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Kneeboard T.O. Bms1f 16cm 1cl 1
Kneeboard T.O. Bms1f 16cm 1cl 1
BMS1F-16CM-1CL-1
BMS SERIES
F-16C/D
CCIP
AIRCRAFT
30 NOVEMBER 2022
CHANGE 1 25 FEBRUARY 2023
T.O. BMS1F-16CM-1CL-1
INTRODUCTION
This checklist is a step-by-step guide in
abbreviated form for use as a reference to ensure
accomplishment of selected tasks by a
predetermined sequence procedure. The intent
of this checklist is to eliminate the probability of
omission of a step in the accomplishment of the
intended task.
TABLE OF CONTENTS
Page
NORMAL PROCEDURES ..................... N-1
FAMILIARIZATION PROCEDURES ...... X-1
EMERGENCY PROCEDURES .............. EP-1
AIR REFUELING PROCEDURES ........... AR-1
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
T.O. BMS1F-16CM-1CL-1
SECTION N
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
COCKPIT DESIGNATION CODES ....... N-2
WARNINGS, CAUTIONS, NOTES,
COMMS .......................................... N-3
PREFLIGHT CHECK ............................. N-4
BEFORE STARTING ENGINE ............... N-7
STARTING ENGINE .PW 229 .............. N-8
STARTING ENGINE GE 129 ................ N-10
STARTING ENGINE .PW 220 .............. N-12
STARTING ENGINE .GE 100 ............... N-14
SECTION N
AFTER ENGINE START ......................... N-16
BEFORE TAXI ...................................... N-24 SECTION X
TAXI.................................................... N-24 SECTION EP
BEFORE TAKEOFF ............................... N-25 EP-GROUND
TAKEOFF ROLL TRIM WITH
ASYMMETRIC STORES ..................... N-26 EP-TAKEOFF
TAKEOFF AND LANDING EP-IN-FLIGHT
CROSSWIND LIMITS ........................ N-27 EP-LANDING
CLIMB/IN-FLIGHT/OPERATIONAL
CHECKS .......................................... N-28
SECTION AR
DESCENT/BEFORE LANDING ............. N-28
AFTER LANDING................................. N-28
PRIOR TO ENGINE SHUTDOWN.......... N-29
ENGINE SHUTDOWN .......................... N-29
HOT REFUELING ................................. N-30
QUICK TURNAROUND........................ N-33
SUPPLEMENTAL PROCEDURES ........... N-33
STRANGE FIELD PROCEDURES ........... N-36
EXTERIOR INSPECTION ...................... N-37
AIRCRAFT SERVICING ....................... N-42
TAKEOFF AND LANDING DATA
CARD .............................................. N-43
ENGINE LIMITATIONS .PW 229 .......... N-44
ENGINE LIMITATIONS .GE 129 ........... N-46
ENGINE LIMITATIONS PW 220 .......... N-48
ENGINE LIMITATIONS GE 100 ........... N-50
N-1
T.O. BMS1F-16CM-1CL-1
AIRCRAFT, COCKPIT
SOFTWARE
.FALCON BMS.
N-2
T.O. BMS1F-16CM-1CL-1
N-3
T.O. BMS1F-16CM-1CL-1
PREFLIGHT CHECK
EXTERIOR INSPECTION
Refer to figure N-3, page N-37.
COCKPIT ACCESS
N-4
T.O. BMS1F-16CM-1CL-1
SECTION N
Page intentionally blank SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
N-5
T.O. BMS1F-16CM-1CL-1
SECTION X
FAMILIARIZATION PROCEDURES
TABLE OF CONTENTS
X-1
T.O. BMS1F-16CM-1CL-1
Left Console
(Cont)
X-2
T.O. BMS1F-16CM-1CL-1
(Cont)
X-3
T.O. BMS1F-16CM-1CL-1
Instrument Panel
X-4
T.O. BMS1F-16CM-1CL-1
Right Console
X-5
T.O. BMS1F-16CM-1CL-1
N-6
T.O. BMS1F-16CM-1CL-1
N-7
T.O. BMS1F-16CM-1CL-1
N-9
T.O. BMS1F-16CM-1CL-1
N-11
T.O. BMS1F-16CM-1CL-1
N-13
T.O. BMS1F-16CM-1CL-1
N-15
T.O. BMS1F-16CM-1CL-1
N-16
T.O. BMS1F-16CM-1CL-1
.SEC CHECK.
(Cont)
N-18
T.O. BMS1F-16CM-1CL-1
n. Brakes - Release.
o. EXT LIGHTING POSITION -
STEADY.
p. * OXYGEN - As desired.
.HYDRAZINE WARNING.
COCKPIT CREW: In case of EPU Check fail, or
Hydrazine activation, depletion, or suspected
leak during the test, Pilot:
Retain EXT LIGHTING - FLASH.
Activate LANDING LIGHT - ON.
Hand-signals to alert Crew Chief stay away.
Follow emergency procedures for ground
activated EPU. SECTION N
SECTION X
.HYDRAZINE .WARNING.
GROUND CREW: In case of Hydrazine activation, SECTION EP
depletion, or suspected leak during the test, EP-GROUND
Crew Chief: EP-TAKEOFF
Quickly move away opposite of wind EP-IN-FLIGHT
direction.
EP-LANDING
Notify Pilot by hand-signals.
Follow emergency procedures for ground
SECTION AR
activated EPU.
(Cont)
N-19
T.O. BMS1F-16CM-1CL-1
9. INS-Align.
10. SNSR PWR panel:
a. LEFT HDPT switch - As required
(ON if HDPT 5L / NVP loaded).
b. RIGHT HDPT switch - As required
(ON if HDPT 5R / TGP loaded).
(Cont)
N-20
T.O. BMS1F-16CM-1CL-1
(Cont)
N-21
T.O. BMS1F-16CM-1CL-1
MPO CHECK
35. *MPO CHECK
36. * D FLCS override - Check.
37. * D Stick Control - Check.
38. Operate controls. All surfaces respond
normally; no FLCS lights on.
39. STICK CONTROL switch - As briefed.
40. DR ASIU panel - As desired.
AR CHECK
41. *AR system (if required) - Check.
(Cont)
N-22
T.O. BMS1F-16CM-1CL-1
BRAKES CHECK
42. Brakes - Check both channels; then return to
CHAN 1.
ANTI-ICE CHECK
43. Anti-ice – Check
a. ENGINE - OFF
b. Verify: FTIT decr. >= 10deg
c. ENGINE – AUTO
END
N-23
T.O. BMS1F-16CM-1CL-1
BEFORE TAXI
1. Canopy – Close and lock.
2. HAVE QUICK radio - Set and check
(if required).
3. *Altimeter and altitude indications -
Set and check.
4. Exterior lights - As required.
5. INS knob - NAV
6. Chocks (ground crew) - Remove.
TAXI SECTION N
SECTION X
1. *Brakes and NWS - Check.
SECTION EP
2. *Heading - Check.
3. *Flight instruments - Check for proper EP-GROUND
operation. EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
N-24
T.O. BMS1F-16CM-1CL-1
BEFORE TAKEOFF
N-25
T.O. BMS1F-16CM-1CL-1
CONFIGURATION:
- LEF'S SCHEDULED DEGREES
- TEF'S AT 20 DEGRESS
NOTES:
• INCREASE TAKEOFF SPEED 2 KTS FOR EACH DOT OF
ROLL TRIM APPLIED TO COMPENSATE FOR
REDUCED LIFT. TAKEOFF DISTANCE INCREASES
PROPORTIONATELY TO THE SPEED INCREASE.
• IT IS POSSIBLE TO EXCEED THE LATERAL TRIM
AUTHORITY OF THE AIRCRAFT FOR ONSPEED
SECTION N
TAKEOFF WITH A NET ASYMMETRIC (ROLLING)
MOMENT LESS THAN AIRCRAFT TAKEOFF LIMITS. SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
N-26
T.O. BMS1F-16CM-1CL-1
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
N-27
T.O. BMS1F-16CM-1CL-1
CLIMB/IN-FLIGHT/OPERATIONAL
CHECKS
1. Fuel - Check quantity/transfer/balance.
2. FUEL QTY SEL knob - NORM.
3. Oxygen system - Check.
4. Cockpit pressurization - Check.
5. Engine instruments - Check.
6. HYD PRESS A & B - Check.
DESCENT/BEFORE LANDING
1. Fuel - Check quantity/transfer/balance.
2. Final approach airspeed - Compute.
3. DEFOG lever/cockpit heat - As required. SECTION N
4. Landing light - On. SECTION X
5. *Altimeter and altitude indications - SECTION EP
Check altimeter setting, ELECT versus
EP-GROUND
PNEU mode altimeter readings, and ELECT
mode altitude versus altitude displayed in EP-TAKEOFF
HUD. EP-IN-FLIGHT
6. *Attitude references - Check EP-LANDING
ADI/HUD/SAI. SECTION AR
7. ANTI ICE switch - As required.
8. TGP - Stow.
AFTER LANDING
1. PROBE HEAT switch - OFF.
2. ECM power - Off.
3. Speedbrakes - Close.
4. *Ejection safety lever - Safe (up).
5. IFF MASTER knob - STBY.
6. IFF M-4 CODE switch - HOLD.
(Cont)
N-28
T.O. BMS1F-16CM-1CL-1
SCRAMBLE
1. EXTERIOR INSPECTION.
2. BEFORE ENTERING COCKPIT.
3. COCKPIT INTERIOR CHECK.
4. BEFORE STARTING ENGINE.
5. STARTING ENGINE.
6. AFTER ENGINE START (include EPU check if
EPU safety pin was installed since last EPU
check, but do not remove MLG ground
safety pins).
7. Aircraft cocked for scramble - Per local SECTION N
policies and directives. SECTION X
SECTION EP
AIRCRAFT ON QUICK RESPONSE STATUS EP-GROUND
EP-TAKEOFF
If the above actions were not completed prior to
scramble, normal preflight procedures should be EP-IN-FLIGHT
used. EP-LANDING
1. FLCS power - Check. SECTION AR
2. MAIN PWR switch - MAIN PWR.
3. Engine - Start.
4. Canopy - Close and lock.
5. Instruments - Check.
6. OXYGEN system - Don oxygen mask and set
OXYGEN diluter lever to 100% for
approximately 15 minutes.
7. EPU GEN and EPU PMG lights - Confirm off.
8. EPU - Check (if EPU safety pin was installed
since last EPU check).
9. SNSR PWR switches - As required.
10. AVIONICS POWER switches
As required.
11. EGI knob - STOR HDG.
(Cont)
N-30
T.O. BMS1F-16CM-1CL-1
HOT REFUELING
SECTION N
PRIOR TO HOT PIT ENTRY
SECTION X
1. AFTER LANDING checks - Complete. SECTION EP
2. AIR REFUEL switch - OPEN; RDY light on. EP-GROUND
3. RF switch - SILENT. EP-TAKEOFF
4. *GND JETT ENABLE switch - OFF. EP-IN-FLIGHT
EP-LANDING
PRIOR TO HOT PIT ENTRY SECTION AR
Perform the following actions prior to refueling:
N-31
T.O. BMS1F-16CM-1CL-1
(Cont)
N-32
T.O. BMS1F-16CM-1CL-1
QUICK TURNAROUND
PRIOR TO ENGINE SHUTDOWN
SUPPLEMENTAL PROCEDURES
SECTION N
NORMAL GYROCOMPASS ALIGNMENT
SECTION X
1. EGI knob - NORM. SECTION EP
2. ICP/DED - Enter correct data EP-GROUND
(LAT, LNG, and SALT).
EP-TAKEOFF
3. Alignment status - Check.
a. ADI - OFF and AUX flags retracted. EP-IN-FLIGHT
b. HSI - Check magnetic heading, DME, EP-LANDING
bearing pointer, and CDI deflections. SECTION AR
c. HUD - Check display of pitch, roll, and
digital data.
d. DED/HUD - Check alignment status.
Verify that the steady RDY/ALIGN display
changes to a flashing display and alignment
status is 0.8.
4. Alignment incomplete - Auto-Nav entered
by Taxiing any time after steady RDY/ALIGN
display appears (EGI knob still in NORM).
5. Alignment complete - NAV after flashing
RDY/ALIGN appears (if desired).
6. Before takeoff - EGI knob to NAV.
(Cont)
N-33
T.O. BMS1F-16CM-1CL-1
(Cont)
N-34
T.O. BMS1F-16CM-1CL-1
JHMCS ALIGNMENT
N-35
T.O. BMS1F-16CM-1CL-1
EXTERIOR INSPECTION
AIRCRAFT SERVICING
Refer to figure N-4, page N-42.
SECTION N
ENGINE LIMITATIONS
SECTION X
PW 229 Refer to page N-44. SECTION EP
EP-GROUND
GE 129 Refer to page N-46.
EP-TAKEOFF
PW 220 Refer to page N-48. EP-IN-FLIGHT
GE 100 Refer to page N-50. EP-LANDING
SECTION AR
N-36
T.O. BMS1F-16CM-1CL-1
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
Figure N-3. (Sheet 1)
SECTION AR
(Cont)
N-37
T.O. BMS1F-16CM-1CL-1
NOSE - A
1. FORWARD FUSELAGE:
A. EXTERNAL CANOPY JETTISON D-
HANDLES (2) - ACCESS DOORS
CLOSED.
