ooo Laser Mavericks!

@spooky

Oklahoma and Ohio ANG Block 42s have had AIFF for some years now . This is from 2019:

Are the remaining active duty USAF Block 40s getting that with the APG-83 and IVEWS upgrades do you know?

**Version
4.35.1 (x64)

Build
23064** Detailed Description
AGM-65G no longer has dome covers and no longer needs uncage to blow them. Reported by user and confirmed by Testing via TE on 4/6 & 3/7 (F-16DM-52)

AGM-65D still has dome covers and is used as before when loaded singly or on the LAU-88 rack.

However Leech has reported that the expected behaviour should be different to how it was as the following:

Expected Behaviour Normally when a single AGM-65D or G per station is loaded , it is loaded without dome covers. Only one AGM-65G can be loaded on the on the LAU-117 station, so in regards to the AGM-65G, all is correct.

The inaccuracies arise with the function of the uncage, the dome cover blow procedure and when the AGM-65D is loaded.

1. When a single AGM-65 D is loaded per station, it should not have a dome cover.

2. When more than one AGM-65’s are loaded per station, the dome covers blow for the priority missile of each station, and not per missile. Meaning, that if you had 2 missiles on station 3 and two missiles on station 7, the dome cover would blow simultaneously for the priority missile on station 3 and the priority missile on station 7 (The dome covers on other missiles must be retained for protection during priority missile launch.

3. On the throttle, the uncage switch is pressed to uncage (activate) the missile. The first depression blows the dome cover (with the master arm switch in MASTER ARM) and provides video to the MFD. This switch is only active during the 3-minute SMS time-in period (NOT TIMED OUT) should the pilot deem it necessary to override the timer. This is not normally done and could damage the missile. It has no other function in Maverick employment

4. The SMS will automatically send the uncage signal to the selected and next to be selected stations when the EO WPN page is displayed, and power is available to the missiles. This will blow the dome covers (if the MASTER ARM switch is ON), activate the missile video, and command the missile to the selected LOS.

5. After the priority missile launches, the LAU-88A/A automatically blows the dome cover for the next missile on that launcher.

https://www.benchmarksims.org/forum/showthread.php?42259-Mav-D-vs-G-Uncaging/page3

@Alfred

See T.O. BMS1F-16CM-1 p144/145

*BMS features accurate brake energy limits based on gross weight, temperature, pressure altitude and
speed. Brakes generate a great deal of heat when used and uncontrolled heat build-up can lead to brake melting, tyre blow-outs, brake hydraulic pressure failure and even landing gear failure.

As a consequence it is important in BMS to use the wheel brakes correctly.

Brake heat builds up not only on rejected take-off and landing but also when taxiing. An F-16 with a
low gross weight can start moving and even accelerating in idle power and brakes will be required to
control taxi speed. Heavy use of the brakes when taxiing will increase brake heat energy build up.
A higher gross-weight F-16 will not move on idle power, thus requiring less braking to control taxi
speed.
For comparison a 20000 lbs GW F-16 taxied at 10 knots over 20000 feet will develop around 4.3
million ft-lbs energy needing to be absorbed by the brakes. The yellow caution zone in the brake
energy limit graphic starts at 11.5 million ft-lbs energy. If a rejected take-off follows a heavy braking
taxi, brake problems are likely to happen.

It takes about 5 to 9 minutes for the brake energy to build up after braking; that is when problems may
occur. To avoid problems real life taxi procedures should be followed:

• Maximum taxi speed: 25 knots & 10 knots in turns
• Do not ride the brakes, allow speed to increase to 25 knots and then slow down moderately to
15 knots, allowing the speed to increase again to 25 knots
• Taxi speed is displayed in the INS UFC (LIST 6) subpage
The way the brakes are used during the landing roll greatly impacts the possibility of brake failure. It is
best to hit the brakes hard for a shorter time than to brake early but longer as your speed will be higher
and the brake will generate more heat energy doing so.

Use aerodynamic braking till the nose gear drop down around 90 - 100 knots and then use the brakes
at around 90-80 knots until you reach taxi speed or come to a full stop.
Do not start braking around 110-120 knots; the heat build-up will be much higher.

Refer to chapter 3.5.5 Hot brakes for further information about hot brakes.*

there is more in the manual…

@101-Everest said in VR IN BMS:

I am not the 1st one to say this, just look around, try it, do your research!!!

