mvsgas

Because the FBW will not correct yaw or roll trim. Every F-16 flies a little different so it will need trim to fly straight. Also, note on the second video I posted, the aircraft descends all the way to 17520 at around 1g and then climbs all the way to 18000 at around 1g. So the pitch trim being G commanded in the F-16, meaning you trim by the amount of G you want on the aircraft, the F-16 will not maintain a specific flight path by it self unless re-trim to a different G. Hope that make since.

Not sure what you trying to say, could you explain?

Here, the aircraft appear to be Luke AFB Block 42 after CCIP (JHMCS video), at around 14:40 the pilot give control to the guy on the back seat ( not a pilot, guy is just getting a incentive flight) He tell him to pull power back, note that when speed drops the aircraft starts to descend. When speed increases, note the aircraft starts climbing. Unfortunately, like all videos it lacks a lot of details and you can't see if the pilots had anything to do with the behavior. At 20:16, the pilot does a 4 point roll, note how the nose drops. At 26:00, the guy on the back mention how it leans to the right, and the pilot answer that he will trim it to correct it.

No clean aircraft AFAIK. It needs trim like any other aircraft in all axis. In certain conditions, but does not mean the aircraft auto trims. For example: Lets say the pilot set up pitch at "X" G at "Y" speed, changing that speed might affect the aircraft, making it climbs or descends. FLCC will not correct roll or yaw, when speaking within the confines of trim level flight.

Here you can see some video of flight testing the FBW, keep in mind that videos lack a lot of information and specifics. The videos do not tell us the block, the version of the FLCC or its software, was the flight FBW alter for the test, etc. https://forums.eagle.ru/showpost.php?p=3775853&postcount=1143 https://forums.eagle.ru/showpost.php?p=3775880&postcount=1144

Not that I know of. The aircraft will maintain G no matter the throttle position, but you can climb or descend in 1 g. Roll and Rudder would depend on configuration and asymmetric load out will not be corrected automatically by the FLCC. I posted here about the trim For example, here at 4:47 you can see the pilot reach behind him to input rudder trim. unfortunately we can not see the stick to see if he imputed any other trim. The video is set just hit play

As I understand C* uses speed to maintain flight pad, is that how C* works? Not sure what "Law" it uses, but during normal operation, Flight Control Computer (FLCC) provides relatively constant aircraft response for a given stick input, regardless of altitude or airspeed. This response varies slightly depending on configuration. In the event of a dual air data failure, the FLCS switches to standby (fixed) gains. In cruise gains ( LG handle up), at low AOA, the pitch axis of the FLCS is a g command system. As AOA increases, the FLCS switches to a blended g and AOA system to provide a warning of high AOA/low airspeed. Roll rate limiting is available and maximum roll rate decreases as a function of low airspeed, high AOA, and horizontal tail position. The limits change depending on the FLCC and the software for it. In takeoff and landing gains (LG handle down), the FLCS pitch axis operates as a pitch rate command system until 10 degrees AOA and a blended pitch rate and AOA command system above 10 degrees AOA. Roll rate limiting is available but is a fixed value independent of AOA, airspeed, or horizontal tail position. In standby gains, control response is tailored for a fixed altitude (sea level, standard day) and airspeed (LG handle in UP, approximately 600 knots; LG handle in DN, approximately 230 knots). The FLCS warning light and FLCS FAULT caution light illuminate. When operating on standby gains, the LEF’s are at zero degrees with the LG handle in UP and the ALT FLAPS switch in NORM. The LEF’s deflect 15 degrees down with the LG handle in DN or the ALT FLAPS switch in EXTEND. The operation of the TEF’s is not affected in standby gains. A standby gains condition can be reset in flight, back to the first failure condition, by using the FLCS RESET switch. The original air data system failure is latched upon occurrence of the second failure and does not reset. If reset is successful, the FLCS warning light goes off. This last behavior is dependent of the specific FLCC and it software. Some may be reset some can't. There is a lot more info, but I'm not sure if this answering your question or adding to confusion.

