Nutzwinger: Euro Nut Installation Tool - nut tools

2024-10-28 01:34:08

NO-START TEST Below is a series of tests to troubleshoot a 'no-start' condition. (I basically reprinted this from a GM troubleshooting flowchart, hopefully it will be of some help!) Below are links to repair manual pictures to reference from: ECM Plug Sensor Plugs You'll need to get at the ECM and the cam & crank sensors to do some voltage tests. If you have a NEEDLE type voltmeter, it may work better for these tests, as it will visibly "swing" when the sensor switches open & close (IF they're working okay!) Here goes: First, test your meter and ground! (see ECM Plug) Check connection A-6, "ign, ECM fuse" for 12 volts. (for ALL tests, BE SURE the negative lead of the voltmeter is connected to a GOOD GROUND!) #1- (see ECM Plug) With the key off, disconnect the ECM A-B connector. With the positive lead of the voltmeter, probe the B-5 connection (highlighted yellow, this is the crank sensor signal) Crank the engine and watch the meter...you should have varying voltage from 1 to 7 volts. If NOT okay, proceed to #2. If you ARE seeing correct voltage, your cam & crank sensors are okay, and your coil and/or ignition module may be the problem! You need to loosen the coilpack, and check the BLUE wire for 12 volts, key on. If it DOES have 12 volts, then the problem is likely the ignition module. #2- now probe the A-11 connection... (highlighted green, this is the cam sensor signal). Crank the engine...you should have varying voltage from 1 to 9 volts. If it IS okay, THE CAM SENSOR IS FINE, AND YOU ONLY NEED TO TEST THE CRANK SENSOR IN ALL FURTHER TESTS! If it's NOT okay, there's no cam sensor signal! Plug the ECM connector back in, and head for the sensors! #3 (see "Sensor Plug") Unplug the cam sensor plug. Turn the key "ON" ...On the MODULE SIDE of the plug, probe the "A" wire for voltage, after which probe the "B" wire for voltage. You should have between 5 and 11 volts on BOTH wires. If you ARE seeing correct voltage, THEN: with the negative lead of the voltmeter, probe the "C" wire, and with the positive lead probe the "A" wire. You should have between 5 and 11 volts. Note the results, then REPEAT THIS TEST WITH THE CRANK SENSOR PLUG! If ANY of the sensor plug tests FAILED, you have a probably ignition module problem... If ALL the sensor plug tests PASSED, then PLUG IN the sensor plugs, and proceed: #4. Test the cam sensor: Probe the "B" wire of the cam sensor, then crank the engine and watch the meter. You SHOULD have varying voltage between 1/2 and 9 volts. REPEAT THIS TEST WITH THE CRANK SENSOR! If either sensor fails this test, then it's possible that sensor is bad! If they PASS this test, it's likely the ignition module, or the connections TO the ignition module are bad) Hope this makes sense!

The use of the radar, despite its LPI capabilities, means that the Viper is still actively transmitting emissions. To counter this, the Viper is equipped with the AN/AAS-48 IRST. Mounted on the nose just forward of the canopy, the AN/AAS-48(V)-1 IRST provides passive detection via infrared capabilities. It has a range of 50 miles (80 km) head-on and 90 miles (145 km) for the rear with limited air-to-ground capabilities. Against supersonic targets, these ranges increase. The system is entirely passive and functions on two IR bands, 3 - 5 µm and 8 - 11 µm. It has a field of view of 180° x 75° and can simultaneously track up to 500 targets. The IRST is a weather-dependent system however and it is not useful against ground targets. In a dogfight, the IRST is also equipped with a ranging laser, which aids the cannon. Export Vipers are equipped with the OSF IRST system.

Turn ignition key to ON position. Do not crank engine. Using a voltmeter, probe the B wire connection on the harness to the cam sensor.

To defend against threats, the Viper is equipped with the AN/ASQ-238 Electronic Countermeasures Suite. The version specifically deployed on the Viper is the AN/ASQ-238(V)-1 system. It provides an assortment of jamming and warning systems. This includes the AN/ALR-94 Radar Warning Receiver, which provides 360° detection for radar-based threats out to as far away as 300 mi (480 km). To provide warning in case of laser-designation, the ECS equips the AN/AVR-4 Laser Warning Receiver, which is a short-range system solely for the detection of laser-designation.

For ground-attack missions, the Viper would carry an AN/AAQ-33 Sniper targeting pod. The Sniper can be mounted on chin pylon, where it provides downward-focused FLIR and laser-designation. It can be used for nap-of-the-earth flying without utilizing the terrain-following capabilities of the Viper's radar. The Sniper pod provides high-resolution imagery and laser-designation up to 50,000 feet (15,250 m). All versions of the Viper would require the Sniper for laser-designation or ground-targeting FLIR.

A total of xxx have been delivered, out of an ordered 4,100 units with expectations for final delivery of the last units to occur by FY2023

CDGC Data Governance Journey - Curating System Inferred Relationships using Bulk Import. Informatica Support · 9:22. CDGC Data Governance Journey - Bulk ...

Moving the cam sensor a few degrees does nothing to the ignition timing. If the car runs, (and the 3x trigger on the balancer is mounted correctly by the factory) then your ignition timing will be EXACTLY what's in the spark map of the chip regardless of where the cam sensor is set.

The Viper is a twin-engine fighter and it is powered by a pair of low-bypass, afterburning, turbofan engines. Each engine is capable of providing up to 16,000 lbf (71.17 kN) of thrust dry and up to 26,000 lbf (115.65 kN) with full afterburner. They are further equipped with 2D thrust-vectoring paddles, allowing ±20° along the pitch axis. Because of the aircraft's large amount of lift, the power of its engines, and the use of thrust-vectoring, the Viper is capable of many post stall maneuvers, sometimes referred to as supermanueverability. In this regard, the Viper almost falls into the same class as 5th generation fighters.

Therefore, if the cam signal wasn't there, you would never know which crank pulse signaled #6 (or any other cylinder for that matter).

The current version in production is the Block 20 variant, which commenced production in FY15, solely for the Imperial Layartebian Military. Block 10 Vipers in domestic service began seeing upgrades to the Block 20 standard in FY18. The primarily differences for the Block 20 are software related. Updates to the aircraft's radar and countermeasures systems are the primary changes. These updates primarily improve processing rates on the radar and zone usage on the countermeasures systems, as well as providing new programming for automated chaff and flare release

In FY04, the Block 10 variant began production and through FY06, there were a total of 513 aircraft produced. The Block 10 variant is considered the full operational capability Viper and it became available to Tier I allies in FY05. The Block 10 variant integrated precision-guided, air-to-ground ordnance including (but not limited to) the JDAM and the Paveway bombs, the AGM-65 Maverick, the AGM-84 Harpoon, and the AGM-154 JSOW. It also integrated cluster bombs, incendiary bombs, and unguided rockets.

The head-up display or HUD of the Viper is a wide-angle design. It offers high performance and low latency to ensure that it is always function. It, like all systems within the cockpit, is compatible with night-vision goggles. In addition, the aircraft's systems are also compatible with helmet-mounted display or HMD systems.

F 28crash

Beyond radars, IRSTs, and ECM systems, the Viper is also equipped with a number of physical countermeasures in the form of chaff, flare, and decoys. All Vipers are equipped with AN/ALE-47 dispensers for chaff and flares. Each dispenser can hold up to 30 chaff bundles or flares and there can be up to five configurations for chaff and flare loads. The Viper mounts eight on the fuselage with two in the front and six in the rear of the aircraft. On Block 15 aircraft however, these were supplemented by the ability to carry additional dispensers in their weapons pylons, adding six additional dispensers for a total of fourteen dispensers. These pylons are carried on stations 2 and 12.

Cylinder bore diameter is the measurement across the inside of the bore. It can be listed in either inches or millimeters.

IMPORTANT!! Study the attached "pin out" chart for '84-'85 C3I connector. Mark the current wires, (using small strips of masking tape), with their description and wire number! (You'll be amazed how much easier it'll be if you do!!!)

HOWEVER, adjusting the cam sensor has a tremendous effect on FUELING, as the SFI syncs off the cam too. I don't know much (yet) about the fueling specs, but it apparently has a much narrower window than ignition in order to sync to the wrong cylinder. This is why if you have the cam 180 deg out the car will run terribly because the fueling is all messed up. Basically it'll be in a SFI mode where fuel is puddling for 1 rev before being sucked in.

The Viper's internal cannon, on domestically-built fighters, is the GAU-20/A Revolver Cannon, which is identical to the French GIAT 30M 791. The 30-millimeter cannon fires the 30x150mm B projectile at a muzzle velocity of 1,025 m/s (3,360 fps). The cannon has a selectable rate of fire that allows for rates of fire of 300, 600, 1,500, or 2,500 rounds per minute, which allows Viper pilots to tailor their ammunition expenditure based on target and situation. Higher rates of fire are better used in dogfighting, where windows of opportunity are measured in quarters of seconds while slower rates of fire are useful in strafing where ammunition expenditure is critical to the number of runs available. The standard ammunition load for the Viper is 275 rounds.

You can see where the EGR port comes through the intake from the head, it is directed to the turbo inlet through the valve and pipe(not pictured) to a large threaded hole on the side of the turbo inlet port on the intake

All of our parts are genuine OEM parts so we guarantee your Front Wheel Bearing will perfectly fit your 2016-2021 Honda Civic vehicle.

So you can see, on crank up and during limp-home mode, spark advance is 10 deg BTDC since the rising (active) edge of the crank signal occurs 10 deg BTDC of every cylinder.

What resulted was the YF-28, which first flew on June 17, 1994. The aircraft bore a rather unique design while having the same, general appearance as its contemporary, soon-to-be 4.5 generation fighters. On its first test flight, the fighter was taken up to transonic speed and flown through several maneuvers not typically done for a first test flight. Handling was superb and performance issues were nonexistent. On the third test flight, the aircraft exceeded supersonic flight and on its seventeenth test flight, it reached a top speed of Mach 2.05 at an altitude of 36,500 feet (11,125 meters).

The Viper's two, center wing hardpoints are rated for 2,500 lb (1,125 kg) per pylon. They can also carry a wide array of weaponry, including infrared-guided, dogfight missiles. Like the innermost pylons, they can mount multiple and triple ejector racks. The main limitations on weaponry for these pylons is weight. They can carry almost all of the same weapons as the innermost hardpoints provided the weight limitations are met. They cannot mount gun pods or sensor pods; however. They are compatible with the MXU-648 Travel Pod.

The Viper is designed to be highly agile in all speed regimes, whether slow or supersonic. This is largely achieved through a relaxed stability design, which means that the aircraft is aerodynamically unstable. Without its fly-by-wire system, it would be very difficult to fly and for that reason, all fly-by-wire systems have quadruple redundancy to ensure survivability in battle.

Beyond warning the pilot of approaching threats, the ECS can also jam them. Against radio frequency (RF) threats, the system employs the AN/ALQ-229 for jamming. The AN/ALQ-229 provides not only full spectrum jamming of a wide area but also directional jamming for focused lethality. The AN/ALQ-229 is also effective against monopulse seekers such as the AIM-120 AMRAAM. Against these missiles, the AN/ALQ-229 utilizes "Cross-eye techniques." To achieve this, there are transmitters placed on each wing of the aircraft with a 180° phase shift. This angle-deception technique forces the seeker of the incoming missile to realign its antenna and in doing so gives the missile incorrect tracking data causing the missile to miss entirely. However, the system is not effective against two separate seekers coming from different bearings. The AN/ALQ-229 is supplemented by the AN/ALQ-230, which is used for IR jamming. The AN/ALQ-230 utilizes pulses of infrared energy to confuse and disrupt incoming infrared-guided missiles and it is effective against both air-to-air and surface-to-air missiles.

Bring #1 to TDC and then grab the intercooler fan and rotate the motor to your mark (25 degrees ATDC). This takes a little patience and muscle. You can try bumping it with the starter, but I'm never very successful at that.

The Viper's key features include a frameless, bubble canopy for superior visibility, a side-mounted control stick and throttle, dual engines, and a large, delta wing. The aircraft makes heavy use of fly-by-wire systems, making it a highly agile aircr aft, especially when combined with thrust vectoring engines. The fighter has an internal cannon and thirteen hardpoints for air-to-air and air-to-ground ordnance.

The centerline hardpoint is rated for up to 3,200 lb (1,450 kg). On this hardpoint, the Viper can carry a single store. It cannot carry any air-to-air missiles but it can mount a single AGM-169 Brimstone rack with three missiles. It can also mount a single guided or unguided bomb though it can carry up to four GBU-39 Small Diameter Bombs since a single rack can carry four such bombs. Typically however, this pylon is used to mount a 300-gal (1,135 L) or 330-gal (1,250 L) external drop tank, a sensor pod, or an ECM pod. This station is also capable of mounting the MXU-648 Travel Pod or chaff pods. It is chiefly due to dimensional limitations (which affect takeoff and landing) that this hardpoint can carry limited ordnance.

Initial versions of the F-28 Viper were of the Block 1 variant. In total, 48 aircraft were produced from FY00 to FY02 at the Block 1 standard. The initial operational capability (IOC) Vipers had very limited air-to-air and air-to-ground capabilities and were largely used for pilot transition training. Insofar as air-to-air ordnance was concerned, they could only carry the AIM-9M Sidewinder and for air-to-ground ordnance, they could only carry unguided, iron bombs of the Mark 80 series.

Insofar as ordnance types are concerned, the Viper is set up for Western ordnance. However, it can be reconfigured to support Russian ordnance; however, only one type can be supported at once.

