Publié : mer. avr. 21, 2004 7:27 am
par Hammer-61 (Frugal)
OK, a few answers on the Engine Start System. (ESS) The JFS accumulators store enough energy for two start attempts if you use start 1 instead of start 2. Very rarely does any pilot or crewchief use start 2, regardless of starting parameters in the 1F-16CJ-1 or the 1F-16CG-2-70JG-10-1. This is because is takes 382 pumps with a T-handle in the LH MLG wheelwell to pump both accumulators back up if you get a no start. The ESS is extremely reliable and seldom no-starts. If F4 was accurate, you would have to shut off the batt switch and wait 5 minutes for your crewchief and fireguard to pump it back up. Plus, you don't have to dry-motor the engine for 40 seconds to eliminate rotor bow-out on any start after the first one of the day in F4.
Second, the flaperons don't move when the engine is started. They may drift a little, but once the main gen is on line, they are down. They operate as a function of air data, speed, WOW (weight-onwheels) switches, and AOA. What you're seeing is the FLCS BIT self-test started by the aircrew in the cockpit. Flaperons go neutral, and if you were to watch the aircraft from nose on, you'd see each surface go through it's self test twice, including the LE flaps. After that, the crewchief observes the flight controls while the pilot cycles them, first using the TRIM panel and then using the stick and the pedals. In this order: trim nose up, nose down, roll left, roll right, rudder left, rudder right. Flight controls clear, nose up, nose down, nose full down, roll left, roll right, rudder left rudder right. If Haole is having to visually check his rudder position at six, he needs to shut down the aircraft, get out, and go bitch-slap his crewchief for not doing his job or being trustworthy.
Then the crewchief will signal to the fireguard to pull pins on the LH side of the jet. For safety (after having one too many go up the intake), the NLG pin is pulled prior to startup, as well as the tailhook pin. The crewchief will approach the L MLG brake assy and observe its' movement while the pilot pushes the LH rudder pedal toe brake, and the crewchief will tell the pilot "check channel one, movement, no movement, channel two, movement, no movement." Ditto on the RH side. Then the fireguard waits in the LH wheel well. He has pulled the pins from the LH 370 and the L MLG, as well as the CL pylon if anything is installed on it. The crewchief has already pulled the EPU safety pin prior to the FLCS BIT when the pilot checked it for correct operation in the bleed air mode. He disconnects the comm cord, closes the access door, pulls the RH 370 pin and the RH MLG pin. There is a cutout oval in the bulkhead between the main gear wheelwells, and the CC passes the pins thru to the fireguard, who stows them in the pin box or bag attached to the L MLG wheelwell. The CC has already loosened up the chocks prior to start on the RH side, and he takes them with him as he exits from under the Viper. Then he stands out front, and when the chocks-out signal is given to him by the pilot, he relays that signal to the fireguard, who pulls out the LH chocks, and exits from under the aircraft. Then the CC visually checks aft, forward, and taxiway for traffic. If none, he gives the signal to the pilot to runup, and marshals the aircraft out of the spot.
I have had pilots not wait for the clear signal to runup, and have hit the fireguard with the jet, ran up on the chocks, or throttled up with a fuel truck or expediter truck behind them. That has resulted in some quiet and very direct conversations with pilots when they come back from the mission.
Also, F4 doesn't model the arm/dearm sequences. Unless it's an ICT (Integrated Combat Turnaround), or a combat situation where there isn't any EOR crew (VERY, VERY RARE), pins and nose covers are never pulled in the chocks. Chaff/flare, missile covers, interlock pins on the LAUS, fuse pins, and TER/MER/LAU safety pins and/or pylon safety pins are NEVER pulled in the chocks. This is always done immediately prior to takeoff and immediately after landing by a weapons/crewchief crew at End-Of-Runway (EOR).
This is a start sequence. I've already posted the in-cockpit sequence elsewhere in the forum.
1. Pilot closes and locks the canopy, unless it's hot, then he will close it to within 3" of the rails, and close and lock it after the engine is started. Batt sw is in MAIN, interphone comms are on HOT MIC. NLG and TH pins are out and stowed.
2. Pilot says he's ready to start, (This is usually after check-in and on a time hack unless an FCF) CC checks "clear fore and aft, fireguard posted, chocks in place, and clear to start 1."