Both the photos you posted of the Alabama ANG are block 30 87-0220 87-0332 If you staying withing 2007 time frame, 480th ,and 522nd where inactive and the 179th did not have block 50 then.

The 377th FS has Block 30, the 22nd and 23rd close, their aircraft where divided between the 480th and the 179th. 522nd close around 2007, its aircraft where divided throughout the USAF.

Ok, thanks. If that is the case, then no DCS F-16 should not use C* law since The RL F-16 does not AFAIK.

Will the DCS F-16 have FBW? It should Will the FBW use C* law? If I understand correctly, C* law uses speeds (vertical speed, aircraft speed) to maintain flight path. Is my understanding correct? I never heard of C* law so I am going by the pdf you provided.

So after the CCIP, USAF block 50/52 could carry TGP and do strike mission and block 40/42 could do DEAD/SEAD mission. Not much to add, but we would not get many advantages if they model the USAF block 40/42 after CCIP besides the Wide Angle Raster (WAR) HUD and different performance numbers. The AN/AAQ-14 TGP and the AN/AAQ-13 FLIR/TFR have not been used for years on the USAF F-16 block 40/42. Last time I saw a AAQ-13 being used was 2001 in Osan AB. Not sure if the addition of the HTS pod completely remove the connection to the AN/AAQ-13 on the left cheek station. - The Engine is different - Structurally, some block 40/42 had several hundred or thousands hours more that some block 50/52, so the structure was strengthen. - The radar had some differences, but I do not have a lot of info on the specifics. - Some of the symbols on the CMFD where different

From what I can gather, lot number seem to be year of acquisition, so Lot 20, is the 20 annual acquisition number. This would be similar to the first two number on USAF tail number. So you have the Mission Design Series: From DOD instruction 4120.15-L from May 2004, with change 1 from August 2018 (which has no distribution restriction and can be found in the DOD.gov website) F=fighter A= attack -18 C Block 51 (Yes, F/A-18 also have blocks, like most if not all Fighter aircraft built in the US) Serial number (Bureau number on the Navy or Bu number) Also this number are different from the manufacturer serial number. (Think of it like a license plate for a car; and the manufacturer number as the vin number for a car) So that is the MDS=F/A-18C block51 Bu 165399 thru 165408 The lot number info is harder to find, I found this on an accident report: So, direct comparison to USAF and US Navy USN____________USAF F/A-18C_________F-16C Block 51_________Block 50 Lot 20___________First two number on the tail Bu number_______ Last four number on the tail

Dual Target Track, A sub mode from Situation Awareness Mode (SAM) found in some version of the radar.

Short answer: A weapons carried by one specific F-16 does not correlate the same weapon on another F-16 ( even the same block and air force) There many variable. Long answer:

Note how the left and right "horizontals stabs" are the same just painted differently. So the static dischargers on the left stab are on top while on the right are on the bottom. Click on image to enlarge

click on image to enlarge

Short video looking directly into the AB during take off https://www.acc.af.mil/News/Video/videoid/699389/dvpcc/false/#DVIDSVideoPlayer20299

click on image to enlarge Click on image to enlarge( 3.74 mb) Detail image of left wheel well. You can see the point to check center of balance, Halon bottle, Hydraulic system B filters, JFS hand pump. Even the rubber seal between the flaperon and the strake is visible. Right wheel well, A system filters, battery, Brakes /antiskid control box

Click on images to enlarge (large photos, 2.75 mb) (4.56Mb)

Have you tried your phone?

I wonder why the majority of us (former maintainers) are either weapons of crew chief. We got two fuel shoppers, one electrician, but the majority is weapons or crew chief. Is anyone back shopper (sheet metal, ammo, engines, etc.) or Specs? POL? We have a airborne POL :D ( Hey Sierra99)

:thumbup: Sparkchaser, electrician? Rainmaker will be happy to have another electrician around, you guys can have talk about anti-ice :smartass: