Viperpits and BMS Falcon- the next best thing to being there!
Foghorn,I’ve often wondered about this. I’ve read, heard, seen etc different theories on advancing the throttle from MIL to AB via all at once or slowly going through the AB stages (gradually advancing the throttle forward) during take off. I can’t seem to confirm if this is related to specific engine PW or GE procedure or perhaps maybe squadron SOPs? Do know anything about this?ThanksJody
..ok - I have one. I've been previously involved in the Fleet introduction of a Trainer jet, and there were strict rules as to how every jet in the Trainer Fleet had to be exactly the same, wrt cockpit configuration. I've noted quite a bit of variance in the configurations of USAF Viper cockpits even in the Block 50/52 pictures I've found, and in some of the Guard jets (I'm talking left and right console configurations, mostly). What sort of standardization does the USAF employ as far as this goes? Or is/are the some sort of approach by mission applicability/purpose as to configuration?
Quote from: Marvin on January 23, 2021, 04:20:13 PMFoghorn,I’ve often wondered about this. I’ve read, heard, seen etc different theories on advancing the throttle from MIL to AB via all at once or slowly going through the AB stages (gradually advancing the throttle forward) during take off. I can’t seem to confirm if this is related to specific engine PW or GE procedure or perhaps maybe squadron SOPs? Do know anything about this?ThanksJodyJody (BTW, Marvin is my second most favorite Looney Tunes character... "Earth-shattering Kaboom!"),Apologies for the delay in responding. I'm in the hell of writing test procedures for the T-7A, which is exactly as fun as it sounds.Theories? There are no theories. According to the 1-T.O.-F16CM-1, there are no restrictions on throttle movement in any phase of flight for any of the four engine models. After the 90% RPM "run-up" check on the runway, we stuff the throttle to MIL or MAX as appropriate and go.These are fighter jets, not your grandma's Edsel. We jockey the throttle from IDLE to MAX back to IDLE back to MAX back to MIL back to MAX back to IDLE (oh shit, fan the boards) back to MAX (put the boards in)... constantly, and as fast as your arm can move. A dogfight is a brutally abusive athletic event in the cockpit, looking like (and as tiring as) a championship MMA bout. These aircraft, and all of their systems have to be ROBUST.Now, if foggy memory serves, I think "back in the dinosaur" A-model days, the baseline PW-200 motor in the Block 5 and Block 10 was pretty cantankerous and, shall we say, NOT ROBUST, and had to be pussy-footed when trying to light the 'burner for fear of No Lights, Blowouts, Compressor Stalls and Stagnations. By the time they got to the PW-220E (aka, C-model Blocks 25/32/42... the ending '2' designating the PW motor), that issue was corrected. Neither of the GE motors ever had that problem (C-Models 30/40/50... the ending '0' designating the GE motor), and neither did the PW-229 (C-Model Block 52).My Viper time is in Blocks 25/30/32/40/42/50/52, and one ride in the two-seater Block 15 at Edwards for the spin program, which had a PW-220E... but I cannot attest that that engine model is what went in the production Block 15, because Edwards being Edwards is filled with Frankenstein jets, and nothing is what you would expect from "the books". I have no time in Blocks 5 and 10 aircraft (before my time), so again... fuzzy memory hearsay caveat.Hope that helps!