B. PITOT-STATIC PROBES (2) - COVERS
REMOVED.
C. AOA PROBES (2) - COVERS REMOVED;
SLOTS CLEAR; FREEDOM OF
MOVEMENT CHECKED; ALIGNMENT
CHECKED (ROTATE PROBES FULLY
TOWARD FRONT OF AIRCRAFT (CCW
ON THE LEFT; CW ON THE RIGHT) AND
VERIFY BOTTOM SLOTS SLIGHTLY AFT
OF 6 O'CLOCK AND TOP SLOTS SECTION N
FORWARD); SET IN NEUTRAL
POSITION
SECTION X
(BOTTOM SLOT AT 4 O'CLOCK ON THE SECTION EP
RIGHT SIDE AND 8 O'CLOCK ON THE EP-GROUND
LEFT SIDE). EP-TAKEOFF
D. STATIC PORTS (2) - CONDITION. EP-IN-FLIGHT
E. RADOME - SECURE.
F. ENGINE INLET DUCT - CLEAR. EP-LANDING
G. PODS AND PYLONS - SECURE. SECTION AR
H. EPU ACTIVATED INDICATOR - CHECK.
I. ECS RAM INLET DUCTS - CLEAR.
1. RIGHT MLG:
A. TIRE, WHEEL, AND STRUT -
CONDITION.
B. LG SAFETY PIN - INSTALLED.
C. DRAG BRACE AND OVERCENTER LOCK,
BOLTS, NUTS AND COTTER KEYS -
CHECK SECURITY.
D. UPLOCK ROLLER - CHECK.
E. DOOR AND LINGAGE - SECURE.
(Cont)
N-38
T.O. BMS1F-16CM-1CL-1
2. RIGHT WING:
A. HYDRAZINE LEAK DETECTOR - CHECK.
B. EPU NITROGEN BOTTLE - CHARGED
C. EPU OIL LEVEL - CHECK.
D. HYD SYS A QTY AND ACCUMULATOR -
CHECK.
E. GUN-RNDS COUNTER AND RNDS LIMIT -
SET.
F. EPU EXHAUST PORT - CONDITION.
G. LEF - CONDITION.
H. STORES AND PYLONS - SECURE.
I. NAV AND FORM LIGHTS - CONDITION.
J. FLAPERON - CONDITION.
(Cont)
N-39
T.O. BMS1F-16CM-1CL-1
1. LEFT WING:
A. FLAPERON - CONDITION.
B. NAV AND FORM LIGHTS - CONDITION.
C. STORES AND PYLONS - SECURE.
D. LEF - CONDITION.
E. FUEL VENT OUTLET - CLEAR.
F. HYD SYS B QTY AND ACCUMULATOR -
CHECK.
2. LEFT MLG:
A. TIRE, WHEEL, AND STRUT - CONDITION.
B. LG SAFETY PIN - INSTALLED.
C. DRAG BRACE AND OVERCENTER LOCK, SECTION N
BOLTS, NUTS AND COTTER KEYS - CHECK SECTION X
SECURITY. SECTION EP
D. UPLOCK ROLLER - CHECK. EP-GROUND
E. DOOR AND LINGAGE - SECURE.
F. LG PIN CONTAINER - CHECK CONDITION.
EP-TAKEOFF
EP-IN-FLIGHT
3. FUSELAGE: EP-LANDING
A. GUN PORT - CONDITION.
SECTION AR
B. IFF - CHECK.
C. AVTR/DVR - CHECK.
D. DOOR 2317, ENGINE AND EMS GO-NO-GO
INDICATORS - CHECK.
4. UNDERSIDE:
A. NLG TIRE, WHEEL, AND STRUT -
CONDITION.
B. NLG PIN - VERIFIED REMOVED.
C. NLG TORQUE ARMS - CONNECTED, PIN
SECURE, AND SAFETIED.
D. NLG DOOR AND LINGAGE - SECURE.
E. LANDING AND TAXI LIGHTS - CONDITION.
F. LG/HOOK EMERGENCY PNEUMATIC
BOTTLE PRESSURE - WITHIN
PLACARD LIMITS.
N-40
T.O. BMS1F-16CM-1CL-1
Pneumatic Servicing
TEMPERATURE PRESSURE
°F PSIG
100 and higher 250-3500
50 to 100 2850-3250
10 to 50 2500-2850
-60 to +10 2000-2500
SECTION N
FLCS Accumulators Pneumatic Servicing SECTION X
SECTION EP
TEMPERATURE PRESSURE
EP-GROUND
°F PSIG
100 and higher 1300-1400 EP-TAKEOFF
50 to 100 1200-1300 EP-IN-FLIGHT
10 to 50 1100-1200 EP-LANDING
-60 to +10 950-1100 SECTION AR
Figure N-41B. EPU Nitrogen & Alternate LG/Hook Bottles
N-41
T.O. BMS1F-16CM-1CL-1
AIRCRAFT SERVICING
SERVICING DIAGRAM
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
Figure N-4.
N-42
T.O. BMS1F-16CM-1CL-1
N-43
T.O. BMS1F-16CM-1CL-1
GROUND
CONDITION FTIT RPM OIL REMARKS
°C % PSI
START 800 -- -- During cold start,
oil pressure may
be 100 psi for up
to 1 minute
IDLE 625 65-77 15 Maximum FTIT in
(min) SEC is 650°C
MIL/AB 1070 97 30-95 At MIL and above,
oil pressure must
increase 15 psi
minimum above
IDLE oil pressure. SECTION N
Use transient rpm SECTION X
limit for takeoff
TRANSIENT 1090 98 30-95 Time above 1070°
SECTION EP
is limited to 10 EP-GROUND
seconds
EP-TAKEOFF
FLUCTUA- ±1 ±1 ±5 Must remain
TION IDLE within Steady- EP-IN-FLIGHT
state limits. In- EP-LANDING
phase
fluctuations of SECTION AR
more than one
instrument or
fluctuations
accompanied by
thrust above IDLE
surges indicate
engine control
problems. Nozzle
fluctuations
limited to ±2% at
and above MIL.
Fluctuations not
permitted below
MIL
N-44
T.O. BMS1F-16CM-1CL-1
IN FLIGHT
CONDITION FTIT RPM OIL REMARKS
°C % PSI
AIRSTART 870 -- -- --
IDLE -- -- 15 --
(min)
MIL/AB 1070 97 30-95 Oil pressure
must in-
crease as rpm
increases. Use
transient rpm
limit
with LG handle SECTION N
DN and for 3
minutes after LG SECTION X
handle is placed SECTION EP
UP
TRANSIENT 1090 98 30-95 Time above
EP-GROUND
1070° is EP-TAKEOFF
limited to 10 EP-IN-FLIGHT
seconds
FLUCTUA- ±10 ±1 ±5 Same as ground EP-LANDING
TION IDLE operation. Zero SECTION AR
oil pressure is
allowable for
±10 periods up
above above
IDLE to 1 minute
during flight at
less than +1g
N-45
T.O. BMS1F-16CM-1CL-1
GROUND
CONDITION FTIT RPM OIL REMARKS
°C % PSI
START 800 -- -- During cold start,
oil pressure may
be 100 psi for up
to 1 minute
IDLE 625 65-77 15 Maximum FTIT in
(min) SEC is 650°C
MIL/AB 1070 97 30-95 At MIL and above,
oil pressure must
increase 15 psi
minimum above
IDLE oil pressure. SECTION N
Use transient rpm SECTION X
limit for takeoff
TRANSIENT 1090 98 30-95 Time above 1070°
SECTION EP
is limited to 10 EP-GROUND
seconds
EP-TAKEOFF
FLUCTUA- ±1 ±1 ±5 Must remain
TION IDLE within Steady- EP-IN-FLIGHT
state limits. In- EP-LANDING
phase
fluctuations of SECTION AR
more than one
instrument or
fluctuations
accompanied by
thrust above IDLE
surges indicate
engine control
problems. Nozzle
fluctuations
limited to ±2% at
and above MIL.
Fluctuations not
permitted below
MIL
N-46
T.O. BMS1F-16CM-1CL-1
IN FLIGHT
CONDITION FTIT RPM OIL REMARKS
°C % PSI
AIRSTART 870 -- -- --
IDLE -- -- 15 --
(min)
MIL/AB 1070 97 30-95 Oil pressure
must in-
crease as rpm
increases. Use
transient rpm
limit
with LG handle SECTION N
DN and for 3
minutes after LG SECTION X
handle is placed SECTION EP
UP
TRANSIENT 1090 98 30-95 Time above EP-GROUND
1070° is EP-TAKEOFF
limited to 10
seconds EP-IN-FLIGHT
FLUCTUA- ±10 ±1 ±5 Same as ground EP-LANDING
TION IDLE operation. Zero
oil pressure is
SECTION AR
allowable for
±10 periods up
above above
IDLE to 1 minute
during flight at
less than +1g
N-47
T.O. BMS1F-16CM-1CL-1
GROUND
CONDITION FTIT RPM OIL REMARKS
°C % PSI
START 800 -- -- During cold start,
oil pressure may
be 100 psi for up
to 1 minute
IDLE 625 65-77 15 Maximum FTIT in
(min) SEC is 650°C
MIL/AB 1070 97 30-95 At MIL and above,
oil pressure must
increase 15 psi
minimum above SECTION N
IDLE oil pressure.
Use transient rpm SECTION X
limit for takeoff SECTION EP
TRANSIENT 1090 98 30-95 Time above 1070°
is limited to 10 EP-GROUND
seconds EP-TAKEOFF
FLUCTUA- ±1 ±1 ±5 Must remain
TION IDLE within Steady-
EP-IN-FLIGHT
state limits. In- EP-LANDING
phase SECTION AR
fluctuations of
more than one
instrument or
fluctuations
accompanied by
thrust above IDLE
surges indicate
engine control
problems. Nozzle
fluctuations
limited to ±2% at
and above MIL.
Fluctuations not
permitted below
MIL
N-48
T.O. BMS1F-16CM-1CL-1
IN FLIGHT
CONDITION FTIT RPM OIL REMARKS
°C % PSI
AIRSTART 870 -- -- --
IDLE -- -- 15 --
(min)
MIL/AB 1070 97 30-95 Oil pressure
must in-
crease as rpm
increases. Use
transient rpm
limit
with LG handle
DN and for 3 SECTION N
minutes after LG SECTION X
handle is placed
UP SECTION EP
TRANSIENT 1090 98 30-95 Time above EP-GROUND
1070° is
limited to 10
EP-TAKEOFF
seconds EP-IN-FLIGHT
FLUCTUA- ±10 ±1 ±5 Same as ground EP-LANDING
TION IDLE operation. Zero
oil pressure is SECTION AR
allowable for
±10 periods up
above above
IDLE to 1 minute
during flight at
less than +1g
N-49
T.O. BMS1F-16CM-1CL-1
GROUND
CONDITION FTIT RPM OIL REMARKS
°C % PSI
START 650 -- -- During cold start,
oil pressure may
be 100 psi for up
to 1 minute
IDLE 625 65-77 15 Maximum FTIT in
(min) SEC is 650°C
MIL/AB 1070 97 30-95 At MIL and above,
oil pressure must
increase 15 psi
minimum above
IDLE oil pressure. SECTION N
Use transient rpm
limit for takeoff
SECTION X
TRANSIENT 1090 98 30-95 Time above 1070° SECTION EP
is limited to 10
seconds
EP-GROUND
FLUCTUA- ±1 ±1 ±5 Must remain EP-TAKEOFF
TION IDLE within Steady- EP-IN-FLIGHT
state limits. In-
phase EP-LANDING
fluctuations of SECTION AR
more than one
instrument or
fluctuations
accompanied by
thrust above IDLE
surges indicate
engine control
problems. Nozzle
fluctuations
limited to ±2% at
and above MIL.
