Forum: F-16 Procedures

After getting it started?
1. Loud noise.
2. Nagging feeling to should've peed first.
3. Wondering why you're doing this run after everyone else went home.
4. Trying to remember if the chocks were there.

This could be a fun thread.

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Back in 96-97

1) Doors open
2) Smoke coming from inside the V-fin/Bathtube/Donut pnls
3) Run guy it's a "new JFS"
4) R2 the throttle cable on a D-model and replacing a Bulkhead.

Priceless

Needless to say the run person over looked the big red X for JFS exhaust duct not being installed. Embarassed

Quote:

Needless to say the run person over looked the big red X for JFS exhaust duct not being installed

Ouch ... That's got to be the "Mother" of all ****-ups)

However I can see how an incident like this would happen.

Scenario: K-ball jet needs to go back together like yesterday … going hanger queen, Stupidvision don’t want to do the FCF.

The Dawgs are gang banging the jet i.e.… kanning parts off the new K-ball jet to get this one going.

3-level looks under 4301 and doesn’t notice the duct missing, tacks the panel for JF start.

7- level in-charge reviews the forms and most red-x’s are signed off, however you have 181 pages of A’s to review and not a-lot of time.

sh*t isn’t signed off but you “ASSUME” (a$$ out of you and me) everything is done? You fire her up and you’re fucked

Be Careful out there

Learn something new everyday WTF

SUPERPHANTOM
Posted: Mar 12, 2007 - 06:57 PM

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JFS run light, RPM, slight rumble then a sudden rush of blood to your head thinking about what you left in/on the inlet

If you are getting "a sudden rush of blood to your head thinking about what you left in/on the inlet" you shouldn't be running jets.

sciafer
Posted: Mar 12, 2007 - 09:23 PM

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spiderjr wrote:

yeah you forgot to tell him to get out his 80JG-00-1 for low power run or the 80JG-10-1 for the High pwr run and review prior to getting in the cockpit.

I hope your meant 70JG-00-11 for low power and 70JG-00-12 for high [Link pending approval]

Unless you're old as sh*t or on a lower block than 50/52 It's 70JG-00-1 for Good Engines and 70JG-00-21 for Crap and Shitney's. Good point though. Why the **** would you use the Start System TO's for an Eng Run? That's Jerry's kids for you.

VarkVet
Posted: Mar 13, 2007 - 03:26 AM

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laxusair wrote:
I have been out a while and forgot a simple question from some geek at a school I spoke at today.

He asked: What are 4 things you get after starting the JFS (Jet Fuel Starter).

Thanks for the moron question.

1. Switch Latched in start two 2. SEC on 3. SEC OFF, 4. Run light

Is that the answer you'r looking for?

JFS Start 2, Run light within 30 seconds, Sec light out at 18% for PW's and 20% for GE's, Max motor (28% +/- 3% for GE's) Over the horn (PW's sec light back on for a 2 second test then off again) and FTIT indication would have been a more thorough answer to the geeks question. But any way, Ya'll have probably been around longer than me and know (or at least should know) more than me about the job.

1. START SWITCH in the cockpit is placed in "START 1" (or "START 2") position.
2. DESSC verifies JFS SP is below 5% and No failures exist (ground start only). Then, provides START SWITCH LATCH signal. The SWITCH is latched (held in Start1 position – the pilot can release it but it will remain in its ON position).
3. DESSC supplies 28V to DOORS RELAY which when energizes, supply 28V to the Doors selector and they begin to open (by the hydraulic pressure supplied from both hydraulic accumulators).
4. When Doors are fully open, the Door Limit Switch is closed.
a. 28V from Start switch supplied to JFS Fuel Shutoff Valve. The valve is opened and fuel reaches the Fuel control.
b. DESSC verifies that door were open (checking Door's Limit Switch position by its BIT). Then, supplies 28V to Hydraulic Accumulator relay which when energized supplies 28V to open the HYD ACC (Hydraulic Accumulator) valve number 1.
Note: If start 2 was selected, Hyd ACC valve number 2 will be opened too and then two accumulators will be used in parallel. In addition the “Deprime” valve on the ADG will be opened too.
5. Accumulator valve(s) open, porting oil to Hydraulic Start Motor (H.S.M) that accelerates JFS and it rpm increases fast.
6. DESSC will perform the following functions according to JFS rpm:
a. At 5% speed - energizes IGNITION Circuit and open START FV, which sprays small amount of fuel on the igniter. Fuel is ignited at about 9 to 11% JFS rpm.
Note: Overtemp limit is set to 1364 °F and Overspeed is set to 110% JFS rpm. If EGT crosses the Overtemp limit or JFS speed crosses Overspeed limit, immediate shut down is initiated and all fuel valves are closed.

