mvsgas

Last time I check the Mig-21 module had it. So if you over g the stores, they can/will fly off the pylons. That is a more realistic option that what is implemented in other sims/games.

Partial information like this is what causes confusion on aircraft capabilities. It should be stated this is only relevant to these specific F-16C circa 2003, unless of course you have the USAF F-16C block 50 after CCIP circa 2007 information. For reference see GR1F-16CJ-1 page 7(VII) and GR1F-16CJ-1-1, page T-2 This matter because F-16 are constantly being change at difference rates and times by each user. So Digital Flight Control Computer (DFLCC) will have different AOA limits and gains. Pitch in CAT I is G command until a specific AOA and then switches to G/AOA command after. This limits and gains change depending on the version of the DFLCC and its software. Also Flight control computer takes inputs from the General Avionics Computer (GAC) and the Modular Mission Computer (MMC) and the F-16C here had GAC, not the MMC we will have in DCS F-16. We would also need to find out the specifics of the F-4E (there are several block of F-4E) with different engine and performance. Same goes to the F-15C and so on. To be clear I have no interest in which aircraft turn better. My concern is for people to have proper data so we can hope to avoid inaccurate "bug reports" in the future when DCS F-16 and other module are release.

max22, Sorry, it seems you are taking it the wrong way. He is not talking about you specifically but the forums in general. Shadowxp, =Panther=, and many other here have vast knowledge of the F-16. I bet it can become frustrating to them to answer something just to see the same questing posted several more times in a row. If you go through the forums you would see most post in the last 2 weeks in regards of the F-16 have been posted for years.

Same conversation keep happening.

https://forums.eagle.ru/showthread.php?t=243974 https://forums.eagle.ru/showthread.php?t=241183

19:05- The 61st Fighter Squadron back then used the F-16C block 25, small mouth (obviously no Big mouth with PW engines) and F100-PW-220 engine. Also, no GE engine at Luke AFB at the time. Only F100-PW-220 and Singapore 425th FS used the F100-PW-229. At 38:50, that is the crash for 88-0154 I saw that happened. Same one they drop the wing tanks on top a pick up truck.

Assistant Crew Chief

https://forums.eagle.ru/showpost.php?p=3998487&postcount=66

How is this a big deal? Other F-16 sims have unfinished skins or wrong skins for years and people don't seem to mind. F-16A with wrong RWR antennas, wrong landing gear or chaff/flare buckets. Wrong cockpit panels or wrong location of the panels. Why all of a sudden this is such a big deal here? Could we all wait and see how it looks on EA?

If realistically implemented (depending on the missile versions, software versions, TGP, aircraft OFP, etc.) the opposite is true and missile boresight is only require when other systems are used and the pod’s Missile Boresight Correlator (MBC) would attempt to line the missile if the TGP is used. But changing this would affect all other modules, could introduce some problems and I do not see the benefit.

WildWeasel303, Have you worked with a lot of GE-129? I have not, starting to feel like maybe the "Boom start" is more of a GE-100 thing than a GE-129 thing. Like you, I saw it every day on GE-100, but not so sure on GE-129. What do you think? Here at 0:02 is another one and a "pickled engine" start at 1:20. Both of these are F-110-GE-100 so not related to DCS F-16.

When I was in Aviano AB Italy, there where a lot of Jackrabbits/hares in the base. Ever so often they will get in the runway and get hit by aircraft taking off or landing and make a mess of things. Anyway, I tell you that because I saw this F-16 with rabbit kills marking on the side and it made me laugh. 37RZzptTKLY?start=35

At 16 sec, F110-GE-100 on Block 30

Here an example on OSAN AB. The video is about U-2, but on landing (@2:40) the chase car start at the end of the runway. Note that you don't see the first barrier until 2:48, and there is not cable across the runway. Second barrier station at 2:58, no cable across runway. Crash recovery installs or removed the cable across the runway as needed IIRC. qjqAOu7zHyY?start=160

What? I don't understand what do you mean? Are you referring what daarseth posted? If so, I think he meant the F-16 on a carrier (daarseth: please correct me if I wrong) The stopping distances and force are very different. Airfield barriers/cable are not at the very end of the runway ( on most cases) So the aircraft has time to slow down a bit and the barrier it selt takes much longer to slowdown the aircraft when compared to carrier systems. IIRC, in Aviano AB, Osan AB, Kunsan AB, Eielson AFB, Luke AFB and Holloman AFB the cable barrier was move to the opposite runway from landing. So, for example if they landed on 18, the barrier would be on 36 side or end, hope that makes since

I will see if I can find one. I remember it happening mostly on the first start of the day and the colder ambient temp the more likely.

Learn something every day, never saw that.

In the F-117, you did not use the tail hook for maintenance runs. You had to used cables attached to the main landing gear. This website also states: This is also incorrect. This is not true either. Runways with the cable barrier, the barrier is there and there are warning how it can strike low aircraft like the F-16 if you go over the barrier going to fast. On some runways, the cable will get installed or removed depending of the direction of takeoff or landing to try to avoid cable strikes on aircraft. But the tower does not "raise" the cable what ever that means.

If they do model the hook, I wonder how many tread we will see about it not going all the way back up. The tail hook is extended by the same nitrogen accumulator that extends the Landing Gear in an emergency. But the actuator only goes one way (down with the hook) A spring raise the hook of the ground when there is no pressure on the actuator, but the only way to stow the hook is by manually raising it by ground crew. The hook also has a shear bolt, allowing the hook to sway left to right if needed. This normally has to be replaced after an barrier engagement.

Not having a 27 Fault Isolation (FI) manual and not being able to post it even if I did make it a moot point on my end. I remember doing flap inspection before but it could be a case of "oldmanitis" where old people remember thing differently. There is no "Flap relief system" in the F-16, at least non that I work on. The only things connected to the Flaperon are the ISA and the transducer. The only things connected to the ISA are the 4 hydraulic line (pressure and return from both hydraulic systems A and B) and cable to the servo valves. They are also the same ISA used on the Horizontal stabs. The rudder is the only ISA that looks different.

The sound comes from 13th stage bleed air going through the Convergent Exhaust Nozzle Controller (CENC). Think of it as a large air tool like a dremel. This spins flex shaft that move the four nozzle actuator on PW engine. The F110-GE-129 engine uses engine oil to move the 4 actuator using the Engine Driven Hydraulic pump, not to be confuse with the two aircraft engine driven hydraulic pumps.

They don't retract automatically, the air force pushes them up.

I do not think neither of this example would be good for the USAF F-16C circa 2007 after CCIP, for conversation sake. Looking around USAF F-16C block 40/42 after CCIP circa 2011 Lading gear down, atl flaps to extend below 400 knot and IFR door open below 400 knot will maintain Takeoff/landing gains. But keep in mind Flaps extended above 240 will start going up and would be fully retracted by 370 knots. This could incur damage to the flaps, flap Integrated Servo Actuator (ISA) or the flap supports. Also IFR door open or in transition close to or above 400 knot can damage the door hydraulic actuator or mechanism. Also, using HAF F-16C block 50 circa 2003 DFLCC as an example will give a bad base to start with. HAF DFLCC has different Cat I and Cat III limits and looks for different parameter to limit Roll and Yaw. It has TFR which USAF F-16C block 50 does not have. It uses different computers for different thing. Central Air Data Computer (CADC), the Pneumatic Sensor Assembly (PSA) are different. Not sure if the Modular Mission Computer (MMC) in USAF have additional functionality on the Flight control compared to the HAF F-16 with General Avionics Computer (GAC). I do not know if HAF F-16C on that time period have a CARA which also sends info to the DFLCC.