JanHas Models & Skin Thread -Compatible with 4.36
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Also , be aware that all we are talking about are Gauge and GFX .
the real thrust generated in idle has been retro engineered from deceleration charts so takes the real into account anyway independantly from the GFX stuff
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Surely it must be possible somehow to integrate updating the 3D database, e.g. applying third party mods, through F4Patch?
Not F4Patch either. Iโll make our tool available when I get home.
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@f4.0:
Portuguese Air Force F-16(Mlu) has the 220.
Sorry then, I wrongly used the POAF acronym for Polish Air Force, instead of the correct POLAF.
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@Red:
post 700 in this discussion warn you about this very discrepancy gents
https://www.benchmarksims.org/forum/showthread.php?28821-JanHas-Models-amp-Skin-Thread&p=437925&viewfull=1#post437925Also , be aware that all we are talking about are Gauge and GFX .
The real thrust generated in idle has been retro engineered from deceleration charts so takes the real into account anyway independantly from the GFX stuff@Red Dog - For sure mate, there is something here in this model not 100% accurate but i trust in Jan and his ability to correct this issue for sure
@ Mav - Sir i arrest my case tank for the info on this subject. About the nozzle % since we do not have accurate information the 5% seems good but relying in a dial indicator from videos its not way for sure. I will try to collect some data on this one. -
Sorry then, I wrongly used the POAF acronym for Polish Air Force, instead of the correct POLAF.
Apologies accepted hehehe
Just messing with you Raptor
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Not a good idea to mess with a Raptorโฆ hahahhaha
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More information i guess.
Mav?
The engine control system (ECS) comprises a primary (PRI) digital control and a secondary (SEC) hydromechanical control mode. PRI offers all the advantages of DEEC/IDEEC and runs the engine scheduling across the full range of throttle positions. SEC is a backup mode and will be discussed later on. Since the PW-229 is more powerful than the PW-220, IDEEC incorporates a ground idle thrust (GIT) setting to mimic the PW-220 performance when taxiing on the ground. IDEEC also incorporates a transient idle control logic that gives the pilot freedom to snap the throttles to idle whilst the engines maintain about 79% rpm. Thrust is reduced in accordance with requested throttle settings, but the engines maintain core rpm momentum for 20 seconds - after this they return to idle if no further throttle commands are given. This elongates engine life and improves subsequent throttle response times. The pilot has override authority on the operating mode of the ECS vie engine control switches, so the pilot can re-enter PRI mode and enter SEC mode if he desires so. This is achieved by the engine control switches: ON is for PRI mode, OFF is for SEC mode.
The DEEC schedules engine and afterburner fuel flows, compressor inlet variable vanes (CIVV), rear compressor variable vanes (RCVV), start bleed position, anti-ice and nozzle position. The DEEC controls engine performance by scheduling engine fuel flow to control airflow and nozzle position to control engine pressure ratio (EPR), this latter being a ratio between exhaust and inlet pressures. By controlling airflow and EPR, the engine performance remains consistent for a new or deteriorated engine until the FTIT limit is reached.
If a fault is detected by in the PRI mode software, then SEC mode is entered automatically. Note that SEC mode can be entered manually by placing the engine control switch to OFF position. SEC mode inhibits afterburner use and limits MIL power to 70-80% of its normal value. The CIVV are in a fully closed position, the nozzle is closed near to its minimum area (below 5%). In the meantime L or R ENG CONTR caution is displayed. RCVV, start bleeds and engine fuel flow are scheduled by the MFC. The engine remains in SEC mode until the fault is cleared or the engine control switch is put back to ON position.
Note that engine start can be accomplished with the engine control switches in either ON or OFF position, but after engine start they should be left in their position for at least 1 minute, otherwise DEEC will switch to SEC mode. If the engine is started with its engine control switch in OFF position then SEC mode will be entered immediately of course - this way ground starting time will be longer.
The F100-PW-220/229 incorporates a built-in engine monitoring system (EMS) which consists of DEEC/IDEEC software and the EDU (Engine Diagnostics Unit). This continuously monitors engine parameters and system states to detect engine operating failures. Engine operation failures (along with engine and aircraft data) are detected and logged in memory for further analysis by maintenance personnel. The EDU also maintains engine life-cycle information.
he exhaust nozzles (12) are axially symmetrical and they follow a convergent-divergent profile. They give a wide range both in area and in profile. The nozzles can be moved pneumatically by utilizing engine bleed air. The nozzles themselves are moved by titanium rods (11) driven by actuators (9). On the ground (when WOW is sensed) and the engine is in IDLE, the nozzles are 80% open with PW-220 engines and 90-100% open with PW-229 engines (provided that DEEC/IDEEC is on). As the throttles advance toward MIL, the nozzles are moving to their fully closed position.
During flight the nozzles are at their minimum area at all times, except at MIL power or on afterburner. At MIL nozzles are 5-10% open with PW-220 engines and 6-20% open with PW-229 engines. The nozzles reach their fully open state only in full afterburner to compensate for increasing afterburner fuel flow. -
The data for nozzle position in the fm file is a bit of mystery to me. How they all work together? Iโm sure I can figure it out with a lot of trial and error. Iโm not a big data editor and I prefer to spend my time on other models. If someone finds better values that can make it look/work better Iโm sure I will add the new values to the fmโs.
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I have released the LV3 F-16I and added it to the existing F-16I CFT package. Download via my website; janhas dot net
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I have also finished the ITER model. The package has two sets of models and you have to choose which one you want to use. There is the high detail LOD1 (HD) and the other one is the lower detail LOD1 (LP). Use the texture of the version you install! If you use the wrong texture you will notice it. The model has been added to the โF-16 fuel tanks & pylons v3โ package. Use the same install procedure as with the other LV3โs. That v3 package also has a fixed 370 gallon tank LOD1 model. There was a see through issue with the red refuel hole on top of the tank.
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Next is the LV F-16D block 52. -
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Sorry for silly question: itโs suppose to be a fuel tank folder within ALW7? Cause Iโm not been able to found out โF-16 fuel tanks & pylons v3โ anywhere.
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Sorry for silly question: itโs suppose to be a fuel tank folder within ALW7? Cause Iโm not been able to found out โF-16 fuel tanks & pylons v3โ anywhere.
The pylons and tanks are on the LV3 F-16โs page (right of F-16CM-52).
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Big like an home!!! Iโm very sorry,
Many thanks -
Sweet what is next?
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Sweet what is next?
Iโm now deconstructing the F-16I and adding parts to make it into the F-16DM-52. It will have a single skin the 16th WS (WA) since that squadron has 4+ F-16Dโs. The Swamp Fox unit has only 2 Dโs (924 & 925).
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This is very good news.:D
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Hi Jan, is this particular version somewhere in the horizon?
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Itโs planned. Somewhere close after the HAF D52+ model.
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The data for nozzle position in the fm file is a bit of mystery to me. How they all work together? Iโm sure I can figure it out with a lot of trial and error. Iโm not a big data editor and I prefer to spend my time on other models. If someone finds better values that can make it look/work better Iโm sure I will add the new values to the fmโs.
Jan its ok mate i will send you a PM latter today with my modified .dat for you check. Did you see what i mean about the LG up/down sequence?