mvsgas

https://forums.eagle.ru/showpost.php?p=3570719&postcount=992

I was wondering where you saw that until I saw the Landing gear animation video. Agreed, 370 tank pylons are part of the tank and are installed, removed, and jettison together.

To add, there is a specific sequence of event on each gear, but not in relation to each other. For example: the MLG roller must hit the uplock switch before pressure is sent to the MLG door to close. But does not matter if the NLG is up first or not when talking in relation to the landing gear sequence valve.

Nothing specify whether the Main Landing Gear (MLG) or the Nose Landing Gear (NLG) should go first. As long as the sequence take less that 32 seconds to complete IIRC, mechanics would call it good. It should not matter the block for the landing gear sequence, but the landing gear light on the MLG would indicate this are block 30/32 or below.

I was talking specifically about time to align. again, depending on the system, the INU, the method to align and whether GPS has a signal or not. If no GPS signal, depending on the system, additional steps are needed prior to alignment, thus changing time to align. The information would be in the 1F-16CM-34-1-1 circa 1 June 2007 Para 2.2.3 page 2-162 to 2-177 for RLG and para 2.2.4 page 2-178 to 2-188 for EGI But that is just a guess, since I do not have one.

No need to press TDC action with TGP in TDC or HTS modes. Simply place TGP cursor over the target should be enough to move all other sensor to that point, even IRMV. Whether the MPCD should jump to the DMT? I do not know, this only happens to me if I press TDC action while using TGP in TDC or HTS mode and with target within DMT field of view.

IIRC, on 89-2157, in the 310FS, Luke AFB in 1999: One boom hit the rear transparency, broke of the upper TACAN, destroyed the GPS antenna and bent the IFR door.

If GPS can get a signal, Alignment method will change true Not as indicated in aircraft manuals Edit Just notice, meant if GPS can't get a signal inside the HAS.

I do not have an avionics background, but the alignment time would depend on the Inertial Navigation Unit (INU) used on the aircraft, the type of alignment being performed, whether you are inside of a Harden Aircraft Shelter (HAS) or not, etc. And yes, if not fully align there will be degradation of accuracy over time.

Not sure if that what it does literally, but its what we call it. Also the hydraulic reservoirs is used to separate the air out of the fluid. By moving the surfaces you allow the fluid to cycle through the Integrated Servo Actuator (ISA) removing any air that might have been collected there when the aircraft was shut off.

No flight idle on the F110-GE-129. The Pratt & Whitney (PW) engine will have a different exhaust nozzle scheduling depending on the Landing Gear (LG) handle position. With LG handle up, the nozzle should not open fully. This is not clearly stated for the GE engines so not sure if the exhaust nozzle is also affected by LG handle position.

Page 22 Engine Nozzle Position Indicator GE engine do not use "convergent" nozzle section. It uses Primary (flaps and seals) and Divergent (flaps and seals). Page 24 EXT FUEL TRANS Switch in norm allows external centerline tank to empty first, Wing position allows the external wing tanks to empty first. Page 25 Not sure what taxi off operation mean. Page 30 There is no "manual" mode on the LE Flap switch. Lock or Auto. On lock mode, it manually lock the LE flap at the current position. Maybe the wording is causing confusion. System uses Halon 1301 during combat, not nitrogen. Page 31 By "Air" it mean 13th stage bled air from the engine right side. Page 32 AB reset is not use in GE engines. Page 35 With the switch on, inlet strut heat and engine anti ice system is on. In auto, when inlet ice detector probe detects ice, the systems turn on the inlet strut heater and engine anti ice. All aircraft probes ( pitot, Air data, Total temp and AOA) are a different system and are on regardless of switch position while in the air. Page 37 Stick picture, the trigger box shows "camera/gun" First detent is laser firing assuming all laser firing conditions have been met (if TGP in loaded, on and laser is arm) Page 40 PW terminology not use on GE engines. page 67 Step 6 JFS light should illuminate within 30 seconds if JFS stars properly. Brakes and parking brake are available as soon as battery power in on, provided JFS/Brake accumulator have pressure. Step 7 page 68 Step 8,9 and 10 JFS switch to off at 54% STBY GEN light out at 58% Engine light out at 60% Main gen 5 to 10 sec after STBY Gen Oil pressure shal be indicating by the time engine reaches idle (62 to 80% RPM) A and B should be indicating pressure Hyd/oil press light goes out. Page 85 This could lead to confusion, people may think it will actually move the stick. Page 186 JMR switch should not be functional. Only the ECM panel and CMS HOTAS switch interact with the jammer.