b. At 12% - open MAIN FV. This allows fuel to be spread through 6 fuel nozzles to the entire combustion chamber. Larger amount of fuel is ignited and the temperature (EGT) increases.
c. JFS reaches about 30% (or 40% if Start 2 is used) when the Hydraulic Accumulators are depleted and does not supply pressure any more to the HSM. At this stage the JFS has enough speed and temperature to complete its start sequence. The speed will continue to increase toward 100% rpm.
d. At 70% de – Stops the IGNITION, closes START FV and De-energize HYD ACCUM RLY which closes accumulator valves (and Deprime valve if used).
e. At 90% + 1 sec delay:
1) Enable UNDERSPEED protection (if JFS drops below 89% it will be shut down).
2) Open MAX FV to allow full fuel amount to be supplied from the fuel control (to compensate for the load of the main engine imposed on the JFS in the following steps).
3) Turn ON JFS RUN LIGHT in the cockpit (to signal the pilot that the JFS start sequence was completed and now the Main engine start sequence is in progress).
4) Engage CLUTCH Servo Valve with smooth clutch engagement algorithm.

7. JFS Speed is increases to about 102% by the (Mechanical) SPEED Governor in the FUEL CONTROL.
a. The clutch is engaged. As a result of the load imposed on the JFS, the speed decreases and stabilizes at about 100%.
b. DESSC controls the power transferred to the PTO by controlling the clutch current in order to keep the EGT at the control value of 1174oF.
c. PTO shaft starts rotating Main Engine.

8. At 1000 PTO rpm (6% Engine RPM) the DESSC energizes the Fuel BIAS V, causing the FUEL CONTROL to increase JFS Speed to 105% (Ground start only. The F BIAS V is not energized in flight). This will increase JFS power and allow it to transfer more power to the engine. See Figure 3.

Remark: The Bias logic of the analog (or Digital) ESS controller is different. At about 4000 PTO rpm (25% engine rpm) when the pilot is advancing the throttle to idle the fuel bias is energized (too late to be effective!). See Figure 2.

9. When the throttle is advanced to idle, EGT control temperature depends now on the CIT. Two seconds after Bias activation the Overtemp is also set according to the CIT (see F-16 JFS Temperature Schedule graph attached).
10. Main Engine is ignited and begins to accelerate. RPM increases rapidly toward idle.
11. At about 6000 PTO rpm, Main Engine is faster then JFS. The load on the JFS is reduced to zero causing EGT to decrease. The controller will increase clutch current in an attempt to increase the EGT back towards control temperature (but with no effect because there is no load available).
12. At 7000-RPM PTO rpm, the controller de-energizes the Fuel BIAS V causing JFS speed to decrease back towards 100%.
13. PTO shaft reaches starter cut-out speed (8000 RPM)
a. Ground shutdown sequence.
1) DESSC de-energizes cockpit START SW LATCH
2) DESSC disengages CLUTCH SV
3) DESSC closes MAIN FV and MAX FV
4) START SW de-energizes aircraft JFS fuel shutoff valve
5) RUN LIGHT goes out.
Note: 1-5 occurs simultaneously
6) DOORS Relay is de-energized to close doors when JFS Speed decreases below 5%.
7) DESSC rearms for next start at 5% JFS speed or less
b. In Flight shut down sequence.
1) DESSC disengages CLUTCH SV
2) The START SW remains latched.
3) JFS continues to run (until the pilot manually returns to START SW OFF).
4) When START SW is manually unlatched:
a) START SW returned to OFF, de-energizing aircraft JFS fuel shutoff valve
b) DESSC closes MAIN FV and MAX FV
c) RUN LIGHT goes out
d) DOORS Relay de-energizes to close doors at 30% JFS speed.
5) DESSC rearms for next start at 5% JFS speed.
14. At 8320-RPM PTO SP, the controller de-energizes the BUC (PTO<52% rpm) relay and disconnects the backup power to the ignition system of the GE-F110 engine (not used on P&W F100).
15. Main engine start is complete and the engine stabilizes at idle rpm.

I rather start the bitch like a lawn mower than try to remember all that

Welcome Casperitis Rolling Eyes

Meathook wrote:

fast heartbeat, excitement, smile on my face and a serious hard-on

Quote of the century right there!!! I couldn't have described the engine run better that that! I just wish we were allowed to taxi instead of tow! Evil or Very Mad

Casperitis wrote:

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(PW's sec light back on for a 2 second test then off again)

3 seconds mate.

MechFromHell wrote:

Meathook wrote:

fast heartbeat, excitement, smile on my face and a serious hard-on

Quote of the century right there!!! I couldn't have described the engine run better that that! I just wish we were allowed to taxi instead of tow! Evil or Very Mad

GE f110-100 lite off is like VIAGRA for me Wink

Forum: F-16 Procedures

F-16 JFS - Four things you get after startup