Forum: F-16 Procedures

Agree totally on the design. 'Course it helps that you only have to control one engine. Wink

You just laid your hand on the grip and everything fell into its natural place. Even the cutoff trigger, although it could be a bit tricky at times.

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The only negative about the 16’s throttle is no min Aug detent ... but when the motor revs like stink on sh*t all across the spectrum ... who cares. Laughing

I know the PW-229's spool-up time is amazing. Said to be the lowest of all "current" engines from IDLE to MAX. Cool

TEG

That_Engine_Guy wrote:

I know the PW-229's spool-up time is amazing. Said to be the lowest of all "current" engines from IDLE to MAX. Cool

TEG

Lets not get into the fastest spooling motor, or the terminology of nothing ... an F-1 engine spools up faster than "anything"

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

VarkVet wrote:

That_Engine_Guy wrote:

I know the PW-229's spool-up time is amazing. Said to be the lowest of all "current" engines from IDLE to MAX. Cool

TEG

Lets not get into the fastest spooling motor, or the terminology of nothing ... an F-1 engine spools up faster than "anything"

Yeah but an F-1 powered vehicle can't go supersonic. Very Happy

True... But you can only roll an F1 car once! (I'd also bet those engines don't run 30 seconds without oil pressure at MAX RPM either!)

Now on the horsepower scale (when properly converted) the PW-229 kills an F1 engine.

Power (in hp) = Thrust (in lbs) * Velocity (in ft/sec) \ 550

Say at Mach 0.9 at MAX AUG the PW-229 is turning out a little over 53,000 HP.

At Mach 2.0 and MAX AUG that value goes up to about 118,000 HP. Cool

Shall we mention the 32/1 compression or the 3200*F Exhaust at MAX AUG?

Pistons, how 19th century... Rolling Eyes

Keep 'em flyin' Thumb

TEG

I can't understand what are Idle gates, Mil power and Idle detent ???? Could anyone please explain this by labeling this picture ????

The throttle must be rotated outboard (up) to allow movement from OFF to IDLE

Your hand would lift the throttle slightly while pushing it forward to IDLE to start the engine. (Provided the starter is running)

The throttle must be rotated outboard (up) to allow movement from MIL to AB

Again your hand would lift up the throttle slightly while pushing it forward into the AB range.

Moving the throttle from AB to MIL automatically rotates the throttle.

While pulling back on the throttle with your hand from AB, it will slip back into MIL (down) without any effort.

To stop the engine one places the throttle at IDLE, (allows the engine to cool 5 minutes) a cutoff release at the base of the throttle must be pulled to allow the throttle to be rotated outboard (up) and moved to OFF.

You need to use your "pinkey finger" to pull the cutoff release "trigger" then rotate your hand to move the throttle up and further back into CUTOFF.

The "Cutoff Release" acts as a safety so that pilots don't pull the throttle into OFF when slowing the engine down to IDLE.

When the engine's throttle is placed below IDLE, fuel flow is cut to the engine. (Combustion stops and engine stops)

CUTOFF - NO fuel delivered to engine (spinning or not) NO power
IDLE - Minimum engine speed and Minimum thrust
MID-RANGE - Throttle anywhere between IDLE and MIL
MIL - "Military" power, all temperature and RPMs at limits (Without Afterburner)
AB - "Afterburner (or Augmentor)" extra thrust from added fuel in exhaust
....... Basic engine continues to operate at limits (No change in TEMP/RPM etc)
MIN-AB - "Minimum Afterburner" is the least afterburner (Past the MIL stop)
MAX-AB - "Maximum Afterburner" is at the forward most stop, and is MAXIMUM Trust

Clear enough? Let me know if there is something you don't understand.

Keep 'em flyin' Thumb

TEG
(Edit-Grammer)

Nice TEG.

That was a very clear picture as well as the working. But I still have some confusions. What the pilot would do if he is in following situations :

1- Have just started the engine and is about to start taxying.
2- Have got the permission for take-off.
3- Have just taken off and now wants to close afterburn and come to normal.
4- Wants to engage in a dogfight.
5- Wants to land.