Expect they will be most grateful for your ill informed rant

Been using VR for years but still like the monitor - guess I don’t have VR headsets to sell or something.

@mppzgz

which F16 model with probe?

thx

One with the CARTS type system is F-16D Block 52+ CFT RSAF

@Radium
Top one is a ROCAF Block 20 - one of the ones they kept at Luke AFB - manufactured and delivered from around 1996/1997.
The ADF and the block 20 being the only A/B versions with the APG-66 that used the Sparrow that I have seen operational photos of.

@Radium
There are probably ways to generate rcs maps from 3d models which might give consistency at least - despite everything being nothing more than guesswork.
Would need code changes probably.

@wils0npj It must be the original Falcon 4.0

Falcon 4: Allied Force will not work.

Happy Christmas and happy new year to all.

@hellsguard

Added with MSIP II in the mid 1980s…have only seen photos of training rounds on USAF Block 30s (pylons 3/7) from Spangdahlem in the late 1980s.

@DB16 The behaviour was changed.

https://forum.falcon-bms.com/topic/20757/maverick-issue

@Stevie

End of F-16 - could be 2040s (USAF only)

https://www.spangdahlem.af.mil/News/Article-Display/Article/3150297/52nd-fw-jets-first-active-duty-f-16s-to-receive-aesa-radars/
The F-16 is programmed to be in the Air Force through the mid-2040’s. It will continue to be a workhorse for the Air Force because it has the numbers that the Air Force needs. Along with numbers, you need to have capability.”

https://www.flightglobal.com/air-force-authorises-extended-life-for-f-16/123697.article

*The USAF authorized extending the F-16’s service life from its original 8,000 flight hours to 12,000 flight hours, a 12 April Lockheed release states. After performing SLEP modifications, the service will be able to operate the Block 40 through 52 aircraft beyond 2048, according to Lockheed.

QF-16s are a mix of Block 15 / 25 / 30

@Radium

I think F-105s could only carry them inboard only (Manual)…but often with only one AGM-78 and one asymmetric drop tank on the other wing.

@Radium said in IAI Lavi:

Hello,

AGM-78 looks big… Not sure it’s realistic to implement it.

Maybe we will skip the SEAD mission…

What do you think ?

Regards,

Radium

Don’t see why not - they may have only been manufactured to 1976.

F-16 used the AIM-9P-3 “Mikbatz” in 1982 alongside the L version…they were short on Ls

There are books by Raanan Weiss with photos.

@repvez said in A question about the flight model:

I never experienced such behaviour that it is not do what i want. only in Stall

I have seen this is a special config they do at Edwards …shouldn’t be possible under normal circumstances because the FLCS will stop it.

To recreate that the fuel needs to be balanced out in a way that puts the CG close to the aft limits. This apparently prevents the horizontal stabs getting the authority to keep the aircraft in control.

@Alfred said in [F\-16C block 30 \+ HTS](/post/354454):
Going back to your description, I think the TGP was available during desert storm but perhaps wasn't the F-16s dropping the bombs on the targets. But I remember in detail the imgaes on CNN that obviously now I can identify as TGP imagery (not confused with Maverick's image)

Any available AAQ-14 TGP pods were given to F-15E units instead.

F-111s were using AVQ-26 Pave Tack.

Buccaneers were using AVQ-23 Pave Spike.

There were others probably OTP of my head.

Aircraft with LGBs that cannot carry TGPs need another aircraft or ground based FAC to provide the lasing to the target.

@Snake122
Cant really speculate on the reason……. or whether it concerns all conditions.

Fairly sure they stuck a smaller antenna on the 65 for the AV-8.

AWG-9 was much older 1960s tech even think it was before MPRF………APG-71 was the digital conversion so should have been better by order of magnitude.

apg-66/68 have always been digital ……Top end radars but limited by drives to keep costs low.

@unkindled

There are a load of figures on the Internet that have mostly been pulled out of someones Ass I think nothing more.

cmano is just a game in the public domain so some info will be accurate and some will be way off…like RCS values.

The National Interest has never been a credible source…Jon Lake has made a career of providing naff information.

I have head on clean figures from better sources that are different and probably just as useless.

So yes different versions of F-16 and at least 5 generations of Have Glass from 1983 as is known.
At some point the pylons were improved and RCS will also change with weapons…then CFTs added.

happy guessing