Tell you what, lets wait for the module to come out, if it matches what you want it to be, cool, I was wrong. If it does not match because roll limiter does not care about rudder inputs or Horizontal stab position. If AOA has a higher limit. If gains work differently, can we hold of on:"FM is wrong, it does not....." post and threads? Is that a deal? Pinky swear?

LOL, boss, your dating/aging your self :D What squadron where you in Luke? I started on the 310 in August of 1997 and went back to the 62 on 2009 and 310 in 2010.

I'm aware thanks

All aircraft are the same, just more documented on the F-16. But all aircraft that I can think of where always being updated and upgraded at different rates at different times. In the past you could have F-4G units with differences between aircraft. For example in Kunsan AB circa 2008, there where Block 30, Block 40 without CCIP, block 40 after CCIP. Some CCIP block 40 where getting beyond line of sight radios and some did not. Some where getting OFP other had old ones. They might have been 6 or 7 different configuration. That is one base on 1 year. Multiply that by all the bases that fly F-16 and by all the countries: how many combination can we get?

ED can model EGI, RLG+ GPS or both and claim they are all accurate unless someone here has the history of the specific USAF F-16C block 50 after CCIP and when did it got what system. Otherwise, non of us can disprove it.

Not block specific. There where new build USAF block 50 without Ring Laser Gyros (RLG)

USAF Block 50 never had TFR and the DTS does not automatically fly the aircraft and does not account for structures, buildings or trees. I also do not know if GCAS nor AGCAS accounts for structures.

Not specific by block. Depends on the year and country, or best would be year and specific tail number/serial number. Laser Ring Gyros where introduce on TCTO 1F-16-2255 and it should have been completed around 2001, EGI where introduce on TCTO 1F-16-2489, and by 2010 was not completed. The EGI panel was introduce after OFP M5.1+, TCTO 1f-16-2570. Again, not completed by 2010. To know what aircraft had RLG/INS + GPS and which had EGI you would need to know when these Time Compliance Technical Orders (TCTO) where completed on those aircraft.

Just trying to providing context for the references This is a A model This may be closest to what we may get in DCS, considering it is a 11 year ahead of the DCS F-16. This is a D model block 50 from 2018. Another angle form the last video

hip3rion, To clarify, I do not think the CMFD in DCS look to small nor am I saying your wrong. Not trying to correct you, just pointing details about the references you are providing. So a video of a test F-16 is not a good reference because it has other things in the cockpit that are not in the DCS version of the F-16 and people might think should be there.

The thing with stores limitation is that it could get to complicated. So the question is: is it worth it for the module creator? (ED or otherwise). You could have a cookie cutter reaction like hung stores, I like the store actually falling off. Not the best answer neither but better in my opinion. Why do I think it could be to complicated for what it worth? Let look at a rocket pod for example. I do not know the limits of a LAU-68, just pick the first one that came to mind. Anyway, pulling more g or going faster that the pod could handle in RL could mean a number of thing and several results. The pod metal skin around the suspension lugs might me stretch or crack. The pod itself by get distorted. Does not mean the pilot may notice. The rockets might be less accurate but the rocket are not very accurate to begin with. Pilot may not even notice until debrief. A different weapon or store may have different effect on different aircraft while hung on different suspension systems. And by hung, I meaning mounted under or when carried by a suspension system like a MAU-12, not hung as in it will not launch or deploy. In aircraft A, weapon B might hit the fuselage while on aircraft C it might fall without issues. Then there is also the number to consider. Most manual I have read, they don't tell you why you should not go faster than "X" nor why you shouldn't exceed this amount of "G". The manuals just say don't do this, so it would be up to the module creator to make up an effect. Also, just because the manual says don't exceed "this" speed, that the weapons will automatically be damage over that speed. Often the limit is there because the weapons was not tested above that speed or G. So again it would be up to the creator to make up an effect.

That is a test bird, notice the additional switches and lights on the glare shield. Would not use that as reference.