Thanks buddy..You rock...

yasirbhojani wrote:

1- Have just started the engine and is about to start taxying.

Push the throttle from IDLE, to MID-RANGE until the aircraft starts to move, then pull it back to IDLE. (Use more throttle as needed to maintain taxi speed)

It's like the gas pedal in the car, the more you give it, the faster the engine revs, (more thrust you get) To slow down, you pull the throttle back, like taking your foot off the pedal.

yasirbhojani wrote:

2- Have got the permission for take-off.

Depending on the Viper's load or atmospheric conditions, push the throttle to MIL or MAX-AB. When temps are cool and loads are light MIL will suffice. In hotter conditions or when loads are heavy, MAX-AB is used.

yasirbhojani wrote:

3- Have just taken off and now wants to close afterburn and come to normal.

Pull the throttle back until it drops down into the MIL detent. If you need to slow more to maintain a specific speed, the throttle would be pulled back into MID-RANGE and adjust as needed.

yasirbhojani wrote:

4- Wants to engage in a dogfight.

Depends on the situation, adjust throttle as needed to engage and maneuver as required. Throttle will be move often and all over it's range to maintain the proper thrust for the situation from moment to moment.

yasirbhojani wrote:

5- Wants to land.

Adjust throttle to MID-RANGE and adjust as needed to hold approach/landing speed.

Any drivers out there that want to be more specific?

Keep 'em flyin' Thumb

TEG

VarkVet wrote:

Who ever designed the throttle on the Eagle was an Idiot.

Probably the same guy that designed the Phantom's throttles. Dunno. Like many things on my plane, just another "McAir Mystery".

That_Engine_Guy wrote:

Depending on the Viper's load or atmospheric conditions, push the throttle to MIL or MAX-AB. When temps are cool and loads are light MIL will suffice. In hotter conditions or when loads are heavy, MAX-AB is used.

Also, if the takeoff roll would exceed half of the useable runway at MIL, then AB is required for takeoff. That would go along with the hotter and/or heavier conditions.

Thanx...That really cleared my mind...But still one more question ( I know that I am irritating you but I can't help it )...Whats the difference between cut-off release and cut-off stop ???

The Cut-Off Release is the pinkey trigger that must be pulled so that the throttle can be moved up and back to the cut-off stop.

It is a safety mechanism. You can not move the throttle from IDLE back into CUTOFF without pulling the release.

There is no key, or switch, or release to shut the engine off. The cut-off release does nothing to the engine when you pull it. To kill the flow of fuel to the engine the throttle must be moved below IDLE into CUT-OFF.

The CUT-OFF stop, is the rearmost point the throttle can be positioned. When the throttle is at CUT-OFF, (or anywhere below the IDLE stop) the engine's fuel control, in conjunction with the pressurizing and dump valve, will not allow fuel to flow into the engine. (But the engine fuel system may be another discussion)

Keep 'em flyin' Thumb

TEG

Thanks... Now that really cleared things up...But now let me check that did your teaching really paid off ??

In my first post, I gave links of three videos..Let me take my guess and I want you to tell me if I went wrong anywhere...

In first video of Haf, the pilot pulls his throttle from Mil to maximum afterburn.
In third video, the pilot pushes his throttle from Cut-off stop to Idle.

But I can't understand what's in second video ??? What the pilot intends to do by pushing throttle from left to the straight path ??? back in my childhood, I thought that when the pilot didn't wanted to increase or decrease its afterburn, he pushed it to the left so that the throttle was vertical now..When he wanted to increase or decrease afterburn, he pushed it to the right..I thought that this video was filmed when the pilot was on runway waiting for permission of take-off..As soon as he got the permission, he pushed the throttle to the right making it orizontal again and then pushed it all the way through...Pretty silly huh ?? lolzzz....

Man TEG, you are doing really great...You are inspiring me, making me grow closer to you as well as giving me the information for which I had waited all the time...Thanks pal...In the topic Can F-16 fly with air-brakes, you said that you were in air force before I was even born...So, were you in Usaf and flied F-16's ????

Forum: F-16 Procedures

The functioning of the throttle