Fluctuations not
permitted below
MIL
N-50
T.O. BMS1F-16CM-1CL-1
IN FLIGHT
CONDITION FTIT RPM OIL REMARKS
°C % PSI
AIRSTART 870 -- -- --
IDLE -- -- 15 --
(min)
MIL/AB 1070 97 30-95 Oil pressure
must in-
crease as rpm
increases. Use
transient rpm
limit
with LG handle
DN and for 3
minutes after LG
handle is placed
UP
TRANSIENT 1090 98 30-95 Time above
1070° is
limited to 10
seconds
FLUCTUA- ±10 ±1 ±5 Same as ground
TION IDLE operation. Zero
oil pressure is
allowable for
±10 periods up
above above
IDLE to 1 minute
during flight at
less than +1g
N-51
T.O. BMS1F-16CM-1CL-1
SECTION N
Page intentionally blank SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
N-52
T.O. BMS1F-16CM-1CL-1
SECTION EP
EMERGENCY PROCEDURES
INDEX
GROUND EMERGENCIES
Page
ACTIVATED EPU ................................. F-13
ANTISKID MALFUNCTION (GROUND) F-9
BRAKE FAILURE .................................. F-7
ENGINE AUTOACCELERATION
(GROUND) ...................................... C-7
FIRE/OVERHEAT/FUEL LEAK SECTION N
(GROUND) ...................................... C-9 SECTION X
GROUND EGRESS .............................. F-7
SECTION EP
HOT BRAKES ...................................... F-31
HOT START (GROUND) ..................... C-5 EP-GROUND
HUNG START/NO START .................... C-7 EP-TAKEOFF
HYDRAZINE LEAK............................... F-13 EP-IN-FLIGHT
MAIN AND STANDBY GENERATOR EP-LANDING
FAILURE (GROUND) ........................ A-5
SECTION AR
NLG WOW SWITCH FAILURE ............. F-31
NWS FAILURE/HARDOVER ................ F-15
TAKEOFF EMERGENCIES
Page
ABORT ................................................ F-5
AB MALFUNCTION ON TAKEOFF C-13
BLOWN TIRE ON TAKEOFF ................. E-7
ENGINE FAILURE ON TAKEOFF.......... C-11
ENGINE FIRE ...................................... C-15
LG FAILS TO RETRACT ........................ E-7
LG HANDLE WILL NOT RAISE ............. E-5
LOW THRUST ON TAKEOFF OR AT
LOW ALTITUDE (NON AB) .............. C-13
(Cont)
EP-1
T.O. BMS1F-16CM-1CL-1
IN-FLIGHT EMERGENCIES
Page
ABNORMAL OR NO ENGINE
RESPONSE ...................................... C-23
ACTIVATED EPU ................................. F-13
AIR DATA MALFUNCTIONS................ B-9
AIRCRAFT BATTERY FAILURE .............. A-9
AIRSTART PROCEDURES ..................... C-31
AOA MALFUNCTION ......................... B-5
AOA PROBE ICING ............................ B-9
AUTOPILOT MALFUNCTIONS ............. B-17
CADC MALFUNCTION ....................... B-7
CANOPY MALFUNCTIONS ................ F-25
CANOPY DAMAGE/LOSS IN FLIGHT F-25
CANOPY WARNING LIGHT ON ........ F-25 SECTION N
FAILURE OF CANOPY TO SEPARATE F-25 SECTION X
CAUTION LIGHT (INDEX) ................... EP-6
SECTION EP
COCKPIT PRESSURE/TEMPERATURE
MALFUNCTION ............................... F-21 EP-GROUND
DBU ON WARNING LIGHT ................. B-7 EP-TAKEOFF
DUAL HYDRAULIC FAILURE ............... D-17 EP-IN-FLIGHT
EJECTION ........................................... F-23 EP-LANDING
EJECTION (IMMEDIATE)................... F-23
SECTION AR
EJECTION (TIME PERMITTING) ......... F-23
FAILURE OF CANOPY TO SEPARATE F-23
ELECTRICAL POWER CYCLING .......... A-7
ELECTRICAL SYSTEM FAILURES .......... TAB A
EMERGENCY JETTISON ...................... F-27
EMERGENCY POWER DISTRIBUTION . A-19
ENGINE FAULT CAUTION LIGHT ........ C-29
ENGINE FIRE ....................................... C-15
ENGINE MALFUNCTIONS................... TAB C
ENGINE STALL RECOVERY ................. C-21
(Cont)
EP-2
T.O. BMS1F-16CM-1CL-1
Page
(Cont)
EP-3
T.O. BMS1F-16CM-1CL-1
Page
MISCELLANEOUS ............................... TAB F
NOZZLE FAILURE PW220/PW229 ......... C-25
OBOGS MALFUNCTION..................... F-17
OIL SYSTEM MALFUNCTION .............. C-19
OUT-OF-CONTROL RECOVERY ......... B-19
OVERHEAT CAUTION LIGHT .............. C-17
PARTIAL ELECTRICAL POWER LOSS ... A-7
PBG MALFUNCTION .......................... F-21
PILOT FAULT LIST - ENGINE PW 229 ..... EP-7
PILOT FAULT LIST - ENGINE GE 129 ...... EP-9
PILOT FAULT LIST - ENGINE PW 220 ..... EP-11
PILOT FAULT LIST - ENGINE GE 100 ...... EP-13
PILOT FAULT LIST - FLCS ..................... EP-8-11
PILOT FAULT LIST - TF FAIL .................. EP-11 SECTION N
PTO SHAFT FAILURE ............................ D-19 SECTION X
SEC CAUTION LIGHT.......................... C-29 SECTION EP
SELECTIVE JETTISON........................... F-27
EP-GROUND
SERVO MALFUNCTION ...................... B-17
SINGLE GENERATOR FAILURES EP-TAKEOFF
(IN FLIGHT) ..................................... A-11 EP-IN-FLIGHT
SINGLE HYDRAULIC FAILURE ............. D-15 EP-LANDING
SMOKE OR FUMES ............................. F-19 SECTION AR
STALL RECOVERY (ENGINE) .............. C-21
STUCK THROTTLE ................................ C-27
SYSTEM B AND GENERATOR FAILURE
(PTO SHAFT) ................................... D-19
TF FAIL WARNING LIGHT.................... B-21
TRAPPED EXTERNAL FUEL ................... D-9
TRIM MALFUNCTION .......................... B-5
WARNING/CAUTION LIGHTS ............ F-35
WARNING LIGHT (INDEX).................. EP-6
ZERO RPM/ERRONEOUS RPM
INDICATION .................................... C-21
(Cont)
EP-4
T.O. BMS1F-16CM-1CL-1
LANDING EMERGENCIES
Page
ACTIVATED EPU ................................. F-13
ALTERNATE LG EXTENSION ............... E-13
ANTISKID MALFUNCTION (LANDING) F-9
ASYMMETRIC STORES (LANDING) .... F-33
BRAKE FAILURE .................................. F-7
CABLE ARRESTMENT .......................... F-11
CONTROLLABILITY CHECK ................ B-21
EPU MALFUNCTIONS ......................... A-17
FLAMEOUT LANDING ........................ C-33
HOT BRAKES ...................................... F-33
HYDRAZINE LEAK............................... F-15
LANDING WITH A BLOWN TIRE ......... E-9 SECTION N
LANDING WITH A BLOWN MAIN SECTION X
GEAR TIRE ........................................ E-9 SECTION EP
LANDING WITH A BLOWN NOSE
EP-GROUND
GEAR TIRE ........................................ E-9
LANDING WITH LG UNSAFE/UP ........ E-15 EP-TAKEOFF
LG FAILS TO EXTEND/ABNORMAL EP-IN-FLIGHT
INDICATIONS ................................. E-11 EP-LANDING
LG HANDLE WILL NOT LOWER........... E-11 SECTION AR
LG HANDLE WILL NOT RAISE ............. E-5
LG FAILS TO RETRACT ........................ E-7
NET ARRESTMENT ............................... F-11
NLG WOW SWITCH FAILURE ............. F-31
NWS FAILURE/HARDOVER ................ F-15
EP-5
T.O. BMS1F-16CM-1CL-1
EP-6
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUS ACTION/REMARKS
E
ENG A/B FAIL Engine hardware Reduce engine rpm to
and deterioration/de 85% or less, unless
ENG THST LOW -tected required to sustain
performance loss flight. High thrust lev-
els may result in fur-
ther deterioration/per-
formance loss. Land
as soon as possible
ENG A/I TEMP Anti-ice valve Reduce throttle setting
failedopen to midrange unless
and/or bleed air required to sustain
temperature flight. Operating the
greater than engine above
850F midrange with anti-ice SECTION N
system failed on may SECTION X
result in engine stall.
Position the engine SECTION EP
ANTI ICE sw to OFF,
conditions permitting.
EP-GROUND
Land as soon as prac- EP-TAKEOFF
tical. Avoid areas of
known or suspected EP-IN-FLIGHT
icing conditions EP-LANDING
ENG A/I FAIL Engine anti- Avoid areas of SECTION AR
icevalve knownor suspected
failed in icing conditions
closed
position
ENG MACH FAIL The CADC Supersonic stall
supplied mach protection is inopera-
number to the tive. Do not retard
DEEC is no lon- throttle below MIL
ger available while supersonic. If
CADC caution light is
also on, refer to
CADC MALFUNC-
TION, page B-7
ENG A/B FAIL AB system AB RESET sw — AB RE-
failuredetected SET. Land as soon as
practical if fault does
not clear. AB opera-
tion is partially or fully
inhibited
EP-7
T.O. BMS1F-16CM-1CL-1
EP-8
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-9
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
ENG HYB MODE A PRI fuel flow Supersonic stall
scheduling prob protec-tion is
lem was inoperative. Do not
detected retard throttle
below MIL while
super-sonic. Check
engine response to
throttle movement
when sub- sonic. If
engine responds
normally, land as
soon as practical. If
engine does not
respond normally,
refer to
ABNORMAL EN-
GINE RESPONSE,
page C-23
SECTION N
SECTION X
.NOTE. A short duration fault condition may cause SECTION EP
display of a PFL without illumination of the ENGINE EP-GROUND
FAULT caution light.
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
EP-10
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-11
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-12
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-13
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-14
T.O. BMS1F-16CM-1CL-1
EP-15
T.O. BMS1F-16CM-1CL-1
SECTION N
SECTION X
SECTION EP
EP-GROUND
Page intentionally blank EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
EP-16
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
FLCS ADC FAIL First failure of Refer to AIR DATA
triplex air data MALFUNCTIONS,
inputsignal page B-9
EP-17
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
EP-18
T.O. BMS1F-16CM-1CL-1
CORRECTIVE
FAULT CAUSE ACTION/REMARKS
SECTION N
FLCS MUX BIT detected deg- FLCS reset will not
DEGR radation of FLCC clear fault. Perform SECTION X
a second FLCS BIT.
MUX interface If fault does not SECTION EP
clear and no other
faults are reported, EP-GROUND
thesystem
redundancy is EP-TAKEOFF
adequate for flight.
Notify maintenance EP-IN-FLIGHT
after flight. Fault only
occurs on ground EP-LANDING
SECTION AR
EP-19
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
EP-20
T.O. BMS1F-16CM-1CL-1
GLOSSARY
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
A-1
T.O. BMS1F-16CM-1CL-1
ELEC
SYS Refer to ELEC control panel.
—ACFT BATT—
ACFT BATTERY FAILURE…………A-9
FAIL
HYDRAZN
AIR EPU MALFUNCTIONS….….…. A-17 SECTION N
AND SECTION X
EPU RUN LIGHT SECTION EP
OFF OR FLASHING
EP-GROUND
FLCS PMG EP-TAKEOFF
FLCS PMG FAILURE……….……. A-9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
MAIN GEN
MAIN AND STANDBY
AND GENERATOR FAILURE
(GROUND) …………………A-5
STBY GEN
(IN FLIGHT) ………………..A-15
A-2
T.O. BMS1F-16CM-1CL-1
- ACFT BATT -
HYD/OIL
ELEC FLCS
PRESS SYS FAULT
A-3
T.O. BMS1F-16CM-1CL-1
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
A-4
T.O. BMS1F-16CM-1CL-1
A-5
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
MAIN
NONESS AC BUS NO.1 NONESS AC BUS NO.2
GEN
TWS, HMCS FLOOD Instrument
Seat Adjustment Console Lights
STBY
ESS AC BUS
MIDS* (including TACAN) GEN
Critical items lost: MFD’s (off)
MIDS*, TACAN
EPU
EMER AC BUS NO.1 GEN EMER AC BUS NO.2
AOA Indicator (off) HIS (off flag)
FUEL FLOW (frozen) HYD PRESS (frozen)
VVI (off) OIL Pressure (frozen)
Critical item lost: Critical item lost:
- CADC - ADI, Fuel Quantity
- TACAN, HSI
EMER DC BUS NO.1 EMER AC BUS NO.2
SECTION N
AOA Indexer Autopilot SECTION X
Speedbrakes HUD
VHF Radio SEAT NOT ARMED SECTION EP
COM2 Radio Caution Light
Critical items lost: Critical items lost: EP-GROUND
- LG DOWN - LG UP-DN
Permission Button Command (ALT GEAR
EP-TAKEOFF
(DN LOCK REL
Button required)
extension required)
- ILS
EP-IN-FLIGHT
- LG WHEELS Down Lights EP-LANDING
- EGI (7-10 sec of use)
- TACAN SECTION AR
AIRCRAFT
BATT BUS NO.1 BATTERY BATT BUS NO.1
FTIT (indicates < 200) EPU Fuel (indicates
**Intercom < zero)
RPM (indicates < zero) **SAI (off flag)
UHF Radio
*VHF Radio Critical items lost:
- Parking Brake
Critical items lost: - Hook
- Channel 1 Brakes - LG Warning Light
- LG WHEELS Down Lights (handle)
A-6
T.O. BMS1F-16CM-1CL-1
If cycling occurs:
1. ST STA sw - OFF.
2. Monitor aircraft systems.
3. Land as soon as possible. 1
If power is restored:
A-7
T.O. BMS1F-16CM-1CL-1
A-8
T.O. BMS1F-16CM-1CL-1
3. EPU sw – ON. 5
END
A-8.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
A-8.2
T.O. BMS1F-16CM-1CL-1
1. EPU sw - ON. 2
2. Land as soon as practical.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F-13.
END
A-9
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
A-10
T.O. BMS1F-16CM-1CL-1
A-12
T.O. BMS1F-16CM-1CL-1
2. EPU sw - ON. 5
3. Land as soon as practical.
4. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F-13.