3. Pilot selects start 1, JFS doors open, and JFS spools up. JFS then lights off and, via hyd clutch, ADG, and PTO shaft thru the engine gearbox, engine spools up to 15-20% RPM. Engine is then dry motored if required for 40 seconds. After dry motor, throttle is placed to idle, and engine lights off and spools up to idle parameters, 65-71% depending on engine. Once main gen is online, CC checks RH Door 3308 window for 6 green fuel pump lights. There may be 5 solid and one flashing, which is the FFP (Fuel flow proportioner)
3. CC checks clear aft, and ok's pilot to transfer engine to SEC (BUC on older P and W's)to ensure that engine will operate in SEC mode if PRI fails in flight. Pilot selects SEC and runs engine up to ensure that sec transfer takes place. The engine nozzle is closed when SEC is selected. This is an emergency backup mode, and the nozzle is closed to provide maximum EPR (thrust) to get home. After check, PRI is selected and nozzle opens.
4. CC goes to EPU safety pin on RH side of intake, pilot clears CC to pull safety pin, and CC pulls pin, showing pin and streamer to pilot. Pilot runs up and checks EPU operation in bleed air mode.
5. FLCS bit is started by pilot. At this time, the pilot and CC also visually check operation of the speedbrakes. Afterwards, staying clear of the moving flight controls, CC checks the folowing: B-system hyd reservoir qty, CSD oil level, engine oil level, and A-system hyd reservoir qty. This is when the pilot and CC are doing their own thing; there isn't much conversation during this time. Haole would be able to tell you how he is configuring his aircraft through use of the DTC data, MFD's, and ICP. I've never sat in the cockpit and had to do all the data entry stuff.
6. At the end of the FLCS, the rest of the launch is executed as I described above.
Feel free to ask questions. Like Haole, I'll answer any questions provided they aren't about the following: IFF, KY58 Secure Voice, ECM, weapons, and nuke procedures. Other than that, there aren't any items on the jet from my standpoint that cannot be discussed.
Cheers
__________________
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Last edited by Hammer_61 : 15th February 2004 at 20:28. Reason: typo
OK, a few answers on the Engine Start System. (ESS) The JFS accumulators store enough energy for two start attempts if you use start 1 instead of start 2. Very rarely does any pilot or crewchief use start 2, regardless of starting parameters in the 1F-16CJ-1 or the 1F-16CG-2-70JG-10-1. This is because is takes 382 pumps with a T-handle in the LH MLG wheelwell to pump both accumulators back up if you get a no start. The ESS is extremely reliable and seldom no-starts. If F4 was accurate, you would have to shut off the batt switch and wait 5 minutes for your crewchief and fireguard to pump it back up. Plus, you don't have to dry-motor the engine for 40 seconds to eliminate rotor bow-out on any start after the first one of the day in F4.
Second, the flaperons don't move when the engine is started. They may drift a little, but once the main gen is on line, they are down. They operate as a function of air data, speed, WOW (weight-onwheels) switches, and AOA. What you're seeing is the FLCS BIT self-test started by the aircrew in the cockpit. Flaperons go neutral, and if you were to watch the aircraft from nose on, you'd see each surface go through it's self test twice, including the LE flaps. After that, the crewchief observes the flight controls while the pilot cycles them, first using the TRIM panel and then using the stick and the pedals. In this order: trim nose up, nose down, roll left, roll right, rudder left, rudder right. Flight controls clear, nose up, nose down, nose full down, roll left, roll right, rudder left rudder right. If Haole is having to visually check his rudder position at six, he needs to shut down the aircraft, get out, and go bitch-slap his crewchief for not doing his job or being trustworthy.
