented the down permission button? (white button on handle) But why raise the gear on the ground?

IRL, is the only way to deploy the landing gear without hydraulic system B pressure. EPU only power A system. So IRL, it will always be that way until the completely change the way hydraulics work in the F-16. Whether it will ever be implemented in DCS or not, I do not know

There is not Oxygen pressure gauge on the DCS version. It uses On Board Oxygen Generator System (OBOGS). The F-16 that carry liquid oxygen have a gauge, but you need to apply main power for the fuel gauge and the O2 gauge to show proper numbers. One of the many reason we do power on checks every day before flight IRL.

https://forums.eagle.ru/topic/253593-reportedf-16-alignment-statuses-incorrectand-other-tiny-quotbugsquot/

https://forums.eagle.ru/topic/213763-not-realistic-nozzle-actuator-sound/ https://forums.eagle.ru/topic/244717-sound-of-the-pneumatic-nozzle-actuators/