This F-16 pilot got to live another day...

Bushmaster78FS said:
Oh I really appreciate the article !!! I didn't think we had our own guard guys going to Tucson. I thought it was strictly foreign viper training. One of my Army buddies is going to go through B-Course in San Antonio for instance.


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Nope. 162nd trains Active/Reserve/Guard as well as foreign.
 
Bushmaster78FS said:
Are they completely shutting Luke to vipers ? Haven't heard of that even though I live in Phoenix.
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Yeah I live down in Marana.

Luke Vipers are moving to Holloman slowly, as an F-35 unit stands up or converts, a squadron moves to Holloman to the Fighter Group there that's a geographically separated unit from, and subordinate to, the Luke Fighter Wing, and also doing Viper FTU.

Hill Vipers are being distributed a number of places as their 3 squadrons convert to F-35s, 1 of which already has. A squadron of them are set to move to Nellis, to form the Tactical Air Support Squadron there, the first TASS squadron since the last one closed down in 1993 timeframe.
 
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NovemberEcho said:
The pilot said he normally gets tunnel vision to warn him of pending gloc, but this time that didn't happen and he went from wide awake to passed out in a split second
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Here's a graph they show us at the annual training that shows why this is a horrible idea. There's a point where you can go from blood in to blood out with no literal grey area.
 
MikeD said:
Which can be a very dangerous way to "manage the greyout" in order to determine how close you are to GLOC. Is it done by guys? Sure. However with a jet that has a very rapid G-onset rate, such as the Viper, your butt could go direct through greyout and that tunnel vision rapidly close to blackout, before you even realize or can react to it. Whole heck of alot different using a technique like that in a Hog, for example, than in a Viper.
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I've always said GLOC is a sublime experience. Now we know it is... GLOC sublimation: Your brain doesn't liquify; it goes straight to vapor.
 
To answer the original question, the tone is the AoA tone. I'd have to double check my -1, but IIRC the book answer, it's at 30 alpha ish. Rapid onset can have scary outcomes. With a good AGSM and a g-suit, you can theoretically shave off about 3 G's from your experience, but that is really optimum performance……i.e. hydrated, fed, rested, and current (i.e. you have pulled some G's in the last few days). If I'm out of the jet for a couple weeks, particularly if I am a little dehydrated, I will start to grey a little in the G-warm during the 6G pull. Much like any athletic event, your body varies over time a lot. I will be the first one to admit that the Viper will allow you to go beyond your physiological limits on some days. It is a lot of performance, and you have to know when you are having an off day and adjust accordingly.
 
///AMG said:
To answer the original question, the tone is the AoA tone. I'd have to double check my -1, but IIRC the book answer, it's at 30 alpha ish. Rapid onset can have scary outcomes. With a good AGSM and a g-suit, you can theoretically shave off about 3 G's from your experience, but that is really optimum performance……i.e. hydrated, fed, rested, and current (i.e. you have pulled some G's in the last few days). If I'm out of the jet for a couple weeks, particularly if I am a little dehydrated, I will start to grey a little in the G-warm during the 6G pull. Much like any athletic event, your body varies over time a lot. I will be the first one to admit that the Viper will allow you to go beyond your physiological limits on some days. It is a lot of performance, and you have to know when you are having an off day and adjust accordingly.
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I'm only a Falcon 4.0 pilot here. Haha. Doesn't the AoA limiter cut off at 25°? I'm assuming viper wouldn't go through an accelerated stall situation, but when he yanked out that's what I thought first, wow he's pulling so high of an AoA the jet might assume it's stalling.


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When I checked out at Tyndall as an ATC as a reward I got a backseat flight in an F-15. We went over the Gulf and did BFM. I am proud to say I didn't black out OR puke even though we touched 8 g's. =). Definitely was looking out a pinhole a lot though lol
 
Does this system prevent you from being able to do your job when you're at low level and high speed? I can't imagine it'd let you do a low VR route through the mountains.
 
Bushmaster78FS said:


I guess the video shows the Auto-Ground Collusion Avoidance System in operation, system executes a recovery maneuver when it determines there's a trajectory that takes the aircraft to ground. Wasn't it the "stall" tone when he yanked out of the dive though?


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I know a couple of guys who did this test program. The real shocking thing was how long it took to convince the Air Force to fund it. It's paid for itself already by tax-payer standards (yes... there are other standards. Don't get me started...)
 
jtrain609 said:
Does this system prevent you from being able to do your job when you're at low level and high speed? I can't imagine it'd let you do a low VR route through the mountains.
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I'm sure it can be overridden but from the article it sounds like it must detect a trajectory and speed that is going to result an absolute crash to initiate the recovery maneuver.


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Bushmaster78FS said:
I'm only a Falcon 4.0 pilot here. Haha. Doesn't the AoA limiter cut off at 25°? I'm assuming viper wouldn't go through an accelerated stall situation, but when he yanked out that's what I thought first, wow he's pulling so high of an AoA the jet might assume it's stalling.


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You are correct in the AoA limiter holding 25 AoA. In normal flight, you can sit there holding the stick with full aft pressure and it won't budge, nor will you ever hear tone, other than maybe the gear warning tone < 170 knots with some settling. You'll hear it more commonly going "over the top" without enough airspeed to do so. You can also exceed the limiter with certain configurations of external stores, and perhaps second most commonly, by "assaulting the limiters", i.e. max roll combined with max AoA and maybe a little yaw rate. In a really heinous version of the "too slow to go over the top" scenario, you can get the thing into a "deep stall" where the stabs don't have the authority to allow for recovery. It happens more like in the 50-60 AoA range, generally induced by getting stuck really nose high with 100 knots or less airspeed. In that case, simple physics have simply overcome the limiter. The scenario in the video is a little uncommon, i.e. tone at such high airspeed. With that being said, I believe the limiter has reduced values at high airspeed ~ something like 15 AoA up in the 500+ knot range, so not totally unreasonable to think he might have exceeded that by really "snatching" on the G's. Last thing I'll say is that some of this conjecture wrt the limiter is based on a Code One article Joe Bill Dryden wrote back in the early 1980's. Actual written data on it in the -1 is, based on my casual perusal last night, pretty limited in scope and doesn't really spell out the full extent of the FLCS laws (unlike the Hornet/Super Hornet NATOPS which I think does a bit better job). Anyway, I digress…..
 
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