Then the crewchief will signal to the fireguard to pull pins on the LH side of the jet. For safety (after having one too many go up the intake), the NLG pin is pulled prior to startup, as well as the tailhook pin. The crewchief will approach the L MLG brake assy and observe its' movement while the pilot pushes the LH rudder pedal toe brake, and the crewchief will tell the pilot "check channel one, movement, no movement, channel two, movement, no movement." Ditto on the RH side. Then the fireguard waits in the LH wheel well. He has pulled the pins from the LH 370 and the L MLG, as well as the CL pylon if anything is installed on it. The crewchief has already pulled the EPU safety pin prior to the FLCS BIT when the pilot checked it for correct operation in the bleed air mode. He disconnects the comm cord, closes the access door, pulls the RH 370 pin and the RH MLG pin. There is a cutout oval in the bulkhead between the main gear wheelwells, and the CC passes the pins thru to the fireguard, who stows them in the pin box or bag attached to the L MLG wheelwell. The CC has already loosened up the chocks prior to start on the RH side, and he takes them with him as he exits from under the Viper. Then he stands out front, and when the chocks-out signal is given to him by the pilot, he relays that signal to the fireguard, who pulls out the LH chocks, and exits from under the aircraft. Then the CC visually checks aft, forward, and taxiway for traffic. If none, he gives the signal to the pilot to runup, and marshals the aircraft out of the spot.
I have had pilots not wait for the clear signal to runup, and have hit the fireguard with the jet, ran up on the chocks, or throttled up with a fuel truck or expediter truck behind them. That has resulted in some quiet and very direct conversations with pilots when they come back from the mission.
Also, F4 doesn't model the arm/dearm sequences. Unless it's an ICT (Integrated Combat Turnaround), or a combat situation where there isn't any EOR crew (VERY, VERY RARE), pins and nose covers are never pulled in the chocks. Chaff/flare, missile covers, interlock pins on the LAUS, fuse pins, and TER/MER/LAU safety pins and/or pylon safety pins are NEVER pulled in the chocks. This is always done immediately prior to takeoff and immediately after landing by a weapons/crewchief crew at End-Of-Runway (EOR).
This is a start sequence. I've already posted the in-cockpit sequence elsewhere in the forum.
1. Pilot closes and locks the canopy, unless it's hot, then he will close it to within 3" of the rails, and close and lock it after the engine is started. Batt sw is in MAIN, interphone comms are on HOT MIC. NLG and TH pins are out and stowed.
2. Pilot says he's ready to start, (This is usually after check-in and on a time hack unless an FCF) CC checks "clear fore and aft, fireguard posted, chocks in place, and clear to start 1."
3. Pilot selects start 1, JFS doors open, and JFS spools up. JFS then lights off and, via hyd clutch, ADG, and PTO shaft thru the engine gearbox, engine spools up to 15-20% RPM. Engine is then dry motored if required for 40 seconds. After dry motor, throttle is placed to idle, and engine lights off and spools up to idle parameters, 65-71% depending on engine. Once main gen is online, CC checks RH Door 3308 window for 6 green fuel pump lights. There may be 5 solid and one flashing, which is the FFP (Fuel flow proportioner)
3. CC checks clear aft, and ok's pilot to transfer engine to SEC (BUC on older P and W's)to ensure that engine will operate in SEC mode if PRI fails in flight. Pilot selects SEC and runs engine up to ensure that sec transfer takes place. The engine nozzle is closed when SEC is selected. This is an emergency backup mode, and the nozzle is closed to provide maximum EPR (thrust) to get home. After check, PRI is selected and nozzle opens.
4. CC goes to EPU safety pin on RH side of intake, pilot clears CC to pull safety pin, and CC pulls pin, showing pin and streamer to pilot. Pilot runs up and checks EPU operation in bleed air mode.
5. FLCS bit is started by pilot. At this time, the pilot and CC also visually check operation of the speedbrakes. Afterwards, staying clear of the moving flight controls, CC checks the folowing: B-system hyd reservoir qty, CSD oil level, engine oil level, and A-system hyd reservoir qty. This is when the pilot and CC are doing their own thing; there isn't much conversation during this time. Haole would be able to tell you how he is configuring his aircraft through use of the DTC data, MFD's, and ICP. I've never sat in the cockpit and had to do all the data entry stuff.
6. At the end of the FLCS, the rest of the launch is executed as I described above.
Feel free to ask questions. Like Haole, I'll answer any questions provided they aren't about the following: IFF, KY58 Secure Voice, ECM, weapons, and nuke procedures. Other than that, there aren't any items on the jet from my standpoint that cannot be discussed.
Cheers
__________________
--------------------------------------------------------------------------------
Last edited by Hammer_61 : 15th February 2004 at 20:28. Reason: typo
fort intéresant 