END
A-12.1
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
Main, standby, and EPU generators inoperative:
• Avionics inoperative.
• Uncontrollable cold airflow into the cockpit or
reduced airflow to the cockpit if the water
separator coalescer freezes up.
• ADI AUX warning flag.
• ADI OFF warning flag.
A-12.2
T.O. BMS1F-16CM-1CL-1
A-13
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
A-14
T.O. BMS1F-16CM-1CL-1
After landing:
END
A-14-1
T.O. BMS1F-16CM-1CL-1
MAJOR INOPERATIVE EQUIPMENT:
OTHER INDICATIONS:
OTHER CONSIDERATIONS:
A-14-2
T.O. BMS1F-16CM-1CL-1
END
A-15
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
1 The nonessential dc buses and essential dc bus may lose
power. If so, this results in loss of power to fuel boost and
transfer pumps, CARA, ECM, and FCR and power for normal
weapon arming/release including selective jettison.
2 Only if required to maintain low thrust.
3 The nonessential dc buses and essential dc bus lose power.
This results in loss of power to the 40/42 ASHM, fuel boost
and transfer pumps, CARA, ECM, and FCR and power for
normal weapon arming/release including selective jettison.
• If the affected systems are required for the safe recovery
of the aircraft, consider delaying/terminating EPU
operation until the systems are no longer required.
A-16
T.O. BMS1F-16CM-1CL-1
EPU MALFUNCTIONS
END
A-17
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
A-18
T.O. BMS1F-16CM-1CL-1
BUS ASSIGNMENT
INOPERATIVE NACELLE
SYSTEM NONESS DC
EQUIPMENT NONESS AC
NO. 1 NO. 2 NO. 1 NO. 2
GE 100 / GE 129 X
EMSC
NAV/COMM ****MIDS LVT (including X *
TACAN)
Pumps l, 2, 4 & 5 X *
FUEL GE 100 / GE 129
FUEL/OIL HOT Caution
Light (oil hot signal)
X
SECTION N
AIM–9/–120 *** SECTION X
Stations 3, 5, & 7 – ECM, EO,
STORES MGT
Radar - Guided Weapons
**
SECTION EP
Stations 4 & 6 – EO,
Radar - Guided Weapons
X EP-GROUND
AVIONICS DTU X EP-TAKEOFF
FCR Radar *
GPS X
EP-IN-FLIGHT
Right Inlet Station X EP-LANDING
HMCS X
TWS X X
SECTION AR
LIGHTS Flood Console X
Flood Instrument X
Formation X
Taxi X
OTHER ECM Control *
Halon Heater X
Inlet Strut heater X
INS Heater X
Nacelle Ejector Shutoff X
Seat Adjustment X
Total Tamp Probe Heater X
.NOTE.: Equipment On nonessential ac bus NO. 1 or nonessential ac bus NO. 2 may be
functional with the MAIN GEN light On (bus contactor failure).
A-19
T.O. BMS1F-16CM-1CL-1
A-20
T.O. BMS1F-16CM-1CL-1
BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
ENGINE Engine ANTI ICE Sw X
ENGINE FAULT Caution Light X
Engine Ice Detector X
Fire/Overheat Detect and Test X
HYD PRESS Indicators X
GE100 / GE129 X
Low Energy Ignition Power
NOZ POS Indicator X
OIL Pressure Indicator X
FLIGHT ADI X
SECTION N
INSTRUMENT Altimeter (ELECT) X SECTION X
AOA Indexer X
AOA Indicator X SECTION EP
HIS X EP-GROUND
Turn Needle X
INSTR MODE Sel Sw X EP-TAKEOFF
FUEL
VVI
Automatic Forward Fuel
X
EP-IN-FLIGHT
X
Transfer EP-LANDING
FUEL FLOW Indicator X
FUEL LOW Caution Lights X SECTION AR
FUEL Quantity Indicator X
FLT CONT Autopilot X
DBU ON Warning light
X
(branches A & B)
DBU ON Warning Light
X
(branches C & D)
C DF FLCS FAULT X
Caution Light (branches A & B)
DR FLCS FAULT Caution X
Light (branches C & D)
FLCS RESET Switch
X
(branches A & B)
FLCS RESET Switch
X
(branches C & D)
FLCS Power Source
X
(branches A & B)
FLCS Power Source
X
(branches C & D)
FLCS Warning Light
X
(branches A & B)
A-20.1
T.O. BMS1F-16CM-1CL-1
BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
FLT CONT FLCS Warning Light
X
(cont) (branches C & D)
LEF’s X
Speedbrakes X
Stick Trim X
NAV/COMM IFF X X
ILS X
INS X X
TACAN X X
VHF X SECTION N
STORES
MANAGEMENT
C ALT REL Button X SECTION X
Chaff/Flare Dispensers X
EMER JETT Button* X X SECTION EP
Gun X X
EP-GROUND
MASTER ARM Switch X
MSL STEP Switch X EP-TAKEOFF
NUCLEAR CONSENT Switch
STORES CONFIG Caution
X
EP-IN-FLIGHT
X
Light EP-LANDING
C DF WPN REL Button X
DR WPN REL Button X
SECTION AR
AVIONICS CADC X
CADC Caution Light X
ICP/IKP X
MFD Video Control X
MMC/CTVS X
MMC* X X
Upfront Controls X X
LIGHTS ANTICOLLISION Strobe X
AR (flood) X
AR (slipway) X
Landing X
LANDING/TAXI/External Sw X
MAL & IND LTS TEST/BRT
X
DIM
POSITION X
PRIMARY CONSOLES X
PRIMARY INST PNL X
*Indicates redundancy.
A-20.2
T.O. BMS1F-16CM-1CL-1
BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
LG/NWS/BRAKES LG Hydraulic Isolation X
LG Sequence (doors) X
LG UP–DN Command X
NWS X
WHEELS DOWN Lights X
OTHER Air Data Probe Heater
X
(nose)
AOA Probe Heaters X
AR System X
AVTR/CTVS X SECTION N
CABIN PRESS Caution
Light
X SECTION X
CAMERA/GUN Trigger X SECTION EP
Cockpit Pressure Dump
Capability
X
EP-GROUND
Cockpit Temperature Control X
Engine Bleed Air Valves
EP-TAKEOFF
X
(close capability) EP-IN-FLIGHT
EQUIP HOT Caution
Light
X
EP-LANDING
INLET ICING Caution Light X
SECTION AR
C DF LIQUID OXYGEN Quantity
Indicator
OXYGEN Quantity Indicator
OXY LOW Caution Light X
OXY LOW Warning Light X
OBOGS Caution Light X
OBOGS Concentrator X
OBOGS Monitor X
Probe Heat Monitor X
PROBE HEAT Switch X
SEAT NOT ARMED
X
Caution Light
*Indicates redundancy.
A-20.3
T.O. BMS1F-16CM-1CL-1
BUS
ASSIGNMENT
SYSTEM OPERATING EQUIPMENT BATTERY
NO. 1 NO. 2
ENGINE GE100 / GE129
X
Electrical Throttle Position
PRI (no supersonic stall protection)*
PRI/SEC Transfer Circuit*
INSTRU- Airspeed/Mach Indicator*
MENTS Altimeter (PNEU)*
FTIT Indicator X
RPM Indicator X
SAI X
SECTION N
FUEL External Fuel Transfer* SECTION X
FUEL MASTER Switch X
FFP*
SECTION EP
FLIGHT Functional (except LEF's, speedbrakes, EP-GROUND
CONTROLS autopilot, and stick trim)*
NAV/COMM Intercom X
EP-TAKEOFF
Magnetic Compass* EP-IN-FLIGHT
UHF Radio X
LIGHTS Spotlights X
EP-LANDING
Utility Light X SECTION AR
LG/NWS/ Alternate LG Extension*
BRAKES Antiskid/Channel 1 Brakes X
Antiskid/Channel 2 Brakes X
LG Uplock/Downlock X
MLG WOW (branches A & B) X
MLG WOW (branches C & D) X
NLG WOW (branches A & B) X
NLG WOW (branches C & D) X
Parking Brake X
YARNING CANOPY X
LIGHTS ENGINE X
HYD/OIL PRESS X
LG Yarning (handle) X
*Indicates items that do not require power through the battery buses.
A-20.4
T.O. BMS1F-16CM-1CL-1
BUS
ASSIGNMENT
SYSTEM OPERATING
BATTERY
EQUIPMENT
NO. NO.
1 2
CAUTION ANTI SKID X
LIGHTS
ELEC SYS X
HOOK X
MASTER CAUTION X
SEC X
OTHER Canopy Activation*
EPU X X
Hook X SECTION N
JFS X SECTION X
MAIN PWR Switch X
VMS X SECTION EP
EP-GROUND
* Indicates items that do not require power through the battery buses.
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
A-20.5
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
A-20.6
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-1
T.O. BMS1F-16CM-1CL-1
B-2
´
T.O. BMS1F-16CM-1CL-1
RUNAWAY OR
NO STICK TRIM MALFUNCTION……….....B-5
TRIM
CADC
OR CADC MALFUNCTION…….....B-7
CADC
ENGINE
FAULT
FLCS
DBU ON DBU ON WARNING LIGHT.....B-7
INCREASED
BUFFET LEF MALFUNCTION SECTION N
OR (SYMMETRIC)…………...B-11
UNCOMMANDED (ASYMMETRIC)………….B-13 SECTION X
ROLL SECTION EP
OUT-OF-CONTROL RECOVERY…………….……….B-19 EP-GROUND
CONTROLLABILITY CHECK………………….............B-21 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-3
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
Single failures:
OTHER CONSIDERATIONS:
SECTION N
1 Autopilot cannot be engaged.
SECTION X
2 If BRK PWR DEGR PFL is also present, refer SECTION EP
to FLCS SINGLE ELECTRONIC FAILURE, page B- EP-GROUND
15. EP-TAKEOFF
EP-IN-FLIGHT
3 Do not exceed 11° AOA during approach,
landing, or two-point aerodynamic braking. EP-LANDING
SECTION AR
4 If icing is suspected, Refer to AOA PROBE
ICING, page B-9.
B-4
T.O. BMS1F-16CM-1CL-1
TRIM MALFUNCTION
AOA MALFUNCTION
END END
B-5
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-6
T.O. BMS1F-16CM-1CL-1
CADC MALFUNCTION 1 C 2
1. Establish 1g flight. 5
2. Airspeed – 500 kts/0.9 mach max. 6
3. DIGITAL BACKUP sw – Cycle to BACKUP, then
back to OFF.
(Cont)
B-7
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-8
T.O. BMS1F-16CM-1CL-1
B-8.1
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
Single Failures:
FLCS FAULT caution light.
FLCS ADC FAIL PFL.
Dual Failures (in addition to FLCS ADC FAIL PFL):
FLCS warning light.
STBY GAIN PFL.
OTHER CONSIDERATIONS:
1 If BRK PWR DEGR PFL is also present, refer to FLCS
SINGLE ELECTRONIC FAILURE, Page B-15.
2 If icing is suspected, refer to AOA PROBE ICING, page
B-9.
3 Airspeed 240-650 kts with LG up.
B-8.2
T.O. BMS1F-16CM-1CL-1
END
B-9
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-10
T.O. BMS1F-16CM-1CL-1
B-11
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-12
T.O. BMS1F-16CM-1CL-1
1. AOA – 6°-10°. 1 W
2. Lateral stick/roll trim – As required. 2 W
3. LE FLAPS sw – LOCK. 3 4
4. Stores – Jettison (if required). 5
5. Fuel weight – Reduce (if feasible/required). 6 C
6. Handling qualities – Check. 7
7. Land as soon as practical. 8 W
8. Stick – Lower the nose immediately after
touchdown. 9 C
B-13
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-14
T.O. BMS1F-16CM-1CL-1
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-14.1
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
Single Failures:
Dual Failures:
OTHER CONSIDERATIONS:
B-14.2
T.O. BMS1F-16CM-1CL-1
(Cont)
B-15
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
L | R
SECTION X
1 SECTION EP
2 EP-GROUND
EP-TAKEOFF
5 No significant flWING qualities degradation should EP-IN-FLIGHT
occur; however, with an FLCS dual failure, the FLCS EP-LANDING
has no redundancy.
SECTION AR
◆ Two minutes after WOW, the FLCS FAULT caution
light illuminates and an FLCS SNGL FAIL PFL occurs.
