Forum: F-16 Design & Construction

R2 on the ADG with the engine in place is much the same - it can be done, but why. It's a PITA with all of the access when the engine is removed.

Stutler, I'm sure you remember all of MacDill's throttle cable changes after we had that string of 'stuck at 70%' issues... Eventually we got pretty good at it.

As far as day-to-day maintenance, I always hated any CSD/JFS, or 'under ventral' maintenance with a centerline installed. Guaranteed to break off at least an apex or two in the rusty screws - and when you finished and were paneling up, you could count just as well on the last or second to last nutplate breaking off...

Mike

stutler wrote:

I would have to say changing out a MEC when the motor is still in tends to suck. Also had to change out the (W-6 or 8 cable) cant remember but on the GE110. That is ok when the motor is out but out on the ramp at night trying to route it through gives you a major headache and you tend to use every cuss word there is and make a few up as you go. Lurch you probably remember when we did that on 242 at TJ.

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Way back in the early '80's the Block 5's & 10's had FLCS inverter batteries and the batteries had "heater blankets", there were TCTO's every other week (seemed like it anyway) to disconnect them / reconnect them.

Of course it only happened in the winter, and the screws were too small to use gloves..... it was the only time I've ever got frostbite. Funny thing was, they never had one of these TCTO's in the summer...

Smitty

Way back in the early '80's the Block 5's & 10's had FLCS inverter batteries and the batteries had "heater blankets", there were TCTO's every other week (seemed like it anyway) to disconnect them / reconnect them.

Of course it only happened in the winter, and the screws were too small to use gloves..... it was the only time I've ever got frostbite. Funny thing was, they never had one of these TCTO's in the summer...

Smitty

By the late 80's it hadn't changed all that much, I can remember a lot of replacements. Of course we were 'on the beach' in Tampa, so even the 'cold' wasn't all that cold.

Mike

TJSmitty wrote:

Way back in the early '80's the Block 5's & 10's had FLCS inverter batteries and the batteries had "heater blankets", there were TCTO's every other week (seemed like it anyway) to disconnect them / reconnect them.

Of course it only happened in the winter, and the screws were too small to use gloves..... it was the only time I've ever got frostbite. Funny thing was, they never had one of these TCTO's in the summer...

Smitty

The worst to do on the Viper must be stuff in the cockpit. The throttle quadrant is a real Paine, but taking out the rudders pedals isn`t much easier Mad

Boy do I remember all those throttle cables back at Macdill. I was just about to write about the rudder pedals but you beat me to it. That job is a royal pain in the ribs. After you figure out how to get your body bent the right way you then find out you cant move and you are usually stuck in some position. Then of course all your buddy's take advantage of you. I remember doing full up ICT's in chem gear at TJ when you were hung over really wasn't to fun either.

Yeah man them dam cables. And as you mentioned, not to much fun with your head downwards the day after some great fun.... Crying or Very sad

I, thankfully, never had the opportunity to do the rudder pedals, but spent quite a few hours upside down with my head in one of the holes looking for those damn little white buttons on the LDG handles. FOD in the cockpit!!!

Mike

The ADG was hard but try canning leading edge flaps on block 30's and below.

Whats the differnece for CANNING block 30 and below LEFs compared to 40's and 50's?

afnsucks wrote:

Whats the differnece for CANNING block 30 and below LEFs compared to 40's and 50's?

The fun of liquid shim. Sort of like a combination of red loctite and concrete, gluing the flap to the rotary actuators - and every screw into the hole.

Stutler and Lurch can tell you about canning a LEF from our two seater 86-0047 to one of the C's after being damaged over Iraq / Kuwait by an errant bomb. I think we probably had to drill out at least a quarter of the screws - and that was after using a 'johnson bar' (who remembers what they are???) That's the problem with the torq-set screws, they go in tight, but are just too easy to round off (or break the apexs) when trying to come back out.

Mike

3.7 million pounds of ordinance, 1303 sorties, 42 days, 24 aircraft, the 'Forgotten 1000'.
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Imagine taking this apart (as the depot and CLSS often does daily) not that is a serious pain in the a$$....although this diagram is from the F2, the workload is the same (nice drawing I thought).

Last edited by MKopack on Oct 24, 2006 - 03:40 PM; edited 1 time in total

Meathook wrote:

Imagine taking this apart (as the depot and CLSS often does daily) not that is a serious pain in the a$$....although this diagram is from the F2, the workload is the same (nice drawing I thought).

Apart probably isn't that bad, it's putting it back together that's the trick. I can remember a lot of late nights putting cann birds back together and ending up with piles of extra parts (scrounge)...

Mike

Me too, used to scare the hell out of me until the first flight Smile

Don't forget the flightline wing change......

Forum: F-16 Design & Construction

Hardest part about working on the F-16