After much testing, I must suggest that you also get a 86/87 MAF part #25007866. The calibration of the 84/5 MAF is different and gave drivability problems with the 1227148 ECM, when cold weather came upon us in St.Louis. The colder air sensed by the MAT richened up the fuel air ratio, trying to compensate for the denser air, to the point that the car would belch black smoke out of the exhaust. Switching to the 86/7 MAF cured the problem. First off I went to the U-Pullit and got a wiring harness out of a FWD GM car with a '86-87 3.0-3.8 V-6 in it. When I removed the wiring harness, I removed the relays and sensors that were plugged into it too. Then I striped the harness down and dissected it wire by wire. This way, I got all the fan relays AND the MAT sensor w/plug and wire to the ECM. The wires at the ECM plug come out with a large paper clip (or jewlers screwdriver) inserted into the release hole. If you have never had a wire out of the ECM plug before, I suggest a little practice on the OTHER harness first! Before your car can be driven without the SES light on, the MAT sensor must be put in. I cut a hole in the bottom of the K&N right in front of the MAF sensor to sample the incoming air temperature. Then I took the sensor plug/wire and ran it to the ECM by poking thru the grommet on the speedometer cable. I use wire loom in the engine compartment to dress things up and make things look factory. I ran the wire to the ECM under the dash carefully staying away from the gas and brake pedals. The MAT uses the same sensor ground as the TPS and CTS ,so I spliced into the ground wire at the ECM (D-12 black,no stripe). The other wire from the MAT sensor needs to be plugged into pin #C-11 (tan) at the ECM, this is where the wire from the other car came into play. It should still have the clip on the end that will plug straight into C-11 on the ECM plug. The ECM can come out of a 86 century but be sure to have the part #1227148 ECM. The dealer gave me two part #'s for the cal-pak in the ECM, they are 16036503 and 16036504. My 84 ECM HAD the 16036504 in it so I used it. Pitch any other cal-pak with a different number. I downloaded a ROM file from the archives for the prom. Any 86-7 chip should do. Use a stocker to get things going. But with the addition of the MAT sensor, and the chips to the ECM, this will plug straight in and run.(without the MAT sensor) As far as the electric fan setup goes, This IS an option. The fan control at the ECM is pin #D-2. This circuit grounds a relay when active. There are many ways to wire and electric fan. So I will not go into too much on it right now. I wired up the 10 min timer to come on if the car shuts off and the temp sensor in the radiator is tripped (about 195 deg) with the fan on high. The fan also runs on hi when the ECM calls for it. I have the low speed coming on with the A/C. To get more acquainted with the fan circuit (and ECM) I went to the library and looked up all the different years in the Mitchell manual. Take a bunch of dimes and copy the pages that you are interested in, like the ECM pinout and the fan setup on several cars. I found some pusher/puller fan setups too. As you should always do when splicing/adding wires. I use a 150 watt or so soldering gun and rosin core electrical solder to solder ANY connections you make. There is nothing more frustrating than looking for an electrical "gremlin" than to find out that YOU were the cause of it by not doing it right the first time. Get the wire good and hot so the solder can flow into it. Also use HEAT SHRINK! Tape tends to come loose and fall off over a period of time, and get "gooey". At the ECM , taking the wire out of the plug , stripping a small area bare a couple of inches from the plug and solder the wires together. Then, slip on the heat shrink, and make sure it shrinks good. By following my procedures outlined here, the ECM can be changed (less fan circuit) in about 30 minutes if you have all the stuff already.

The Viper is armed with a 30-millimeter internal cannon, the GAU-20/A Revolver Cannon in the port wing root. The aircraft has thirteen hardpoints for the mounting of a number of air-to-air, air-to-ground, and miscellaneous stores to complete its mission. Due to it being a 4.5-generation fighter, considerable measures were taken to reduce the overall radar cross section of the aircraft. This enables a delay in detection from search and fire control radars, perhaps giving the Viper an edge against an enemy. Much of the aircraft's construction is from lightweight composites, which help aid in this reduced RCS.

One novel feature on the Viper, which is only seen in a handful of aircraft, is a direct voice input (DVI) system. This allows the pilot to utilize specific words to control non-critical systems in the aircraft. However, the DVI system requires a significant amount of training and it is largely speaker-dependent meaning that every pilot in a squadron would need to have his voice recorded into each aircraft. Because of this, Layartebian aircraft have the DVI system deactivated.

A total of XXX have been ordered out of a planned XXX. There have been XXX aircraft delivered by 2019 with all aircraft anticipated to be delivered by YYY.

The intake hole for the turbo is split directing the flow to the right and left separately with the EGR port in the middle.

I received this list while at the junk yard. It was generated from there computer using Hollander Number: 590-1554 Electronic Engine Control Module Hollander Listing.

Insofar as maneuverability is concerned, the Viper is a highly agile fighter. It is not only the design of the fighter that enables it to perform high-g maneuvers but its thrust-vectoring engines as well. The airframe itself is capable of -4g to +11g but a G-limiter caps this to -3g to +9g.

All told, as of 2019, there have been just under 10,100 Vipers produced at all five manufacturing facilities. The Viper is produced only domestically, even those for export. It is primarily the Venezuela and Guyana facilities that are providing export Vipers to various countries. Exported Vipers would have been available to The October Alliance (TOA) or Tier I allies beginning with the Block 10 in 2005 and Tier II allies beginning with the Block 15 in 2008. There are no exports offered beyond Tier II category countries.

F 28engine

Several people have found that when running a bigger cam with advanced valve timing, it sometimes will help cure a popping or sputtering symptom by advancing the cam sensor a few degrees. The above values give you an idea of what to shoot for.

All of these systems are linked together so that they can function automatically without input from the pilot - or manually if the pilot would prefer. Electronic warfare variants of the Viper add the AN/ALQ-232, which is a multiband, standoff jammer with a higher power output to disrupt tracking radars for surface-to-air missiles and communications bands via noise jamming. The electronic warfare variants also mount the Next Generation Jammer pods for enhanced protection against low, mid, and high radio bands. Export Vipers carry the AN/ALR-67 Radar Warning Receiver, the AN/AAR-56 Missile Approach Warner, and the AN/ALQ-214 RF Jammer. Export electronic warfare Vipers utilizes the AN/ALQ-99 jamming pod.

The pilot has access to four LCD multi-function displays or MFDs. Directly centerline with the pilot is the primary display, which measures 8 inches (20 cm) square. Two secondary displays right and left of this display measure 6.25 inches (15.88 cm) square. A tertiary display sits underneath the primary display, in between the pilot's legs. This display is also 6.25 inches (15.88 cm) square. The RIO/WSO has the same configuration but he also has two additional 3 inch x 4 inch (7.62 cm x 10.16 cm) displays. Despite this highly digital layout, the critical systems of the aircraft such as its artificial horizon, fuel gauge, compass, speedometer, altimeter, and AOA meter are entirely analog to ensure proper functionality in electrical blackout conditions that might negate the ability to use the MFDs. The RIO/WSO cannot control the aircraft but he has these systems as well due to redundancy. All MFDs have a resolution of 1024 pixels x 1024 pixels.

Early on in the JMF Program, designers conceded that a delta wing would be necessary for the type of ordnance, range, and agility requirements placed on the JMF. In addition, the debut of stealth aircraft such as the F-117 Nighthawk and the B-2 Spirit guaranteed that some attention would need to be paid to stealth, albeit the JMF Program was never required to procure a stealth fighter, that was left for other programs. The aircraft had to have a top speed in excess of Mach 2 at altitude and in excess of Mach 1.1 at sea level and it had to have two engines, which was a major distinction from the Falcon, which was a single-engine aircraft. Some in the Ministry of Defense believed that the single-engine of the Falcon contributed to its high accident rate and, for the aircraft to be accepted by the navy, it had to have two engines.

The Viper is a twin-engine, highly maneuverable, supersonic, multi-role, tactical fighter aircraft. The aircraft itself is much larger than the F-16 Falcon but comparable to other delta-wing, Western, 4.5-generation fighter aircraft. It utilizes a fly-by-wire flight control system that enables the aircraft to perform highly agile maneuvers, which is significantly aided by the thrust-vectoring engine controls. The Viper is capable of 9-g maneuvers and it can reach over Mach 2 in level-flight at altitude. A frameless, bubble canopy affords the pilots superb visibility in dogfights and significant innovations were taken in the cockpit to help pilots reduce the effects of g-force during maneuvers. These innovations included side-mounted controls and a reclined seat. The aircraft has a thrust-to-weight ratio greater than one, providing significant power in acceleration and turning.

