Forum: F-16 Procedures

Have had my craft shot up in Falcon 4 a couple of times.. but the thing still flew.. used my map to get back to friendly territory.. however the gears did not usually go down, or I had electronical failures.

What is the back up procedure in case of electrical failiure?
What is the SOP before bailing out behind enemy lines.. Any thing I have to destroy in the cockpit that may survive the crash?

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Pull the ALT Gear Handle and 3000 psi N2 will/should/could blow the gear down.
SOP before being an ACES II test pilot in enemy territory I couldn't tell you but common sense dictates I would think, only a pilot could answer that one.

Happy_Gilmore wrote:

common sense dictates I would think, only a pilot could answer that one.

Or more likely a pilot *COULD* tell you. If he could, but he can't so he won't. That's my guess anyway.

Angels225 wrote:

What is the back up procedure in case of electrical failure?

If the EPU's not running (should automatically turn on if your main and standby generators fail), turn it on. If that doesn't work, hope the battery works, but you'd better get to where you're going quick. The battery won't last long. If that still doesn't work, then no electrical power is the least of your worries.

Angels225 wrote:

What is the SOP before bailing out behind enemy lines..

Drive it as far as it will take you before you have to get out and walk.

Angels225 wrote:

Any thing I have to destroy in the cockpit that may survive the crash?

Nah, at that point, just get out.

wow....well... I always thought those GPS scramblers were part of some procedure or somthing.
Thanks for the electrical advice.
Also I found that even with pitch and roll out the sim lets yaw stay. Anyone eer been through that
Razz

Also... why the hell does the viper not want ot land..???

Elite 1K Joined: May 26, 2005 - 08:39 PM Posts: 1496

Quote:

always thought those GPS scramblers were part of some procedure or somthing

Huh?

Quote:

why the hell does the viper not want ot land..???

What are you using for an approach speed?

Panel to the left, behind the throttle .. says some sort of zero'er. TO clear preset code keys for GPS encryption...unless these guys at lead pursuit got over ambitious.
Uhh... well depends. Usually if I have drop tanks left over i stick to b/w 180 and 190 knots.
clean i was able to manage a 150 knot one... allowed me toavoid a darn long flare before finally the tires touching the ground. But most of the time.. the flare is just .. boringly long.if I touch the controls then.. the thing slams down.

And I almost forgot.. Flat spin.. rocking with the jet doesnt seem to help 80% of the time.. going with the spin and pushing down doesnt either.. I need a course in spin recovery Embarassed

I dont think you need to get embarrassed Angels225. F4 is extremely difficult. You sound farther allong in figuring it than me. I wish there was still away to obtain the hard copy of the manual; i dont feel like printing it all on my own. All 700 pages..... i dont have that much ink; time or money!

-Aaron

TenguNoHi wrote:

I dont think you need to get embarrassed Angels225. F4 is extremely difficult. You sound farther allong in figuring it than me. I wish there was still away to obtain the hard copy of the manual; i dont feel like printing it all on my own. All 700 pages..... i dont have that much ink; time or money!

-Aaron

I am having one printed in a wire binding, I can do multiple copies at cost if anyone else is interested send me a private message.

Elite 1K Joined: May 26, 2005 - 08:39 PM Posts: 1496

Spin? You mean a deep stall? First off you're overflying the aircraft if you do get into one. Secondly, are you getting the MPO switch when you do try a recovery?

Have you read the Semper Viper articles http://www.codeonemagazine.com/archives/1993/semper_viper.html? Specifically the one on deep stall recoveries: http://www.codeonemagazine.com/archives/1986/articles/july_86/deep_stalls/index.html.

No, I haven't... Thanks for the info.

Yes, you are right... my bad. a deep stall is what I was getting into. I usually run into offensively. Mostly when trying to swoop straight up onto some aircraft after flying real low to avoid being targeted for BVR shot. Oh, apparently flying around 50-100 feet and punching flares every 5 seconds or so defeats the Archer everytime... Rolling Eyes

. Hope F5 fixes that.

Angels225 wrote:

Uhh... well depends. Usually if I have drop tanks left over i stick to b/w 180 and 190 knots.
clean i was able to manage a 150 knot one... allowed me toavoid a darn long flare before finally the tires touching the ground. But most of the time.. the flare is just .. boringly long.if I touch the controls then.. the thing slams down.

Wow, that's pretty fast. Should be around 141 kts + 4 kts for every 1000 lbs of fuel and stores. Normally that should put you around 160 or so in an Air-to-Ground config. At 180-190, you're SMOKIN'! Normally we fly an 11-degree AOA approach, whatever airspeed that ends up being. IE, slow down until your flightpath marker just touches the top of the AOA staple that comes on in the HUD when you put the gear down. The top of the AOA staple is 11-degrees, and the bottom is 15-degrees. If you land at 15-degrees, you'll scrape the speedbrakes and ventral fins on the ground.

Also, part of the job of the FLCS is to automatically schedule the Leading and Trailing Edge Flaps on the jet to keep it flying at slow airspeeds. Therefore, when you try to land, the computer tries to keep the jet in the air, which makes landing a little difficult.

All depends which F-16 you are flying.......MMC? or 40T7 or MLU? Electrical problems are SO different in all of them. I have only flown Block 30 SCU 4.0 (maybe 3.something) , 40 40T7 and MMC 3.4 and I KNOW the difference means the world. Anyway, just my 2 cents.

I do mostly what Rexxxx mentions- I think. I just come in, usually on ILS to get my altitude right, and put the flight path marker "on the numbers" on the runway. Then slow down till I have about 10-12 degrees nose up on the pitch ladder, and use throttle to keep the flight path marker where I want it. Then, just before touchdown, give it some power to move the flight path marker to the far end of the runway, and ease in just a smidge of up elevator- those combined seem to give a nice smooth flair in F4:AF. Truthfully, I don't look at the airspeed after I get on final- that 10-12 deg AoA and keeping the flight path marker on the right part of the runway makes the speed irrelevent.

Good tips. You guys have any for IFR? I was so used to the Janes USAF where it took the plane from you as you got close. This whole flying in formation thing is sorta hard. I have been unsuccessful on all attempts and usually have to ditch the plane for running out of fuel. My last time I was lucky enough to IFE into Gazzanise. Had just enough Hydrazine in the EPU to coast in and make a belly landing on runway 26. Couldn't get my Alt Gear to work for some reason. At least I lived for another day. I definitely have a new found respect for you pilots.

Forum: F-16 Procedures

Obsession with accuracy... Falcon4-AF