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mvsgas

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Everything posted by mvsgas

  1. 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.
  2. https://forums.eagle.ru/topic/230436-cannot-reproduce-emergency-epu-doesnt-work/
  3. 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
  4. 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.
  5. 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.
  6. 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
  7. 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.
  8. 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:
  9. 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"
  10. AFAIK, block 30. This happened in 1996 http://www.cnn.com/US/9606/29/spectacular.landing/ https://www.f-16.net/units_article16.html
  11. 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
  12. 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?
  13. 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
  14. 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.
  15. https://forums.eagle.ru/topic/253593-reportedf-16-alignment-statuses-incorrectand-other-tiny-quotbugsquot/
  16. https://forums.eagle.ru/topic/213763-not-realistic-nozzle-actuator-sound/ https://forums.eagle.ru/topic/244717-sound-of-the-pneumatic-nozzle-actuators/
  17. 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.
  18. 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.
  19. 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
  20. 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)
  21. 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
  22. 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.
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