The Viper - as a 4.5-generation fighter - has comparable performance to the Dassalt Rafale and the Eurofighter Typhoon. As such, it is not meant to equal the combat performance of the 5th generation fighters such as the F-22 Raptor and the F-35 Lightning II. Even still, the Viper is capable and highly adept at surviving the modern battlefield.

While the AN/ALR-94 provides warning against radar-based threats, the Viper has the AN/AAR-52 Missile Warning System for non-radar threats, primarily infrared-guided missiles. The AN/AAR-52 is a dual-mode system that utilizes infrared and ultraviolent detection to warn the pilot of approaching missiles. The use of both systems is done to help counter the advantages and disadvantages of each. Infrared-based alert systems detect the hot rocket motor of incoming missiles but they are not all-weather systems, which UV-based systems are. IR-based systems are highly effective against air-to-air missiles while UV-based systems are better against surface-to-air missiles. The AN/AAR-52 utilizes these systems thus to warn the pilot of approaching missiles that might escape the AN/ALR-94.

SAP, BG 302461. Model, ModEco 100 S. Real Volume, 96 L. Height, 0.985 m. Width, 0.470 m. Rated power, 2000 W. Depth, 0.496 m. Mounting, Vertical.

The four, fuselage hardpoints are arranged two forward and two aft along the aircraft's underbelly. Each hardpoint is rated for 750 lb (340 kg). While these hardpoints are typically used for air-to-air weaponry, they are capable of supporting the same, Brimstone rack as the centerline hardpoint. Typically however, these hardpoints load medium-range or long-range air-to-air missiles such as the AIM-7 Sparrow, AIM-120 AMRAAM, MBDA Meteor, or the MBDA Mica. Other missiles of this class can be carried. The only exception to these limitations is the forward, port hardpoint, which can also carry sensor and ECM pods. Typically, this hardpoint is used to carry the AN/AAQ-38 Sniper pod or an additional ECM pod. It can also carry datalink pods for specific air-to-ground weaponry.

Back probe the middle wire of the cam sensor (marked B and normally blue) with a voltmeter. Turn the key ON, but leave the engine OFF.

The function ssvd combines two functions ssvd.initial and ssvd.iter.thresh into one. Obtain sparse SVD using fast iterative thresholding method, ...

Notice the oil residue...evidently the compressor seal on this particular turbo was leaking The compressor inlet hole is pretty small Again, you can see the O ringed adapter piece that fits into the intake manifold

Fifteen prototype YF-28s were constructed from 1994 to 1996 and put through rigorous testing. Ten were single-seat variants and five were two-seat variants. The two-seat variants were used primarily for naval testing. The JMF was in direct competition with the F-18 Super Hornet to replace the F-18 Hornet and the A-7 Corsair II on aircraft carriers. The Corsair II had already been replaced with the air force by the Falcon but several A-7E Corsair IIs still flew with the navy into the early 2000s.

In addition, the Viper mounts two AN/ALE-58 high-capacity dispensers on stations 1 and 13. These high-capacity dispensers can hold up to 160 chaff or flare cartridges; however, they are typically loaded with chaff so that the under-fuselage dispensers can be loaded with flares. All told, a Block 15 Viper will normally carry 320 cartridges in its AN/ALE-58 dispensers, 180 chaff cartridges in its pylon dispensers, and 120 medium or 240 small flare cartridges in its AN/ALE-47 dispensers. The F-28 Viper is, in its basic configuration, able to act as a chaff bomber, laying out long corridors of chaff to confuse enemy radars and missiles, maximizing its ability to carry as many as 740 chaff cartridges without external pods. For pods, the Viper can carry the AN/ALE-37A Chaff Pod, the AN/ALE-41 Chaff Pod, or the AN/ALE-43 Chaff Pod, of which seven of each can be carried. The AN/ALE-37A weighs 277 lb (126 kg) and it can carry up to two, 120-round payload modules for a total of 240 rounds of chaff, flares, or decoys. The AN/ALE-41 weighs 360 lb (163 kg) and the AN/ALE-43 weighs 626 lb (284 kg) and both utilize rolls of chaff to create long corridors.

The Viper is - first and foremost - a combat aircraft and no combat aircraft would be complete without its weaponry. Across its thirteen hardpoints, the Viper can carry up to 23,000 lb (10,410 kg) of ordnance in addition to its internal cannon. These hardpoints are mounted centerline, along the fuselage, at the chin, and across the wings and wingtips.

The British military originally expressed interest in procuring the Viper multi-role in 2006, following a conclusion of a series of controversial politically-led military reforms that stretched from 2001 till 2005; between this period, a number of reforms were suggested, some adopted, but the definitive report was the 2005 White Paper which suggested critical inventory replacement for the Fleet Air Arm, whose Mercury FGR.2's had over their short operational span (1991 FOC) as being notoriously unreliable, particularly based on after-action reports from the British Intervention in Egypt where a series of accidents or equipment failures plagued the expeditionary forces there. Domestic replacements were considered, particularly the OMA-funded Dassault Rafale, but procurement costs and a political bribe scandal that broke in 2004 ended all serious review there. Following the initial successes of the Layartebian Vipers, British government officials made approaches to procure there own, with an official purchase accord being finalized in 2008, funded in full by Parliament the following session and the Imperial military taking initial deliveries of Block 15 Vipers in 2010, designated Viper FGR.1, the first batch entering with the Fleet Air Arm who received a bulk of the first deliveries, while the Imperial Air Force received the next series. Full operational capacity was reached in 2012, and as of 2020 there are approximately xxx Vipers in service across the Imperial Air Force (E2)

Gasket kit, Front cover (Includes cover gasket, water pump gasket, mechenical fuel pump block off plate gasket. This kit will also fit Buick 3.0L FWD V6)

The Alabama facility produced eight in FY04, twenty-four in FY05, forty-eight in FY06, ninety-six in FY07, and one hundred and ninety-two thereon from FY08. Also coming online in FY04 was the Caracas Aircraft Assembly Plant outside of Caracas, Venezuela. Its production numbers matched those of the Alabama facility - as they were identical facilities - and both facilities produced 2,480 F-28 Vipers each (as of FY19).

Measure on a piece of masking tape and mark it at 1.45". Apply the tape to the left side of the vibration damper at the TDC timing mark.

The Viper is fully equipped with a glass cockpit meaning that it incorporates a number of multi-function displays. These allow the pilots to choose from any number of displays allowing for robust aircraft control. The principles of data fusion are highly present in the cockpit, which aims to reduce the workload on the pilot, especially in single-seat aircraft.

With its typical combat load, the Viper has a combat radius of 465 mi (750 km) but with conformal fuel tanks, this can be increased to 685 mi (1,100 km). Its unrefueled, ferry range is 2,860 mi (4,600 km). Its takeoff run at sea-level is 525 meters (1,722 ft) while its landing run is 450 meters (1,475 ft) without a landing chute. This can be decreased with an add-on, drogue chute. Installation of the braking chute would be done in the base of the tail.

Once we have this info, cylinder #6 and #3 will fire. Remember this is a waste spark system (but I'm sure everyone knows that by now) so #6 will be on compression but #3 on exhaust, whose spark is wasted. It takes very little energy to fire a plug that's not under compression, so it's no big deal.