B-16
T.O. BMS1F-16CM-1CL-1
B-16.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-16.2
T.O. BMS1F-16CM-1CL-1
SERVO MALFUNCTION
If PFL clears:
3. Continue normal operation.
If PFL remains:
3. Disengage autopilot.
B-17
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-18
T.O. BMS1F-16CM-1CL-1
OUT-OF-CONTROL RECOVERY 1 W 2
1. Controls – Release.
2. Throttle – IDLE.
3. FLCS RESET sw – RESET.
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-19
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
B-20
T.O. BMS1F-16CM-1CL-1
CONTROLLABILITY CHECK
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-21
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-22
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
B-23
T.O. BMS1F-16CM-1CL-1
Engine Malfunctions
PW 220
PW 229
GE 100
GE 129
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
TAB C
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
This section contains F100-PW-220 or 2
F100-PW-220E engine data. 2
0
P
W
2
2
9
G
E
1
0
0
G
E
1
2
9
C-1/PW
T.O. BMS1F-16CM-1CL-1
C-2/PW
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-3/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
— FTIT over 680°C. During engine start, if the W
FTIT increases at an abnormally rapid rate 2
through 575°C, a hot start can be 2
anticipated. 0
P
2 Motor engine with JFS until FTIT reaches W
200°C. 2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-4/PW
T.O. BMS1F-16CM-1CL-1
C-5/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hung start — RPM has stopped increasing 2
below IDLE and FTIT is stabilized at less than 2
680°C. 0
P
• No start — Light-off does not occur within W
20 seconds. 2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-6/PW
T.O. BMS1F-16CM-1CL-1
C-7/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 An engine or JFS fire/overheat can be detected 2
by flames, smoke, explosion, signal from ground 2
crew, or radio call. FTIT may exceed 680˚C and, 0
if ac power is available, ENG FIRE warning or P
OVERHEAT caution light may illuminate. W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-8/PW
T.O. BMS1F-16CM-1CL-1
C-9/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
PW 229
G
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-10/PW
T.O. BMS1F-16CM-1CL-1
C-11/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 The chances for a successful AB light with the 2
nozzle open more than 30 percent are reduced. 2
0
2 In a partial thrust situation, thrust available P
may increase as altitude decreases. 250 kts W
approximates the airspeed at which thrust 2
required for level flight is the lowest. 2
9 PW 220
3 W With the nozzle missing or failed open, PW 229
G
catastrophic engine failure and fire are probable GE 100
E
with prolonged power settings above 850°C FTIT
1 GE 129
while in SEC.
0
0 SECTION N
4 SEC should only be selected when it becomes
apparent that sufficient thrust cannot be G SECTION X
achieved in PRI. SEC eliminates the additional E SECTION EP
thrust and the engine protection benefits 1 EP-GROUND
provided by the DEEC in PRI. 2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-12/PW
T.O. BMS1F-16CM-1CL-1
END
C-13/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Maintain takeoff thrust until min 2
recommended ejection altitude is attained and 2
then throttle to min practical. 0
P
2 ◆ If fire occurred in AB, ENG FIRE warning W
light may not illuminate. Fire should extinguish 2
after throttle is retarded; however, nozzle 2
damage may result in lower than normal 9 PW 220
thrust. PW 229
G
E GE 100
◆ If within gliding distance of a suitable
1 GE 129
runway, consider shutting the engine down. If
0
the decision is made to shutdown the engine, SECTION N
0
turn the EPU on prior to engine shutdown in
order to ensure proper EPU operation. G SECTION X
E SECTION EP
3 Determine if fire and overheat detection 1 EP-GROUND
circuits are functional. 2 EP-TAKEOFF
9
EP-IN-FLIGHT
4 W An in-flight fire may cause the degradation
or failure of multiple systems. If time and EP-LANDING
conditions permit, attempt to determine the SECTION AR
status of individual flight controls,
speedbrakes, FLCS branches, and available
thrust.
C-14/PW
T.O. BMS1F-16CM-1CL-1
C-15/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 ◆ Determine if fire and overheat detection circuits 2
are functional. 2
0
2 If the EPU was manually turned on, consider
turning it off to determine if it is the source of the P
overheat condition. If the OVERHEAT caution light W
remains on, the EPU should be turned back on. 2
2
3 External fuel cannot be transferred in OFF or PW 220
9
RAM. Consider jettisoning tank(s) to decrease drag if PW 229
G
range is critical and the ECS cannot be turned on for GE 100
short periods of time to transfer fuel.
E
1 GE 129
4 W◆ With the ECS shut down or the AIR SOURCE 0
knob in OFF or RAM, the g-suit does not inflate and 0 SECTION N
PBG is disabled. G SECTION X
E SECTION EP
5 W If LG handle does not lower, select BRAKES 1 EP-GROUND
CHAN 2 and position ALT FLAPS sw to EXTEND. 2
Nozzle remains closed, resulting in higher than EP-TAKEOFF
9
normal landing thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-16/PW
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
W
• Below 15 psi at IDLE. 2
• Below 30 psi at MIL. 2
• Above 95 psi. 0
• Pressure fluctuations greater than ± 5 psi at IDLE
P
or ±10 psi above IDLE. W
• Lack of oil pressure rise when the rpm is 2
increased. 2
9 PW 220
OTHER CONSIDERATIONS: PW 229
G
1 If the HYD/OIL PRESS warning light is illuminated E GE 100
with normal OIL and HYD pressure indications, 1 GE 129
suspect oil pressure sw failure or hydraulic pressure 0
sw failure. Monitor OIL and HYD pressure indicators 0 SECTION N
and land as soon as practical. SECTION X
G
2 Monitor hydrazine use. If consumption rate is too
E SECTION EP
high, cycle EPU sw to OFF, then NORM to conserve 1 EP-GROUND
hydrazine. Be prepared to place EPU sw back to ON 2 EP-TAKEOFF
if the engine seizes. 9
EP-IN-FLIGHT
3 C Throttle movement/rpm change may cause EP-LANDING
engine seizure. SECTION AR
4 Plan to fly an SFO. Refer to FLAMEOUT LANDING,
page C-33.
C-18/PW
T.O. BMS1F-16CM-1CL-1
C-19/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 W Assume engine alternator is inoperative or 2
malfunctioning. If the engine is shut down, 2
an airstart may not be possible. 0
2 Non-AB stalls may be inaudible. P
W
3 Stalls may be caused by anti-ice valve failing to 2
close at high thrust setting (throttle above 2 PW 220
midrange). 9
PW 229
G
4 W Shutting down the engine with an engine E GE 100
alternator failure (indicated by zero or erroneously 1 GE 129
low rpm, illuminated SEC caution light, illuminated 0
ENGINE warning light, and normal thrust) results in SECTION N
0
no ignition for an airstart.
G SECTION X
5 If a non-AB stall clears, maintain throttle at E SECTION EP
midrange or below unless required to sustain flight, 1 EP-GROUND
and jettison stores (if required). 2 EP-TAKEOFF
9
6 If a self-recovering AB sequencing stall occurs EP-IN-FLIGHT
when transitioning from region 3 while operating EP-LANDING
with approved fuels other than JP-4, F-40, or JET B SECTION AR
and no other abnormal engine indication is
observed, the engine is safe to operate
from IDLE to MAX AB.
C-20/PW
T.O. BMS1F-16CM-1CL-1
4. Throttle – OFF.
Initiate airstart.
Refer to AIRSTART
PROCEDURES,
page C-31. 4 W
5. Throttle - Midrange
or below. 5
6. Land as soon as
possible.
END
C-21/PW
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
• Engine oscillations. W
• Insufficient thrust at MIL (with or without correct 2
indications). 2
• Lack of response to throttle commands.
• Nozzle indicating or suspected full open or closed.
0
OTHER CONSIDERATIONS: P
W
1 W◆ Failure to monitor sink rate and height above terrain
while applying low thrust recovery procedures can result in
2
ejection outside ejection seat performance envelope. 2
9 PW 220
◆ Jettison stores when necessary to increase flWING time PW 229
available to complete actions designed to restore thrust. G
E GE 100
2 ◆ Transfer to SEC removes stall recovery logic. If SEC is
selected while the engine is stalling, a stagnation may occur.
1 GE 129
0
◆ The ENG CONT sw should not be returned to C DF PRI, DR 0 SECTION N
NORM after landing in an attempt to open the nozzle and
decrease thrust. G SECTION X
3 C Retarding the throttle below MIL while supersonic may
E SECTION EP
induce inlet buzz which produces severe cockpit vibration and 1 EP-GROUND
probable engine stalls. 2 EP-TAKEOFF
4 Stalls may be caused by the anti-ice valve failing to close
9
EP-IN-FLIGHT
at high throttle settings (above midrange).
EP-LANDING
5 Attempts to establish a min practical throttle setting that SECTION AR
provides sufficient thrust may result in repeated stalls that
clear when the throttle is retarded. Note stalled RPM/throttle
position and attempt to establish a lower throttle setting that
provides sufficient thrust.
6 Transfer to SEC while supersonic should be accomplished
with the throttle at MIL. Subsonic transfers to SEC below
40,000 ft MSL should be accomplished with the throttle at
midrange or above.
7 C Below 15,000 ft MSL, maintain 70 percent rpm min until
landing is assured.
C-22/PW
T.O. BMS1F-16CM-1CL-1
8. Throttle – Midrange.
9. ENG CONT sw – SEC. 6 7 C
10. Throttle – Min practical.
(Cont)
C-23/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
8 During landing in SEC, idle thrust is approx twice that 2
in PRI with a normal nozzle. Minimize taxi distance after 2
landing to prevent overheating of the brakes due to 0
increased thrust.
P
9 C An SFO is not recommended if engine is operating W
satisfactorily in SEC. 2
2
10 W Delaying engine shutdown can result in a long, 9 PW 220
fast landing. Wheel braking is less effective due to lack PW 229
G
of WOW and there is an increased probability of a GE 100
missed cable engagement.
E
1 GE 129
11 If engine does not respond, shut down the engine 0
with the FUEL MASTER sw. At MIL, the engine flames 0 SECTION N
out in approx 6 sec. At IDLE, the engine flames out in G SECTION X
approx 45 sec. E SECTION EP
1 EP-GROUND
12 W The hook may miss the cable if the aircraft is not
2 EP-TAKEOFF
slow enough to compress the MLG struts sufficiently to
make WOW or if forward stick pressure is held.
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24/PW
T.O. BMS1F-16CM-1CL-1
END
C-24.1/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 SEC should only be selected when it becomes 2
apparent that sufficient thrust cannot be achieved in 2
PRI. SEC eliminates the additional thrust and the engine 0
protection benefits provided by the DEEC in PRI. The
nozzle loss logic holds the engine in PRI for these P
reasons. W
2
2 W With the nozzle missing or failed open, catastrophic 2
engine failure and fire are probable with prolonged high 9 PW 220
power settings above 850°C FTIT while operating in SEC.
G PW 229
E GE 100
3 C If airspeed drops below 250 kts, trade altitude to
reacquire 250 kts. Do not descend below min
1 GE 129
recommended ejection altitude or min safe altitude, 0
whichever is appropriate. 0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24.2/PW
T.O. BMS1F-16CM-1CL-1
END
C-25/PW
T.O. BMS1F-16CM-1CL-1
C-26/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 The ENG CONT sw should not be returned to C DF PRI, 2
DR NORM after landing in an attempt to open the nozzle and 2
decrease thrust.
0
2 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration P
and probable engine stalls. W
2
3 AB operation is inhibited. Above 40,000 ft MSL, minimize
2
throttle movement. Below 15,000 ft MSL, if rpm is below 70
9 PW 220
percent, slowly advance throttle to achieve a min of 70
PW 229
percent rpm. G
4 W ◆ If the rpm indication is also zero or erroneously low, E GE 100
the engine alternator may have failed. If the engine is shut 1 GE 129
down, an airstart may not be possible. 0
5 During landing in SEC, idle thrust is approx twice that in 0 SECTION N
PRI with a normal nozzle. G SECTION X
6 If ENG BUS FAIL PFL is displayed or has been displayed, E SECTION EP
MUX communication with the EDU is no longer possible. 1 EP-GROUND
Subsequently, if an engine PFL occurs, the ENGINE FAULT 2
caution light illuminates but cannot be reset and that PFL 9 EP-TAKEOFF
cannot be displayed on the PFLD. EP-IN-FLIGHT
7 This action resets the DEEC and may clear the failure EP-LANDING
condition.
SECTION AR
8 The failure condition no longer exists if the PFL is not
present during the fault recall.
C-28/PW
T.O. BMS1F-16CM-1CL-1
C-29/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 C FTIT should decrease rapidly when throttle is 2
OFF. If FTIT does not decrease rapidly, verify that 2
the throttle is OFF. 0
P
2 Maintain 250 kts min for PRI or 275 kts min for W
SEC below 40,000 ft for a spooldown airstart. 2
2
3 C If it appears rpm will go below 25 percent, 9 PW 220
advance throttle to IDLE regardless of FTIT or
G PW 229
airspeed. GE 100
E
1 GE 129
4 Maintain max range or max endurance airspeed 0
(200 or 170 kts respectively, plus 5 kts per 1000 lb 0 SECTION N
of fuel/store weights over C 1000, D zero lb) with
G SECTION X
the JFS RUN light on (200 knots
min for SEC airstarts). E SECTION EP
1 EP-GROUND
5 C Do not fly slower than 200 kts for SEC JFS- 2
9 EP-TAKEOFF
assisted airstarts. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-30/PW
T.O. BMS1F-16CM-1CL-1
C-31/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
6 If stores jettison is attempted after main generator 2
drops off line but before EPU generator powers the 2
SMS (approx 5 sec delay), stores will not jettison. 0
7 Visually confirm the stores have jettisoned and P
jettison again if required. W
2
8 Place the ENG CONT sw to SEC prior to placing the 2
throttle to IDLE, otherwise a start anomaly may result. 9 PW 220
G PW 229
The proximity of the ENG CONT sw to the JFS sw GE 100
makes the JFS sw susceptible to being bumped to OFF
E
when selecting SEC.
