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Everything posted by mvsgas

  1. 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:
  2. 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"
  3. AFAIK, block 30. This happened in 1996 http://www.cnn.com/US/9606/29/spectacular.landing/ https://www.f-16.net/units_article16.html
  4. 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
  5. 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?
  6. 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
  7. 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.
  8. https://forums.eagle.ru/topic/253593-reportedf-16-alignment-statuses-incorrectand-other-tiny-quotbugsquot/
  9. https://forums.eagle.ru/topic/213763-not-realistic-nozzle-actuator-sound/ https://forums.eagle.ru/topic/244717-sound-of-the-pneumatic-nozzle-actuators/
  10. That would be irrelevant, as of 2012 (last year I work on the aircraft) only a few books where affected by the CCIP update. A dozen books hardly matter in libraries containing hundreds of books in this specific context.
  11. Here is some prof of how arbitrary the whole "designation" CG, CJ or CM is. Look at accident reports which have no distributions restrictions https://www.airforcemag.com/docs/type/accident/ In 2020, you can see two accident, both on updated block 50, yet one is label as CJ and the other as CM It depends more on the person writing or reading than the aircraft and its capabilities.
  12. The F-16 have used 6 different engines with many subversion, not 2. Block 1 to 25 used F100-PW-200. Later block 32 and 42 used F100-PW-220. Early blocks where updated to F100-PW-220 and some users updated their PW-200 to PW-220 standards, those are called F100-PW-220E. Now IIRC, 2 units have converted their block 42 to F100-PW-229 ( Toledo ANG and Oklahoma ANG) Now, block 30 and 40 used the F110-GE-100, Block 50 uses the F110-GE-129, Block 52 use the F100-PW-229 and the block 60 use the F110-GE-132 There where many test aircraft, some with controllable nozzle for thrust vectoring and at least one with the J79
  13. That is not the best way to tell early blocks apart since many early blocks have the updated horizontal stabs. We talk about here The early models (block 1 to 20) will have the smaller base for the vertical stab and smaller landing gear. There are many more external differences (RWR and other antennas locations, floods lights etc.) But the landing gear and vertical tail are the most common. Anyway, the corner was not cut, the entire horizontal stabs are bigger (more area)
  14. AFAIK, Block 1, 5, 10 and 15 https://www.f-16.net/aircraft-database/view_airframes_byadvancedsearch/acshort/F-16/fy/0/plant/0/status/0/version/0/program/0/airforce/11044/unit/0/deployment/0/displayteam/0/actype/F-16/startnum/1
  15. Blocks are a manufacturing label indicating a baseline for the aircraft, but it's rarely used in other aircraft besides the F-16. It's been used for years, even WWII aircraft had blocks. On the F-16 it is incorrectly used by people to define capabilities. This is incorrect because F-16 are in a constant state of upgrade/update and there are block 52 less capable than a block 20.
  16. mvsgas

    GBU39 SDB

    here is a link to the original photo, its from 2016 https://www.centcom.mil/MEDIA/IMAGERY/igphoto/2001682736/
  17. mvsgas

    GBU39 SDB

    That picture is of a F-16C block 30, it is definitely not in 2007, since the 134FS started to receive F-16 in march 2008 from the 186 FS
  18. I wrote this in Feb 2019 about the AIM-7, but the answer applies to this as well
  19. According to the 1F-16CG-2-27GS-00-1 15 January 2009, page 1-31, paragraph 1.3.6. It takes 110lbs to fully deflect rudder pedals.
  20. that is not how the RL pedals work
  21. Direct link to PDF Crash Investigation Report https://www.airforcemag.com/app/uploads/2021/06/8-Dec-20-ACC-F-16-Michigan-AIB-Report-1.pdf
  22. That switch is in front of the throttle and you can see it being press on the video before they use this switch
  23. I keep meaning to ask this. I thought this has been ask before but couldn't find it in the forums. What is this switch for? I never seen it working on Block 25, 30, 40, 42 and 50 (Keeping in mind my time in the 25/30/50 is limited) Can't find any reference to it in the 1F-16CG-1, 15 August 2009 with supplement S3 included and S4 and S5 added. Or the 1F-16CG-2-00GV-00-1, 1September 2010 with supplement 1S-1 included. Nor on the 1F-16CM-34-1-1, 1 June 2010 with supplement 1S-5 and 1S-6 (just to mention a few) Is this something form the USAF simulator cockpit at Tucson ANG you guys added after visiting there? The reason I thought about it is because I saw this video on you tube Which to me is obvious is from a simulator, the panels seems to clean and new, plus the seat is arm, not something anybody will do on a real seat with the aircraft off. Forgot to mention It has a similar location to the "Reduce Idle Thrust" switch in the pit, but that switch looks like normal switch in the RL cockpit and I have not seen it in DCS. That switch is disconnected and no functioning in the RL aircraft also.
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