The perfect place to add a remote oil pressure sensor is the back of block. Remove the passengers side galley plug (must be passengers side) install fitting and run a hard (pre-made) brake line up through a hole that you will have to drill beside the knock sensor. Then put the oil pressure sensor at the rear of engine.

Beyond chaff and flare dispensers, the Viper is also equipped with two decoy systems. On wing stations 3 and 11, the Viper mounts a single AN/ALE-55(V)-2 towed decoy dispenser. Each dispenser holds 3, towed decoys, which are trailed on a long, fiber-optic wire behind the aircraft. The decoy is normally towed significantly behind the aircraft to ensure that the blast radius of a surface-to-air missile is well away from the aircraft. Complementing these are two AN/ALE-57 decoy dispensers, each of which carry 6 decoys with a diameter of 2.16 (55 mm) each. These can include radio-frequency or infrared-frequency jammers or chaff/flare packets. Normally, they carry expendable jammers that are designed to operate for 10 - 20 seconds after they are ejected, providing effective jamming to missiles in their terminal phase. The infrared-frequency jammer is intended to spoof imaging-infrared missiles, which are not spoofed by flares. These are carried on stations 4 and 10. Only certain export customers receive these two decoy dispensers while the chaff and flare dispensers are standard on all Vipers.

Back probe the middle wire of the cam sensor (marked B and normally blue) with a voltmeter. Turn the key ON, but leave the engine OFF.

Climate control systems in the cockpit provide for air conditioning and heating systems and the aircraft's cockpit is equipped with a redundant backup life-support system to counteract potential hypoxia-related issues.

f-28 tomcat

The Viper's two, outer wing hardpoints are rated for only 800 lb (350 kg) per pylon. Here, weight limitations play a heavy role in what the Viper can and cannot carry. Typically, these pylons are used for air-to-air missiles but they can also mount some lighter, air-to-ground missiles and bombs. Multiple and triple ejector racks cannot be carried on these pylons but they are capable of supporting rocket pods.

So, moving the cam sensor within the window where the next rising crank pulse is the #6 cylinder has absolutely NO effect on actual ignition timing. Ignition timing calculations are based off the CRANK sensor, which cannot be adjusted short of modifying the balancer or retapping the crank sensor mounting location!

Mar 29, 2022 — Quantitative fault seal analysis ... Modern quantitative methods of risking fault seal properties have established an empirical relationship ...

In the early 1990s, the Ministry of Defense began a new fighter program dubbed the Joint Multirole Fighter Program or JMF Program. At the time, the British Aerospace EAP, the Mirage 4000, and the Dassault Rafale had all taken to the skies with technological demonstrators. The EAP would eventually become the Typhoon, while the Mirage 4000 was canceled in favor of the Rafale. It was from these aircraft, along with others, that the JMF Program would take its influence.

Stops minor oil leaks in front and rear main bearing seals, head gaskets and timing chain covers. Will not harm engine parts. Starts sealing action immediately.

During the first two years of Viper production, a second and a third production facility were under modification. The Layartebian Defense Corporation converted the Pittsburgh Assembly Facility outside of Pittsburg, Pennsylvania to the Viper in FY02 and the Columbus Aircraft Manufacturing Facility just west of Columbus, Georgia - on the Alabama side of the state line - to the Viper in FY04. The Pittsburg facility produced eight aircraft each in FY02 and FY03, expanding to twenty-eight in FY04, forty-one in FY05, thirty-six in FY06, seventy in FY07, seventy-five in FY08, one hundred in FY09, and one hundred and fifty from FY10 onward. In total, the facility has made 1,866 F-28 Vipers (as of FY19).

The YF-28 was officially dubbed the "Viper" on July 10, 2000 when low-rate initial production was authorized. The first operational squadron of F-28A Vipers would reach initial operational capability on April 1, 2002 with the air force and on January 11, 2004 with the navy.

The Vipers controls are fully HOTAS or Hands on Throttle and Stick, with the flight control stick on the right and the throttle on the left. This is done chiefly to aid in control during high G-force maneuvers but also to provide additional room in front of the pilot, especially with regards to the display screens. Both the pilot and the RIO/WSO sit on ACES II zero-zero ejection seats, reclined to 30° to aid in high G-force maneuvers. The reliability of the ACES II makes it the primary ejection seat in Layartebian aircraft.

25. Exhaust Oxygen (O2) 26. Throttle Position (TPS) 27. Coolant Temperature 28. Camshaft Position 29. Crankshaft Position 30. Mass Air Flow (MAF) 31. Knock Sensor 32. Transmission Park/Neutral (PN) Switch 33. Vehicle Speed Sensor (VSS) 34. MAP Sensor

Top speed for the Viper at sea-level is Mach 1.2 (915 mph; 1,472 km/h; 795 kn). At altitude, the Viper is capable of a top speed of Mach 2.05 (1,355 mph; 2,180 km/h; 1,177 kn). The Viper has a maximum ceiling of 60,000 ft (18,288 m) and its initial rate of climb is 50,000 ft/min (254 m/s). With a minimal air-to-air load - four BVR missiles and two dogfight missiles - the Viper has the ability to super cruise at Mach 1.4 (925 mph; 1,489 km/h; 804 kn).

The following is a list of cars that have the same ecm as the '86-87 GN's and T-Types. They are suppose to be direct replacements less the prom:

Rotate the sensor counterclockwise. As you rotate the sensor, the voltage will drop to 0". Secure the hold down bolt at this location.

For external hardpoints, the Viper has a single hardpoint centerline, four hardpoints along the fuselage, three hardpoints on each wing, and one hardpoint on each wingtip. Together, they can carry a wide-array of air-to-air and air-to-ground ordnance as well as sensor pods and other, miscellaneous equipment.

Spec is +- 5 degrees so you don't have to be exact. Also, obviously the engine has to be running to do this. Setting the CPS with a scope like this is the most accurate method, although the static method of setting the crank 25 degrees ATDC and twisting the CPS till you're on the borderline where it switches is probably within the 5 degree spec.

This being the case, if you switch wires on the SAME coil (6&3, 1&4, 2&5) it won't make a bit of difference to the car - the plug that was "backward" firing before will now be "normal" and vice versa.

F 28cockpit

Do note that if bearings go bad at one wheel, replacing the bearings at the other wheel on the same axle is unnecessary. Don't let someone talk you into work ...

The fifth - and final - production line was opened in Guyana in FY08 just outside of Georgetown. Its production numbers were eight aircraft in FY08, eighteen in FY09, thirty-six in FY10, seventy-two in FY11, and one hundred and forty-four since FY12. In total, this facility has produced 1,286 F-28 Vipers (as of FY19).

enstrom f-28

For basic functionality, the Viper is equipped with a GPS and an inertial navigation system. The aircraft can utilize Instrument Landing System or ILS for landing in poor weather or other conditions. The aircraft has a ground proximity warning system and Link 16 capabilities, which can be expanded to new standards. All aircraft feature these systems but domestic and export aircraft have different advanced systems such as radar and ECM.

Low rate initial production began in July 2000 at the New York Assembly Plant in Utica, New York. This plant produced a total of eight aircraft in FY00, sixteen in FY01, thirty in FY02, fifty in FY03, eighty in FY04, and one hundred and twenty from FY05 onward. Overall, some 1,984 F-28 Vipers have been produced at this facility since its inception (as of FY19).