1 GE 129
0
9 C Do not turn JFS or EPU off if indicated rpm is below 0 SECTION N
60 percent with adequate thrust (e.g., tower shaft G SECTION X
failure). E SECTION EP
1 EP-GROUND
10 Verify MAIN GEN and STBY GEN lights are off. 2
9 EP-TAKEOFF
11 If warning flag(s) is in view, refer to TOTAL INS EP-IN-FLIGHT
FAILURE, page F-29.
EP-LANDING
12 W If only AUX flag is in view, pitch and roll attitude SECTION AR
information is likely to be erroneous due to INS
autorestart in the attitude mode when other than
straight and level, unaccelerated flight conditions
existed.
C-32/PW
T.O. BMS1F-16CM-1CL-1
END
C-32.1/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 Altitudes (overhead approach): W
• High key — 7000-10,000 ft AGL. 2
Recommended altitude is 7000 ft AGL plus 500 ft per 1000 lb 2
of fuel/store weights over C 1000, D zero lb. 0
• Low key — 3000-5000 ft AGL.
Recommended altitude is 3000 ft AGL plus 250 ft per 1000 lb P
of fuel/store weights over C 1000, D zero lb. W
• Base key — 2000 ft AGL min. 2
2
Altitudes (straight-in approach): PW 220
9
• Clean glide — 7000 ft AGL min at 8 nm. PW 229
• Lower LG — 4000-8000 ft AGL at 4 nm. G
Delay lowering LG until initial aimpoint is 11°-17° below the E GE 100
horizon.
1 GE 129
2 W Eject if a safe landing cannot be made. Ejection can be 0
accomplished at any point in the pattern but do not delay ejection
below 2000 ft AGL in an attempt to salvage a questionable approach. 0 SECTION N
3 Increase airspeed by 5 kts per 1000 lb of fuel/store weights over G SECTION X
C 1000, D zero lb. This airspeed equates to approx 7°AOA. E SECTION EP
4 During an airstart attempt, do not slow below the min airstart 1 EP-GROUND
airspeed. 2
EP-TAKEOFF
5 W ◆ Min EPU fuel quantity without (with) JFS running: 9
• Overhead approach at high key — 25 (20) percent. EP-IN-FLIGHT
• Straight-in approach: EP-LANDING
o 8 nm — 45 (40) percent.
o 4 nm — 25 (20) percent. SECTION AR
◆ The JFS alone does not provide adequate hydraulic pressure to
land the aircraft.
◆ Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator
pressure for the brakes.
6 ◆ If engine is not operating, consider placing the FUEL MASTER
sw to OFF if a fuel leak exists. This action may conserve fuel for the
JFS.
◆ If the JFS is erroneously placed to START 1, leave it there.
◆ If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2 when the
brake/JFS accumulators are recharged. The JFS sw does not relatch in
either start position while the JFS is spooling down.
C-32.2/PW
T.O. BMS1F-16CM-1CL-1
C-33/PW
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
7 W ◆ Do not delay lowering LG below 2000 ft AGL. 2
◆ If LG handle does not lower, select BRAKES CHAN 2 2
and position ALT FLAPS sw to EXTEND. Nozzle remains 0
closed, resulting in higher than normal landing thrust. P
8 Alternate LG extension can be used up to 300 kts; W
however, the NLG may not fully extend until 190 kts. 2
Time above 190 kts should be minimized in case there is 2
a leak in the pneumatic lines. 9 PW 220
9 C ◆ NWS is not available following alternate LG G PW 229
extension. E GE 100
◆ Do not depress the ALT GEAR reset button while 1 GE 129
pulling the ALT GEAR handle. This action may preclude 0
successful LG extension. 0 SECTION N
10 Increase airspeed by 5 kts per 1000 lb of fuel/store G SECTION X
weights over C 1000, D zero lb. E SECTION EP
11 W Do not allow airspeed to decrease below
1 EP-GROUND
2
180 plus 5 kts per 1000 lb of fuel/store weights over C EP-TAKEOFF
1000, D zero lb. 9
EP-IN-FLIGHT
12 C ◆ Brakes should be applied in a single, moderate, EP-LANDING
and steady application without cycling the antiskid.
SECTION AR
◆ Touchdown skid control prevents brake application
prior to wheel spin-up; however, brake pedal deflection
of 1/16 inch causes a small flow of hydraulic fluid from
the brake/JFS accumulators.
To avoid depleting brake/JFS accumulator pressure, do
not rest feet on the brake pedals.
◆ Do not attempt to taxi clear of the runway. Loss of
brake/JFS accumulator pressure results in the inability
to stop or steer the aircraft.
C-34/PW
T.O. BMS1F-16CM-1CL-1
C-34.1/PW
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-34.2/PW
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
This section contains F100-PW-229 engine data. 2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-1/PW29
T.O. BMS1F-16CM-1CL-1
C-2/PW29
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-3/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hot start — FTIT over 800°C. During engine 2
start, if the FTIT increases at an abnormally 2
rapid rate through 750°C, a hot start can be 0
anticipated. P
W
2 Motor engine with JFS until FTIT reaches 2
200°C. 2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-4/PW29
T.O. BMS1F-16CM-1CL-1
C-5/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hung start — RPM has stopped increasing 2
below IDLE and FTIT is stabilized at less than 2
800°C. 0
P
• No start — Light-off does not occur within W
20 seconds. 2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-6/PW29
T.O. BMS1F-16CM-1CL-1
C-7/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 An engine or JFS fire/overheat can be detected 2
by flames, smoke, explosion, signal from ground 2
crew, or radio call. FTIT may exceed 800˚C and, 0
if ac power is available, ENG FIRE warning or P
OVERHEAT caution light may illuminate. W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-8/PW29
T.O. BMS1F-16CM-1CL-1
C-9/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-10/PW29
T.O. BMS1F-16CM-1CL-1
C-11/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 The chances for a successful AB light with the 2
nozzle open more than 30 percent are reduced. 2
0
2 In a partial thrust situation, thrust available P
may increase as altitude decreases. 250 kts W
approximates the airspeed at which thrust 2
required for level flight is the lowest. 2
9 PW 220
3 W With the nozzle missing or failed open,
G PW 229
catastrophic engine failure and fire are probable GE 100
E
with prolonged power settings above 850°C FTIT GE 129
1
while in SEC. 0
0 SECTION N
4 SEC should only be selected when it becomes
apparent that sufficient thrust cannot be G SECTION X
achieved in PRI. SEC eliminates the additional E SECTION EP
thrust and the engine protection benefits 1 EP-GROUND
provided by the DEEC in PRI. 2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-12/PW29
T.O. BMS1F-16CM-1CL-1
END
C-13/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Maintain takeoff thrust until min 2
recommended ejection altitude is attained and 2
then throttle to min practical. 0
P
2 ◆ If fire occurred in AB, ENG FIRE warning W
light may not illuminate. Fire should extinguish 2
after throttle is retarded; however, nozzle 2
damage may result in lower than normal 9 PW 220
thrust.
G PW 229
E GE 100
◆ If within gliding distance of a suitable
1 GE 129
runway, consider shutting the engine down. If
0
the decision is made to shutdown the engine, SECTION N
0
turn the EPU on prior to engine shutdown in
order to ensure proper EPU operation. G SECTION X
E SECTION EP
3 Determine if fire and overheat detection 1 EP-GROUND
circuits are functional. 2
9 EP-TAKEOFF
EP-IN-FLIGHT
4 W An in-flight fire may cause the degradation
or failure of multiple systems. If time and EP-LANDING
conditions permit, attempt to determine the SECTION AR
status of individual flight controls,
speedbrakes, FLCS branches, and available
thrust.
C-14/PW29
T.O. BMS1F-16CM-1CL-1
C-15/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 ◆ Determine if fire and overheat detection circuits 2
are functional. 2
0
2 If the EPU was manually turned on, consider
turning it off to determine if it is the source of the P
overheat condition. If the OVERHEAT caution light W
remains on, the EPU should be turned back on. 2
2
3 External fuel cannot be transferred in OFF or 9 PW 220
RAM. Consider jettisoning tank(s) to decrease drag if G PW 229
range is critical and the ECS cannot be turned on for
E GE 100
short periods of time to transfer fuel.
1 GE 129
4 W◆ With the ECS shut down or the AIR SOURCE
0
knob in OFF or RAM, the g-suit does not inflate and
0 SECTION N
PBG is disabled. G SECTION X
E SECTION EP
5 W If LG handle does not lower, select BRAKES 1 EP-GROUND
CHAN 2 and position ALT FLAPS sw to EXTEND. 2
Nozzle remains closed, resulting in higher than 9 EP-TAKEOFF
normal landing thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-16/PW29
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
W
• Below 15 psi at IDLE. 2
• Below 30 psi at MIL. 2
• Above 95 psi. 0
• Pressure fluctuations greater than ± 5 psi at IDLE
P
or ±10 psi above IDLE. W
• Lack of oil pressure rise when the rpm is 2
increased. 2
9 PW 220
OTHER CONSIDERATIONS: PW 229
G
E GE 100
1 If the HYD/OIL PRESS warning light is illuminated
with normal OIL and HYD pressure indications, 1 GE 129
suspect oil pressure sw failure or hydraulic pressure 0
sw failure. Monitor OIL and HYD pressure indicators 0 SECTION N
and land as soon as practical. SECTION X
G
2 Monitor hydrazine use. If consumption rate is too
E SECTION EP
high, cycle EPU sw to OFF, then NORM to conserve
1 EP-GROUND
hydrazine. Be prepared to place EPU sw back to ON 2
9 EP-TAKEOFF
if the engine seizes.
EP-IN-FLIGHT
3 C Throttle movement/rpm change may cause EP-LANDING
engine seizure. SECTION AR
4 Plan to fly an SFO. Refer to FLAMEOUT LANDING,
page C-33.
C-18/PW29
T.O. BMS1F-16CM-1CL-1
C-19/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 W Assume engine alternator is inoperative or 2
malfunctioning. If the engine is shut down, 2
an airstart may not be possible. 0
2 Non-AB stalls may be inaudible. P
W
3 Stalls may be caused by anti-ice valve failing to 2
close at high thrust setting (throttle above 2
PW 220
midrange). 9
PW 229
G
4 W Shutting down the engine with an engine E GE 100
alternator failure (indicated by zero or erroneously 1 GE 129
low rpm, illuminated SEC caution light, illuminated 0
ENGINE warning light, and normal thrust) results in 0 SECTION N
no ignition for an airstart.
G SECTION X
5 If a non-AB stall clears, maintain throttle at E
midrange or below unless required to sustain flight, 1
and jettison stores (if required). 2
9
6 If an AB stall clears, the engine is safe to operate in
the IDLE to MIL range, provided no other abnormal EP-LANDING
indication is observed. SECTION AR
Attempt further AB operation only if needed to
sustain flight.
C-20/PW29
T.O. BMS1F-16CM-1CL-1
4. Throttle – OFF.
Initiate airstart.
Refer to AIRSTART
PROCEDURES,
page C-31. 4 W
5. Throttle - Midrange
or below. 5
6. Land as soon as
possible.
END
C-21/PW29
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
• Engine oscillations. W
• Insufficient thrust at MIL (with or without correct 2
indications). 2
• Lack of response to throttle commands. 0
• Nozzle indicating or suspected full open or closed.
OTHER CONSIDERATIONS:
P
W
1 W◆ Failure to monitor sink rate and height above terrain 2
while applying low thrust recovery procedures can result in
2
ejection outside ejection seat performance envelope. PW 220
9
◆ Jettison stores when necessary to increase flWING time PW 229
available to complete actions designed to restore thrust. G
E GE 100
2 ◆ Transfer to SEC removes stall recovery logic. If SEC is GE 129
selected while the engine is stalling, a stagnation may occur.
1
0
◆ The ENG CONT sw should not be returned to C DF PRI, 0 SECTION N
DR NORM after landing in an attempt to open the nozzle and
decrease thrust. G SECTION X
E SECTION EP
3 C Retarding the throttle below MIL while supersonic may 1
induce inlet buzz which produces severe cockpit vibration and EP-GROUND
2
probable engine stalls.
9 EP-TAKEOFF
4 Stalls may be caused by the anti-ice valve failing to close EP-IN-FLIGHT
at high throttle settings (above midrange).
EP-LANDING
5 Attempts to establish a min practical throttle setting that SECTION AR
provides sufficient thrust may result in repeated stalls that
clear when the throttle is retarded. Note stalled RPM/throttle
position and attempt to establish a lower throttle setting that
provides sufficient thrust.
6 Transfer to SEC while supersonic should be accomplished
with the throttle at MIL. Subsonic transfers to SEC below
40,000 ft MSL should be accomplished with the throttle at
midrange or above.
