Forum: F-16 Procedures

Thanks for qualifying this anomaly TJ, yes this 83-1120 was the jet. Now to let all of you nay sayers in on the deal this jet just happens to belong to ED, so there goes the mystery of the blk25 bigmouth! The last small mouth GE was, I believe 86-0261.

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Sorry guys but I just can't help but laugh my $$$ off at some of these responses. I have seen a lot of jets but one never knows for sure what is out there. Have you seen the VISTA jet? What a jet!
Now where is the torque wrench for the spring tension of the exceptional release and the keys to start her up for a ride?

LMAO...

First do you want to fly it with the side stick controler or the center stick. I knew the VISTA jet when it was the MATV jet at Edwards.

Purplehaze wrote:

Sorry Maddog but it's the spring tension we need to check on the release.............

You're right of course, but if you can't get it to 25 foot pounds you have to replace the whole assembly.

I was sceptacle about the large mouth Blk 25 also, did some reading and found this link.
http://www.f-16.net/f-16_fighting_falco ... -1450.html

Hopefully the link work here cause it's a Blk 25 with a Blk 42 intake and GE engine.

83-1120 has had a GE engine in it for a long time. When I got to Edwards in 1992 it had a GE engine in it.

Viperinforcer might be able to tell you when they put a GE engine in it.

Jimmie you is wrong, the blk42 inlet is for a P&W engine thus a smallmouth, not installed on 83-1120 a bigmouth inlet.

Sure i lock it havent really thought much about it just the way i was taught. If your doing a high power run you have to or the throttle will not be able to get all the way into max aug. As for getting out as said before that what the canopy jett handle is for and belive me it works quick i saw one go off by accident a year ago. so I wouldent worry to much about getting out.

Ok, here's a slightly different perspective for those of you interested...
I was stationed at Moody from 1992 until 1999 when I retired at 20 years. I was Avionics (pointyhead if you must) and had been since day 1 (Opened MacDill and Kunsan with F-16's). Anyway, I was the first avionics guy who became engine run qualified and did runs for about 2 years there. I had 2 emergencies during those years. The first was a faulty CADC that caused the engine to surge from idle to about 80% by itself due to a faulty mach signal (I just shut down immediately without any problems) and the second emergency which really got the blood flowing! I worked a code 3 jet that had landed on inflight emergency (IFE) for smoke in the cockpit after the pilot reported hearing a poof from the ECS duct. I assisted ECS with an engine run while the tested the ECS and during the run, it went from a normal run with cool air coming from the vent to a poof and a burnt rubber smell and no cool air. I looked back to the ECS guys on my left and saw thick black smoke rolling out of the panel. That's all I needed to see! I immediately did an emergency shutdown and jumped over the side without the ladder and cleared everything no problem. Our spec truck already had fire trucks rolling and I grabbed a second firebottle just in case. There ended up being no fire, just a rubber boot came loose into bleed air causing the issue. The funny part of this was a crew chief came up and told me that I wasn't allowed to jump out of a jet like that and that QA would have burned me if they saw it. I just pointed to the panel and said 'that's fire, yes I can' ...
Anyway, true story that ended well...

Didn't they test a J79 engine in an early f-16? Bet that was wicked!

Forum: F-16 Procedures

Run qualified dudes