The canopy of the Viper is coated with a layer of indium tin oxide (ITO), which not only gives the canopy a gold tint but also helps reduce the radar cross section of the aircraft. The canopy itself is made of polycarbonate material and it is designed to flex during bird strikes to ensure survivability.

I say if the car runs, because for ignition timing, all the cam sensor does is tell us which cylinder is #6. After the cam signal goes LOW, (stock spec is 25 deg ATDC of cylinder #1) the next RISING edge of the CRANK pulse will occur exactly 10 deg BTDC of cylinder #6.

At present, a Block 25 variant is under development. The Block 25 variant will focus primarily on the propulsion system of the Viper. Developers are working to a target goal of increasing the aircraft's range by 10% through updates to the engines. There may also be changes to the aircraft's fly-by-wire system with the goal of reducing weight via fiber-optic cables. The earliest availability for the Block 25 variant would be 2022 but it could be as late as 2024. It is not yet determined if export Vipers would receive upgrades to the Block 25 standard.

This ECM Chart is for use with a digital voltmeter to further aid in diagnosis. The voltages you get may vary due to low battery or other reasons, but should be close. The ECM has 2 connectors: 1 24-pin (A&B) and a 32-pin (C&D)

The Viper is capable of mounting several gun pods on its centerline hardpoint. This includes the SUU-16/A, the SUU-23/A, and the GPU-5/A. The SUU-16/A and the SUU-23/A both utilize the M61A1 Vulcan and carry 1,200 rounds of ammunition. The SUU-16/A weighs 1,650 lb (748 kg) and utilizes a ram-air turbine for power, requiring the aircraft to be flying over 300 mph (261 kn; 483 km/h). It has a fixed rate of fire of 6,000 rpm. The SUU-23/A weighs 1,730 lb (785 kg) and it is self-powered, meaning that the minimum speed requirements of the SUU-16/A are removed. It has a fixed rate of fire of 6,000 rpm too. The GPU-5/A pod utilizes the GAU-13/A Gatling gun, a scaled-down derivate of the infamous GAU-8/A Avenger. The GAU-13 has four barrels to the GAU-8's seven but both fire the 30x173mm round. The GPU-5 pod holds 353 rounds and it weighs 1,325 lb (601 kg) empty but 1,854 lb (841 kg) loaded. It has a fixed rate of fire of 2,400 rpm. The GPU-5 pod requires a heavily stressed hardpoint due to recoil and firing effects, which the Viper has.

The ECM controls idle rpm with the IAC (idle air control) valve. The idle rpm is programmed into the PROM. To increase idle rpm the ECM moves the IAC valve out allowing more air to pass by the throttle plate. To decrease rpm it moves the IAC valve in to reduce air past the throttle plate. A scan tool will read the ECM commands to the IAC valve in counts. Higher the counts the more the air is being allowed to pass the throttle plate (higher idle). Lower the counts the less the air is being allowed to pass the throttle plate (lower idle).

1. Electronic Control Module (ECM) 2. Assembly Line Diagnostic Link (ALDL) Connector 3. Service Engine Soon Light 4. ECM +12 Volt Connection 5. ECM Harness Ground 6. Fuse Panel

Install the cam sensor. Cam sensor window will face towards the drivers side of the car. You may have to reposition the notch in the oil pump drive to mate with the cam sensor. Remember the gear drive is a helical cut, you will have to rotate the sensor counterclockwise so it will end up in the desired position. (There is not an exact position for the sensor as timing is determined by the adjusting procedure.)

On the two, innermost wing hardpoints, the Viper can carry up to 4,500 lb (2,050 kg) per hardpoint. These hardpoints represent the most capable of all those onboard the aircraft. These hardpoints can carry both air-to-air and air-to-ground munitions with few limitations. They are also capable of mounting multiple and triple ejector racks for lighter ordnance. These hardpoints can also carry drop tanks and ECM pods. The few things these hardpoints cannot carry include gun pods, infrared-guided dogfight missiles, and sensor pods. They are compatible with the MXU-648 Travel Pod.

F-29

Falling edge of cam signal occurs 25 deg ATDC of #1 cylinder on compression stroke. Make SURE this is occurring on the compression stroke and not the exhaust stroke of #1. If you do set the cam sensor to the exhaust stroke, it will be 180 cam degrees (360 crank degrees) out of sync - the engine will still run but not as well as fuel will be puddling for 1 crank rev.

So, I hope everyone's convinced that adjusting the cam sensor has absolutely no effect on ignition timing, but can only cause a no-start or tremendous backfire & stalling if running. A stretched/slipped timing chain therefore also has no effect on ignition timing.

The Viper has not been used in combat by the Mexican Air Force; however, aircraft have participated in a reconnaissance fashion during the Third Drug War. Experts believe it is only a matter of time before aircraft will be used to strike cartel targets in the further escalating drug conflict.

Vipers in service with the Imperial Layartebian Military are equipped with the AN/APG-91 solid-state, active electronically scanned array (AESA) radar. The radar is composed of 1,600 transmit/receive modules, which provide near-instantaneous beam steering and frequency hopping capabilities. This makes the radar an LPIR radar. The radar has a diameter of 26.38 inches (670 mm) and a weight of 529 lb (240 kg). It has a peak power output of approximately 24 kilowatts but an average pulse significantly less. Each T/R module is 4.4 inches (112 mm) long by 1.18 inches (30 mm) width by 0.47 inches (12 mm) thick. They weigh only 2.82 oz (80 g) each but can handle 15 watts of maximum power.

The F-28A/B Viper achieved initial operating capability (IOC) in April 2002 with the Imperial Layartebian Air Force, the first operator of the Viper. Full operational capability came with the Block 10 design in January 2005. With the current rate of production, the final F-16 Falcon squadrons are expected to be replaced by 2021 with only a handful remaining active presently.

As part of a major arms agreement in June 2010 known as the Havana Cooperative Agreement II, the Mexican government placed an initial purchase order for 80 aircraft, with options for another 70 aircraft. Deliveries began in 2014 and in 2016, the Mexican government modified their order to be 118 aircraft in total, split as 84 single-seat F-28A variants and 34 two-seat F-28B variants. All 118 aircraft were delivered by 2019.

The hold down bolt is either a 14mm or 9/16. I always use a 14mm 1/4 inch drive. I've done it with a 3/8 drive and u-joint, but the CPS itself is kinda in the way as the bolt is kinda tucked under it. In some cars (mine for instance), the CPS distributor shaft is put in in such a way that once the CPS is correctly set, the "ears" that bolt the plastic cover to the unit are directly in the way of the hold down bolt so you can't get a socket wrench on it. In those cases you have to pull the shaft out and reposition it.

Export F-28 Vipers can be sold with three other guns instead. The first is the M61A2 Vulcan cannon, a six-barrel, Gatling gun with 570 rounds. The other two options are the GAU-12/U Equalizer with 250 rounds and the Mauser BK-27 with 300 rounds. There are other cannon options available but they depend on size, weight, power requirements, and ammunition capacities.

The sensor is a hall effect device with a rotating metal ring that is driven from the front of the cam gear via a shaft (like a distributor). This ring passes thru a grooved sensor molded into the sensor cap. The metal ring has a notch or window cut out of it. When the window goes by the sensor, the voltage drops, which tells the ECM where #1 TDC is.

I'm sure there are more reasons to change to the newer ECM, but these are the major reasons, feel free to think up your own too. I have received a lot of e-mail from people wondering if the car will run faster or get better ET's from the conversion. None of this will happen UNLESS it stems directly from the advantages listed above.