7 C Below 15,000 ft MSL, maintain 70 percent rpm min until
landing is assured.
C-22/PW29
T.O. BMS1F-16CM-1CL-1
8. Throttle – Midrange.
9. ENG CONT sw – SEC. 6
10. Throttle – Min practical.
(Cont)
C-23/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
7 During landing in SEC, idle thrust is approx twice that 2
in PRI with a normal nozzle. Minimize taxi distance after 2
landing to prevent overheating of the brakes due to 0
increased thrust.
P
8 C An SFO is not recommended if engine is operating W
satisfactorily in SEC. 2
2
9 W Delaying engine shutdown can result in a long, fast 9 PW 220
landing. Wheel braking is less effective due to lack of
G PW 229
WOW and there is an increased probability of a missed GE 100
cable engagement.
E
1 GE 129
10 If engine does not respond, shut down the engine 0
with the FUEL MASTER sw. At MIL, the engine flames 0 SECTION N
out in approx 6 sec. At IDLE, the engine flames out in G SECTION X
approx 45 sec. E SECTION EP
1 EP-GROUND
11 W The hook may miss the cable if the aircraft is not
2
slow enough to compress the MLG struts sufficiently to EP-TAKEOFF
make WOW or if forward stick pressure is held.
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24/PW29
T.O. BMS1F-16CM-1CL-1
END
C-24.1/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 SEC should only be selected when it becomes 2
apparent that sufficient thrust cannot be achieved in 2
PRI. SEC eliminates the additional thrust and the engine 0
protection benefits provided by the DEEC in PRI. The
nozzle loss logic holds the engine in PRI for these P
reasons. W
2
2 W With the nozzle missing or failed open, catastrophic 2
engine failure and fire are probable with prolonged high 9 PW 220
power settings above 850°C FTIT while operating in SEC.
G PW 229
E GE 100
3 C If airspeed drops below 250 kts, trade altitude to
reacquire 250 kts. Do not descend below min
1 GE 129
recommended ejection altitude or min safe altitude, 0
whichever is appropriate. 0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24.2/PW29
T.O. BMS1F-16CM-1CL-1
END
C-25/PW29
T.O. BMS1F-16CM-1CL-1
C-26/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 The ENG CONT sw should not be returned to C DF PRI, 2
DR NORM after landing in an attempt to open the nozzle and 2
decrease thrust.
0
2 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration P
and probable engine stalls. W
2
3 AB operation is inhibited. Above 40,000 ft MSL, minimize
2
throttle movement.
9 PW 220
4 W ◆ If the rpm indication is also zero or erroneously low, G PW 229
the engine alternator may have failed. If the engine is shut E GE 100
down, an airstart may not be possible. GE 129
1
5 During landing in SEC, idle thrust is approx twice that in 0
PRI with a normal nozzle. 0 SECTION N
6 If ENG BUS FAIL PFL is displayed or has been displayed, G SECTION X
MUX communication with the EDU is no longer possible. E SECTION EP
Subsequently, if an engine PFL occurs, the ENGINE FAULT 1
caution light illuminates but cannot be reset and that PFL EP-GROUND
2
cannot be displayed on the PFLD.
9 EP-TAKEOFF
7 This action resets the DEEC and may clear the failure EP-IN-FLIGHT
condition.
EP-LANDING
8 The failure condition no longer exists if the PFL is not SECTION AR
present during the fault recall.
C-28/PW29
T.O. BMS1F-16CM-1CL-1
C-29/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 If the throttle is retarded to OFF to clear a stall, it should be
W
maintained in OFF for a few seconds to allow the stall to clear. 2
2 W With engine failure or flameout, OBOGS is
2
inoperative. Activate EOS if OXY LOW warning light illuminates 0
above 10,000 ft cockpit altitude.
P
3 FTIT will decrease rapidly when throttle is OFF.
W
4 Above 30,000 ft MSL, dive at 400 kts/0.9 mach. Below 2
30,000 ft MSL, establish approx 250 kts. When below 20,000
ft MSL with the JFS RUN light on and PRI mode confirmed,
2
airspeed can be reduced to achieve max range or max 9 PW 220
endurance (200 or 170 kts, respectively, plus 5 kts per 1000 lb G PW 229
of fuel/store weights over C 1000, D zero lb).
E GE 100
5 If the JFS sw is erroneously placed to START 1, leave it
there.
1 GE 129
0
• If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2
0 SECTION N
when the brake/JFS accumulators are recharged. The JFS sw G SECTION X
does not relatch in either start position while the JFS is spooling
down. E SECTION EP
1 EP-GROUND
6 If stores jettison is attempted after main generator drops off
line but before EPU generator powers the SMS (approx 5 sec 2
delay), stores will not jettison. 9 EP-TAKEOFF
7 Visually confirm the stores have jettisoned and jettison
EP-IN-FLIGHT
again if required. EP-LANDING
8 Place the ENG CONT sw to SEC prior to placing the SECTION AR
throttle to midrange, otherwise a start anomaly may result.
The proximity of the ENG CONT sw to the JFS sw makes the
JFS sw susceptible to being bumped to OFF when selecting SEC.
9 C Do not turn JFS or EPU off if indicated rpm is below 60
percent with adequate thrust (e.g., tower shaft failure).
10 Verify MAIN GEN and STBY GEN lights are off.
11 If warning flag(s) is in view, refer to TOTAL INS FAILURE,
page F-29.
12 W If only AUX flag is in view, pitch and roll attitude
information is likely to be erroneous due to INS autorestart in
the attitude mode when other than straight and level,
unaccelerated flight conditions existed.
C-30/PW29
T.O. BMS1F-16CM-1CL-1
END
C-31/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 Altitudes (overhead approach): W
• High key — 7000-10,000 ft AGL. 2
Recommended altitude is 7000 ft AGL plus 500 ft per 1000 lb 2
of fuel/store weights over C 1000, D zero lb. 0
• Low key — 3000-5000 ft AGL.
Recommended altitude is 3000 ft AGL plus 250 ft per 1000 lb
P
of fuel/store weights over C 1000, D zero lb. W
• Base key — 2000 ft AGL min. 2
2
Altitudes (straight-in approach):
9 PW 220
• Clean glide — 7000 ft AGL min at 8 nm. PW 229
• Lower LG — 4000-8000 ft AGL at 4 nm. G
Delay lowering LG until initial aimpoint is 11°-17° below the E GE 100
horizon.
1 GE 129
2 W Eject if a safe landing cannot be made. Ejection can be 0
accomplished at any point in the pattern but do not delay ejection
below 2000 ft AGL in an attempt to salvage a questionable approach.
0 SECTION N
3 Increase airspeed by 5 kts per 1000 lb of fuel/store weights over G SECTION X
C 1000, D zero lb. This airspeed equates to approx 7°AOA. E SECTION EP
4 During an airstart attempt, do not slow below the min airstart 1 EP-GROUND
airspeed. 2
9 EP-TAKEOFF
5 W ◆ Min EPU fuel quantity without (with) JFS running:
• Overhead approach at high key — 25 (20) percent. EP-IN-FLIGHT
• Straight-in approach: EP-LANDING
o 8 nm — 45 (40) percent.
o 4 nm — 25 (20) percent. SECTION AR
◆ The JFS alone does not provide adequate hydraulic pressure to
land the aircraft.
◆ Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator
pressure for the brakes.
6 ◆ If engine is not operating, consider placing the FUEL MASTER
sw to OFF if a fuel leak exists. This action may conserve fuel for the
JFS.
◆ If the JFS is erroneously placed to START 1, leave it there.
◆ If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2 when the
brake/JFS accumulators are recharged. The JFS sw does not relatch in
either start position while the JFS is spooling down.
C-32/PW29
T.O. BMS1F-16CM-1CL-1
C-33/PW29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
7 W ◆ Do not delay lowering LG below 2000 ft AGL. 2
◆ If LG handle does not lower, select BRAKES CHAN 2 2
and position ALT FLAPS sw to EXTEND. Nozzle remains 0
closed, resulting in higher than normal landing thrust. P
8 Alternate LG extension can be used up to 300 kts; W
however, the NLG may not fully extend until 190 kts. 2
Time above 190 kts should be minimized in case there is 2
a leak in the pneumatic lines. 9 PW 220
9 C ◆ NWS is not available following alternate LG G PW 229
extension. E GE 100
◆ Do not depress the ALT GEAR reset button while 1 GE 129
pulling the ALT GEAR handle. This action may preclude 0
successful LG extension. 0 SECTION N
10 Increase airspeed by 5 kts per 1000 lb of fuel/store G SECTION X
weights over C 1000, D zero lb. E SECTION EP
11 W Do not allow airspeed to decrease below
1 EP-GROUND
2
180 plus 5 kts per 1000 lb of fuel/store weights over C
9 EP-TAKEOFF
1000, D zero lb.
EP-IN-FLIGHT
12 C ◆ Brakes should be applied in a single, moderate, EP-LANDING
and steady application without cycling the antiskid.
SECTION AR
◆ Touchdown skid control prevents brake application
prior to wheel spin-up; however, brake pedal deflection
of 1/16 inch causes a small flow of hydraulic fluid from
the brake/JFS accumulators.
To avoid depleting brake/JFS accumulator pressure, do
not rest feet on the brake pedals.
◆ Do not attempt to taxi clear of the runway. Loss of
brake/JFS accumulator pressure results in the inability
to stop or steer the aircraft.
C-34/PW29
T.O. BMS1F-16CM-1CL-1
C-34.1/PW29
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-34.2/PW
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
This section contains F110-GE-100 engine data. 2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-1/GE
T.O. BMS1F-16CM-1CL-1
C-2/GE
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-3/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hot start — FTIT over 935°C. During engine 2
start, if the FTIT increases through 750°C 2
while engine rpm is less than 40 percent, 0
a hot start can be anticipated. P
W
2 Motor engine with JFS until FTIT reaches 2
200°C. 2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-4/GE
T.O. BMS1F-16CM-1CL-1
C-5/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hung start — RPM has stopped increasing 2
below IDLE and FTIT is stabilized at less than 2
935°C. 0
P
• No start — Light-off does not occur within W
10 seconds. 2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-6/GE
T.O. BMS1F-16CM-1CL-1
C-7/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 An engine or JFS fire/overheat can be detected 2
by flames, smoke, explosion, signal from ground 2
crew, or radio call. FTIT may exceed 935˚C and, 0
if ac power is available, ENG FIRE warning or P
OVERHEAT caution light may illuminate. W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-8/GE
T.O. BMS1F-16CM-1CL-1
C-9/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-10/GE
T.O. BMS1F-16CM-1CL-1
C-11/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Nozzle problems may inhibit AB capability as 2
indicated by presence of the ENG AB FAIL PFL. 2
0
2 In a partial thrust situation, thrust available P
may increase as altitude decreases. 250 kts W
approximates the airspeed at which thrust 2
required for level flight is the lowest. 2
9 PW 220
3 C Position the ENG CONT sw to SEC for a G PW 229
minimum of ½ sec, then immediately back to E GE 100
PRI. 1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-12/GE
T.O. BMS1F-16CM-1CL-1
END
C-13/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Maintain takeoff thrust until min 2
recommended ejection altitude is attained and 2
then throttle to min practical. 0
P
2 ◆ If fire occurred in AB, ENG FIRE warning W
light may not illuminate. Fire should extinguish 2
after throttle is retarded; however, nozzle 2
damage may result in lower than normal 9 PW 220
thrust.
G PW 229
E GE 100
3 Determine if fire and overheat detection 1 GE 129
circuits are functional. 0
0 SECTION N
4 W An in-flight fire may cause the degradation
or failure of multiple systems. If time and G SECTION X
conditions permit, attempt to determine the E SECTION EP
status of individual flight controls, 1 EP-GROUND
speedbrakes, FLCS branches, and available 2
9 EP-TAKEOFF
thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-14/GE
T.O. BMS1F-16CM-1CL-1
C-15/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 ◆ Determine if fire and overheat detection circuits 2
are functional. 2
0
2 If the EPU was manually turned on, consider
turning it off to determine if it is the source of the P
overheat condition. If the OVERHEAT caution light W
remains on, the EPU should be turned back on. 2
2
3 External fuel cannot be transferred in OFF or 9 PW 220
RAM. Consider jettisoning tank(s) to decrease drag if G PW 229
range is critical and the ECS cannot be turned on for
E GE 100
short periods of time to transfer fuel.