The AN/APG-91(V)-1 in the F-28 Viper is capable of both air-to-air and air-to-ground modes. It is capable of tracking 64 aircraft at once, of which 8 can be engaged simultaneously. Air-to-air modes include: range while scan (RWS), track while scan (TWS), single-target track (STT), and dogfight. Because the radar is a synthetic aperture radar, it can provide high-resolution mapping. In air-to-ground modes, the AN/APG-91(V)-1 can engage both stationary and moving targets as well as seaborne targets. The radar also has terrain-following capabilities. The AN/APG-91(V)-1 operates on X band. Export Vipers are equipped with the AN/APG-80 radar instead.

The origin of the F-28 Viper stems from the 1980s when the F-16 Fighting Falcon was introduced to service. Originally planned to be a lightweight fighter for air superiority, the aircraft ballooned into a multirole workhorse for the Imperial Layartebian Air Force. However, the design had some flaws and teething problems with the first variants did not sit well with brass. Wire chafing caused several prominent crashes, killing multiple pilots in the 1980s and though these problems were largely rectified by the 1990s, especially with the F-16C/D variants, the initial troubles left a sore memory of the aircraft. As if these initial problems weren't enough, limitations on range and payload for the Falcon ultimately doomed the nimble, agile fighter in the eyes of the brass.

-VERY IMPORTANT! -MARK ALL WIRES TO THE IGNITION MODULE CONNECTOR WITH TAPE. Cut the wires on the harness outside metri-pack connector and splice the harness back together with shrink-butt crimp connectors. Soldering and heat shrink would also work.....BE CAREFUL! The harness wire length doesn't leave you much room for error.

While all variants of the Viper come equipped with arrestor hooks, it is only the carrier-capable variants that have a reinforced undercarriage system, which is needed because of the high impacts of carrier landings and the stresses of catapult launches. These variants are also equipped with an automated landing system, which means that the aircraft could land itself without input from the pilot. Carrier-capable aircraft also have folding wingtips to reduce storage requirements in the confines of carrier decks. The downside to this is the increase in empty weight for carrier-capable aircraft.

Note: Occasionally a TPS will need the moon shaped grooves honed out a bit with a rat tail file to get enough adjustment, but normally the trick of moving the sensor as far forward as possible gives enough adjustment. Also, be very careful around the little roll pin that rests on the throttle lever, since it can bend or break.

The Viper's design includes not only a delta wing but also active clouse-coupled canards to maximize maneuverability and enhance low-speed, low-altitude performance. Thanks to those canards, the landing speed of the Viper is around 115 knots (132 mph or 213 km/h), which is especially useful for carrier landings. Coupled with its thrust-vectoring engines, the Viper is capable of aggressive maneuvers, even at low-speed.

Lastly, beyond the fuel supply that the Viper carries with it at takeoff, it is capable of aerial refueling or air-to-air refueling (AAR). The Viper is equipped for probe-and-drogue refueling with a fueling receptacle mounted in its nose on the starboard side. An initial plan to have the Viper supplied solely by boom-refueling was rejected in the final design phase to ensure compatibility across all services and foreign customers; however, designers claim that the ability to retrofit the aircraft for boom-refueling exists with only minimal design changes to the fighter.

The first F-28C/D Vipers achieved initial operating capability (IOC) in January 2004 with the Imperial Layartebian Navy. These were Block 5 variants and full operational capability was achieved in 2006 when Block 10 Vipers became available to the navy. The first squadrons to convert were A-7E Corsair II squadrons followed by those with the F-18 Hornet (known as the Legacy Hornet informally). By 2012, all of these aircraft had been replaced and all F-18 Super Hornet squadrons were replaced by 2018.

All told, the Viper can carry an impressive loadout of eighteen air-to-air missiles utilizing all of its fuselage, wing, and wingtip hardpoints. On a ground-attack sortie, the Viper will normally carry three medium-range missiles on its fuselage and two to four short-range missiles on its outer wing and/or wingtip hardpoints. Perhaps its most impressive war load however is the "Assault Breaker" concept. This concept is for high-intensity warfare and sees the Viper flying a CAS mission in support of armored advances. In this configuration, the Viper will mount Brimstone racks on all available hardpoints in addition to two air-to-air missiles on its wingtips. It will then be able to carry up to thirty-three Brimstone missiles with which to use against hostile armor. To make matters worse - for the enemy - the Brimstone is capable of salvo firing and the Viper can fire up to twenty-four missiles at once against twenty-four different targets. There are few militaries in the world capable of withstanding such an onslaught from one, let alone a squadron of Vipers in an "Assault Breaker" flight mode. However, despite this maximum configuration, a more likely loadout would be three external fuel tanks, eight Brimstone racks with twenty-four missiles on its four fuselage and four center and outer wing hardpoints, and two wingtip-mounted air-to-air missiles.

The following article describes how I updated my wiring harness and ECM to the newer '86-87 ECM. This update has several advantages over the original ECM such as:

11. Fuel Injectors (6) 12. Idle Air Control (IAC) Motor 13. Fuel Pump Relay 14. Transmission Converter Clutch (TCC) Connector 15. Computer Controlled Coil (C3I) Ignition 16. Electronic Spark Control (ESC) Module 17. Exhaust Gas Recirculation (EGR) Vacuum Solenoid 18. Air Conditioning Compressor Relay 19. Fuel Vapor Canister Solenoid 20. Wastegate Control Solenoid

Feeding these enormously powerful engines is an internal fuel supply of 12,650 lb (5,740 kg). This equals approximately 1,885 gal (7,135 l) of JP-8 fuel, which weighs approximately 6.71 lb per gallon or (0.8 kg per liter). Externally, the Viper can carry three drop tanks on its centerline and innermost wing pylons. On the centerline pylon, the Viper can carry any fuel tank between 300 gal (1,135 L) and 330 gal (1,250 L). On its innermost wing pylons, the Viper can carry any fuel tank between 300 gal (1,135 L) and 600 gal (2,271 L). A typical loadout is a single, 300-gal (1,135-L) tank on the centerline and two 370-gal (1,400 L) tanks on the innermost wing pylons. For additional fuel capacity above and beyond these external tanks, the Viper can mount two, conformal fuel tanks. Each of these CFTs can carry an additional 450 gal (1,703 L) of fuel with limited aerodynamic penalties. In a full, ferry configuration, the Viper can carry more fuel externally than it can internally. With both CFTs and three external tanks, the Viper can augment its internal fuel by 2,400 gal (9,085 L).

I think that's it. Sorry, didn't mean to write a book. Isn't this info in the FAQ list or something? If not it needs to be. Too much misinformation out there. I should copyright this and charge! Now that it's posted on the list, everyone will be an expert on this and can claim "Oh yeah, I knew that stuff 10 years ago!" Yeah, right. But that's what this list is for, to educate Buick owners and admirers about their cars, so that they don't get ripped off by mechanics and such, right Scott?

The bottom of the intake shows some of the flow path. Air enters the intake flows to the front of the intake and turns back and is distributed to the intake runners.

The airframe, largely made out of lightweight composites, has an estimated lifespan of 8,000 hours and it can withstand -4g to +11g; however, maneuvers over +10.5g will deform and damage the wings, requiring replacement. A G-limiter onboard the aircraft prevents maneuvers in excess of +9g, primarily to prevent G-LOC or G-force induced loss of consciousness. Because G-LOC at low altitude is almost always fatal, the Viper is equipped with an auto-GCAS system that prevents a ground collision. The auto-GCAS system automatically corrects for diving maneuvers and automatically returns the aircraft to level or climbing flight to prevent collisions with the ground. This system was credited with preventing two crashes during the prototype and evaluation phase of the aircraft's development.

So what happens when you move the cam sensor beyond that window and the next crank pulse is either #1 or #5 (depending on the direction you moved it) and not #6? You guessed it, the #6/3 coil will still fire, but the #6 won't be anywhere near TDC and the engine will either kick back or just not run. Regardless, if you get the cam sensor out of adjustment enough to affect ignition timing, it'll simply be out of sync so much the car won't run. That's why if the car is actually running, you can bet the ignition timing is dead on.

The Layartebian Defense Corporation F-28 Viper is a twin-engine supersonic multirole fighter aircraft originally designed for the Imperial Layartebian Military. More Vipers have been produced than any other supersonic, Layartebian, jet fighter. The Viper is an all-weather, 4.5 generation aircraft similar to the Dassault Rafale and the Eurofighter Typhoon.

NOTES: This procedure is easier if all sensors are disconnected. There are several sensors in the area and removing the wiring harnesses make your job easier. The intercooler does not have to be removed but removal of it and your serpentine belt will make rotating the engine easier. You must also remove the up pipe and intake hose between the MASS air sensor and the turbo.

This means that the falling edge of the cam signal should occur 35 degrees after the rising edge of the crank signal. Remember that half a period (rising to falling edge or vice versa) of the crank signal is 60 crank degrees, so use it as a ref to measure the 35 degrees.

This is where any performance gain/losses will occur. MAYBE advancing the cam sensor a bit might help a big cam engine that opens the intake sooner, I don't know. It definitely affects idle quality having the cam sensor out of adjustment. In my opinion I can't see how advancing the cam will help as you're practically in a batch fire mode at WOT where the injector is on practically the whole time. I can't see how a few msec sooner is going to have a great effect. SFI has it's greatest effect at idle & part throttle, and a misadjusted cam definitely can be felt here. Actually, the fueling can only sync off the crank signal too, with the cam telling it which crank pulse corresponds to which cylinder, so it you're off, you're off by a whole cylinder. It'll be a step function. Within a certain window, you'll be fueling the same cylinder, adjust some more, and you'll step into another one. I can't believe fueling the wrong cylinder can help performance no matter what cam you have.

The F-28 Viper reached initial operating capability (IOC) in June 2014, shortly after the first aircraft had been delivered. The initial squadron of Viper pilots trained in the Empire of Layarteb during the period between the initial purchase and the delivery. Full operational capability was reached in 2016 when the Mexican Air Force had enough Vipers to equip three squadrons. As of 2019, there are six squadrons with F-28 Vipers along with an operational conversion unit of 10 fighters.

It is the avionics of the Viper that truly set it apart from other aircraft in its class. Special attention was paid in the design and the development of the Viper to ensure that the avionics could not only provide enhanced situational awareness on the battlefield but also be compatible with future upgrades. It is for that reason that the avionics are something of a modular design.

What happens if you move the cam sensor while the engine is running? Every two revs, the cam sensor info is checked. If the cam sensor signal is present, it updates and resyncs. If not there, a malf code is set and the previous sync is used. See #9. For ignition, moving the cam sensor within that window where it syncs correctly does nothing. Move it outside that window and you'll backfire like never before, as you'll fire the wrong cylinder at the wrong time. Trust me, I had it happen. My cam sensor lost it's tab for the keyway on the shaft and started moving on it's own. Exploded my mufflers. I wrote a note about 2 months back about that.

To adjust the Throttle Position Sensor to recommended settings of between 0.40-0.46 volts at idle and between 4.5 and 4.8 volts at Wide Open Throttle (WOT). This procedure should be performed after the minimum idle air settings are already made (via the IAC reset procedure).

The LDC-TF-15A engine that powers the Viper measures 208 in (5.28 m) in length with a fan diameter of 46.5 in (1.18 m). Each engine weighs 3,375 lb (1,531 kg). The engine has a dual-spool, axial compressor with three fan and ten, high-pressure, compressor stages. There are also two, high-pressure turbine and two, low-pressure turbine stages. Specific fuel consumption at military thrust is 0.76 lb/(lbf-h) (77.5 kg/(kN-h) and at full afterburner it is 1.94 lb/(lbf-h) (197.8 kg/(kN-h). It has an overall thrust-to-weight ratio of 7.7:1 and a bypass ratio of 0.36:1.

320 x 180 x 112 (ID x OD x Bore). Loading. Pack OF : 1.

Type 1 Module is available from GM PartsDirect.com, P/N 24503624 for $154.06. Coil Pack is available at Summit P/N ACC-140016 for $85.95

F 28aircraft

Production to the Block 5 variant began in FY02 and continued into FY04 where a total of 144 aircraft were produced. The Block 5 variant upgraded the aircraft's air-to-air capabilities to include the SARH-guided AIM-7 Sparrow and the radar-guided AIM-120 AMRAAM, giving the Viper almost full air-to-air capabilities.

2X Front Wheel Hub & Bearing Assembly For Chevrolet Impala Pontiac Grand Prix ... Wheel Bearing Kit · Heavy Duty Wheel Bearing · Auto Parts Wheel Bearing · Rear ...

What happens if you unplug the cam sensor while the engine is running? Nothing. A malf code will set, but as long as you don't kill the engine it'll keep running perfectly (assuming the crank sensor is good.) Once you kill it though, it won't start again.

This brings up some more points. (Might as well be thorough) What happens if you set the cam sensor 180 degrees out? For ignition, nothing. The plug that was supposed to be on compression will now be on exhaust, and vice versa. The car doesn't care! Ignition will be perfect. Fueling, on the other hand, is a different story. More on that later.

f-28 sap

In FY07, production switched to the Block 15 variant and continued through FY13 with 8,949 aircraft produced (as of 2019). This became the penultimate Viper and exports began in FY08 to Tier I and Tier II allies. The Block 15 Viper integrated the newest munitions available such as the MBDA Meteor and various aircraft-launched cruise missiles such as the AGM-158 JASSM and the MBDA Storm Shadow. In addition, the Block 15 introduced the ability to carry standoff jamming pods and the EF-28 production began with the Block 15 variant. In Layartebian service, all Block 1 and 5 Vipers would be upgraded to the Block 15 standard. Block 15 variants are still in production, though chiefly for exports. Exported Block 10 Vipers began receiving Block 15 upgrades beginning in FY09.

To say that the Viper is not well-protected is simply a lie given its ability to carry a large array of countermeasures, decoys, and electronic warfare systems.

The Viper is the most numerous fighter in Layartebian service and it is the most exported Layartebian fighter aircraft of all time. The Viper forms the backbone of several foreign air forces and navies.

Lastly, there are the Viper's two, wingtip hardpoints, each of which are rated for 600 lb (275 kg). These are strictly for air-to-air missiles and they can carry either short-range, dogfight missiles or medium-range missiles such as the AIM-120 AMRAAM or the MBDA Mica. The MBDA Meteor cannot be carried on these hardpoints however.

Note also that the current goes through and fires one plug the "normal" way (center electrode to GND electrode), through the block, and fires the other plug "backwards" (GND electrode to center electrode).

bearing