1 GE 129
4 W◆ With the ECS shut down or the AIR SOURCE
0
knob in OFF or RAM, the g-suit does not inflate and
0 SECTION N
PBG is disabled. G SECTION X
E SECTION EP
5 W If LG handle does not lower, select BRAKES 1 EP-GROUND
CHAN 2 and position ALT FLAPS sw to EXTEND. 2
Nozzle remains closed, resulting in higher than 9 EP-TAKEOFF
normal landing thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-16/GE
T.O. BMS1F-16CM-1CL-1
C-17/GE
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
W
• Below 15 psi at IDLE. 2
• Below 25 psi at MIL. 2
• Above 65 psi. 0
• Pressure fluctuations greater than ± 5 psi at IDLE
P
or ±10 psi above IDLE. W
• Lack of oil pressure rise when the rpm is 2
increased. 2
9 PW 220
OTHER CONSIDERATIONS: PW 229
G
E GE 100
1 If the HYD/OIL PRESS warning light is illuminated
with normal OIL and HYD pressure indications, 1 GE 129
suspect oil pressure sw failure or hydraulic pressure 0
sw failure. Monitor OIL and HYD pressure indicators 0 SECTION N
and land as soon as practical. SECTION X
G
2 Monitor hydrazine use. If consumption rate is too
E SECTION EP
high, cycle EPU sw to OFF, then NORM to conserve 1 EP-GROUND
hydrazine. Be prepared to place EPU sw back to ON if 2
EP-TAKEOFF
the engine seizes. 9
EP-IN-FLIGHT
3 C Throttle movement/rpm change may cause EP-LANDING
engine seizure. SECTION AR
4 Plan to fly an SFO. Refer to FLAMEOUT LANDING,
page C-33.
C-18/GE
T.O. BMS1F-16CM-1CL-1
END
C-19/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Partial alternator failure may not result in transfer 2
to SEC but may cause loss of engine fault reporting 2
capability and zero or erroneous rpm indication. 0
2 For serious hardware problems, the engine may P
operate normally at idle rpm but exhibit W
stall/vibration conditions at thrust settings above 2
idle rpm. Use the highest thrust setting below the 2 PW 220
stall/vibration condition to sustain flight. 9
PW 229
G
3 If stall(s) occurred in AB at 30,000 ft MSL or above E GE 100
and while subsonic, the engine is safe to operate in 1 GE 129
the IDLE to MIL range provided no other abnormal
0
engine indications are observed.
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-20/GE
T.O. BMS1F-16CM-1CL-1
END
C-21/GE
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
• Engine oscillations. W
• Insufficient thrust at MIL (with or without correct 2
indications). 2
• Lack of response to throttle commands. 0
• Nozzle indicating or suspected full open or closed.
OTHER CONSIDERATIONS:
P
W
1 W◆ Failure to monitor sink rate and height above terrain
2
while applying low thrust recovery procedures can result in
ejection outside ejection seat performance envelope.
2 PW 220
9
PW 229
2 C ◆ If SEC caution light is on, refer to SEC CAUTION LIGHT, G
page C-29. E GE 100
◆ Idle PRI thrust with nozzle closed is approx 50 percent 1 GE 129
greater than idle SEC thrust. 0
3 C Retarding the throttle below MIL while supersonic may 0 SECTION N
induce inlet buzz which produces severe cockpit vibration and G SECTION X
probable engine stalls.
E SECTION EP
4 Transfer to SEC may be accomplished while supersonic if 1 EP-GROUND
the throttle remains at MIL. 2
9 EP-TAKEOFF
5 AB operation is inhibited and exhaust nozzle is closed.
EP-IN-FLIGHT
6 During landing in SEC, idle thrust is approx twice that in
PRI with a normal nozzle.
EP-LANDING
SECTION AR
7 W Delaying engine shutdown can result in a long, fast
landing. Wheel braking is less effective due to lack of WOW
and there is an increased probability of a missed cable
engagement.
8 If engine does not respond, shut down the engine with the
FUEL MASTER sw. At MIL, the engine flames out in approx 6
seconds. At IDLE, the engine flames out in approx 45 seconds.
9 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make
WOW or if forward stick pressure is held.
C-22/GE
T.O. BMS1F-16CM-1CL-1
6. Throttle - OFF. 8
7. HOOK sw - DN (if required). 9 W
END
C-23/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24/GE
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-25/GE
T.O. BMS1F-16CM-1CL-1
C-26/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration
2
and probable engine stalls. 2
0
2 AB operation is inhibited and exhaust nozzle is closed.
3 The sw may remain in PRI or may be placed to SEC. If the
P
sw is placed to SEC, do not place sw back to PRI. W
2
4 W Cycling the ENG CONT sw in an attempt to regain PRI
2
may result in reoccurrence of the original malfunction or a PW 220
more severe condition. 9
PW 229
5 During landing in SEC, idle thrust is approx twice that in G
PRI with a normal nozzle. E GE 100
1 GE 129
6 W Failure to monitor sink rate and height above terrain
while applying low thrust recovery procedures can result in 0
ejection outside ejection seat performance envelope. 0 SECTION N
7 A broken throttle cable or throttle linkage disconnect G SECTION X
causes a transfer to SEC and abnormal engine response in E SECTION EP
SEC. Reselecting PRI restores normal engine operation for
flight; however, engine shutdown after flight requires either
1 EP-GROUND
use of the FUEL MASTER sw or maintenance personnel action 2 EP-TAKEOFF
to position the MEC throttle input shaft to off. 9
EP-IN-FLIGHT
8 If throttle is stuck, control might be regained by depressing
the cutoff release, rotating the throttle outboard, and EP-LANDING
applying necessary force. SECTION AR
9 W Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation.
Starting the JFS may result in no brake/JFS accumulator
pressure for the brakes.
10 W Delaying engine shutdown can result in a long, fast
landing. Wheel braking is less effective due to lack of WOW
and there is an increased probability of a missed cable
engagement.
11 If throttle is stuck or engine does not respond, shut down
the engine with the FUEL MASTER sw. At MIL, the engine
flames out in approx 6 sec. At IDLE, the engine flames out in
approx 45 sec.
12 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make
WOW or if forward stick pressure is held.
C-28/GE
T.O. BMS1F-16CM-1CL-1
END
OTHER CONSIDERATIONS: P
1 C If at low altitude, position the ENG CONT sw to SEC for
W
a minimum of 1/2 sec, then immediately back to PRI. 2
2 If not at low altitude, position the ENG CONT sw to SEC. If 2
the engine does not show signs of recovery (increasing thrust 0
or rpm/FTIT) within 10 sec, time and conditions permitting,
return the ENG CONT sw to PRI. P
3 Above 30,000 ft MSL, airspeeds in the 250-400 kts/0.9 W
mach range should be considered to reduce altitude and
increase the probability of a successful airstart.
2
4 If max gliding range is not a factor, consider maintaining 250
2
knots or more above 10,000 ft AGL to provide best restart 9 PW 220
conditions (in case of JFS failure). Below 10,000 ft AGL with the
G PW 229
JFS RUN light on, maintain max range or max endurance
airspeed. E GE 100
5 If the JFS sw is erroneously placed to START 1, leave it 1 GE 129
there. 0
• If the JFS RUN light does not illuminate or goes off once 0 SECTION N
illuminated, place the JFS sw to OFF and reattempt START 2
when the brake/JFS accumulators are recharged. The JFS sw G SECTION X
does not relatch in either start position while the JFS is spooling E SECTION EP
down.
6 If stores jettison is attempted after main generator drops off
1 EP-GROUND
line but before EPU generator powers the SMS (approx 5 sec 2
delay), stores will not jettison. 9 EP-TAKEOFF
7 Visually confirm the stores have jettisoned and jettison EP-IN-FLIGHT
again if required. EP-LANDING
8 Allow FTIT to drop below 700°C before advancing the
throttle. SECTION AR
9 C FTIT should decrease rapidly when throttle is OFF. If
FTIT does not decrease rapidly, verify the throttle is OFF.
• Do not mistake a rapid initial FTIT increase during an airstart as
an indication of a hot start.
10 Typically, airstarts are characterized by rapidly increasing
FTIT with a slow increase in rpm.
11 Stay in the mode that successfully restarts the engine.
• The proximity of the ENG CONT sw to the JFS sw makes the
JFS sw susceptible to being bumped to OFF when selecting SEC.
12 Verify MAIN GEN and STBY GEN lights are off.
13 If warning flag(s) is in view, refer to TOTAL INS FAILURE,
page F-29.
14 W If only AUX flag is in view, pitch and roll attitude
information is likely to be erroneous due to INS autorestart in
the attitude mode when other than straight and level,
unaccelerated flight conditions existed.
C-30/GE
T.O. BMS1F-16CM-1CL-1
8. JFS sw - OFF.
9. ELEC CAUTION RESET button - Depress. 12
10. EPU sw - OFF, then NORM.
11. ADI-Check for presence of OFF and/or AUX
warning flags. 13 14 W.
12. Land as soon as possible.
13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F-13.
END
C-31/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 Altitudes (overhead approach): W
• High key — 7000-10,000 ft AGL. 2
Recommended altitude is 7000 ft AGL plus 500 ft per 1000 lb 2
of fuel/store weights over C 1000, D zero lb. 0
• Low key — 3000-5000 ft AGL.
Recommended altitude is 3000 ft AGL plus 250 ft per 1000 lb P
of fuel/store weights over C 1000, D zero lb. W
• Base key — 2000 ft AGL min. 2
2 PW 220
Altitudes (straight-in approach): 9
• Clean glide — 7000 ft AGL min at 8 nm. PW 229
G
• Lower LG — 4000-8000 ft AGL at 4 nm.
E GE 100
Delay lowering LG until initial aimpoint is 11°-17° below the
horizon. 1 GE 129
2 W Eject if a safe landing cannot be made. Ejection can be 0
accomplished at any point in the pattern but do not delay ejection 0 SECTION N
below 2000 ft AGL in an attempt to salvage a questionable approach.
G SECTION X
3 Increase airspeed by 5 kts per 1000 lb of fuel/store weights over
C 1000, D zero lb. This airspeed equates to approx 7°AOA.
E SECTION EP
1 EP-GROUND
4 During an airstart attempt, do not slow below the min airstart
2
airspeed. EP-TAKEOFF
9
5 W ◆ Min EPU fuel quantity without (with) JFS running: EP-IN-FLIGHT
• Overhead approach at high key — 25 (20) percent.
• Straight-in approach: EP-LANDING
o 8 nm — 45 (40) percent.
o 4 nm — 25 (20) percent.
SECTION AR
◆ The JFS alone does not provide adequate hydraulic pressure to
land the aircraft.
◆ Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator
pressure for the brakes.
6 ◆ If engine is not operating, consider placing the FUEL MASTER
sw to OFF if a fuel leak exists. This action may conserve fuel for the
JFS.
◆ If the JFS is erroneously placed to START 1, leave it there.
◆ If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2 when the
brake/JFS accumulators are recharged. The JFS sw does not relatch in
either start position while the JFS is spooling down.
C-32/GE
T.O. BMS1F-16CM-1CL-1
D.
FUEL/
ST0RE ALTITUDE − FEET AGL KIAS
C-33/GE
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
7 W ◆ Do not delay lowering LG below 2000 ft AGL. 2
◆ If LG handle does not lower, select BRAKES CHAN 2 2
and position ALT FLAPS sw to EXTEND. Nozzle remains 0
closed, resulting in higher than normal landing thrust.
P
8 Alternate LG extension can be used up to 300 kts; W
however, the NLG may not fully extend until 190 kts. 2
Time above 190 kts should be minimized in case there is 2
a leak in the pneumatic lines. 9 PW 220
PW 229
9 C ◆ NWS is not available following alternate LG G
extension. E GE 100
◆ Do not depress the ALT GEAR reset button while 1 GE 129
pulling the ALT GEAR handle. This action may preclude 0
successful LG extension. 0 SECTION N
10 Increase airspeed by 5 kts per 1000 lb of fuel/store G SECTION X
weights over C 1000, D zero lb. E SECTION EP
11 W Do not allow airspeed to decrease below
1 EP-GROUND
2
180 plus 5 kts per 1000 lb of fuel/store weights over C EP-TAKEOFF
1000, D zero lb. 9
EP-IN-FLIGHT
12 C ◆ Brakes should be applied in a single, moderate, EP-LANDING
and steady application without cycling the antiskid.
SECTION AR
◆ Touchdown skid control prevents brake application
prior to wheel spin-up; however, brake pedal deflection
of 1/16 inch causes a small flow of hydraulic fluid from
the brake/JFS accumulators.
To avoid depleting brake/JFS accumulator pressure, do
not rest feet on the brake pedals.
◆ Do not attempt to taxi clear of the runway. Loss of
brake/JFS accumulator pressure results in the inability
to stop or steer the aircraft.
C-34/GE
T.O. BMS1F-16CM-1CL-1
C-34.1/GE
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-34.2/GE
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
This section contains F110-GE-129 engine data. 2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-1/GE29
T.O. BMS1F-16CM-1CL-1
C-2/GE29
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-3/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hot start — FTIT over 935°C. During engine 2
start, if the FTIT increases through 750°C 2
while engine rpm is less than 40 percent, 0
a hot start can be anticipated. P
W
2 Motor engine with JFS until FTIT reaches 2
200°C. 2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-4/GE29
T.O. BMS1F-16CM-1CL-1
C-5/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Hung start — RPM has stopped increasing 2
below IDLE and FTIT is stabilized at less than 2
935°C. 0
P
• No start — Light-off does not occur within W
10 seconds. 2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-6/GE29
T.O. BMS1F-16CM-1CL-1
C-7/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 An engine or JFS fire/overheat can be detected 2
by flames, smoke, explosion, signal from ground 2
crew, or radio call. FTIT may exceed 935˚C and, 0
if ac power is available, ENG FIRE warning or P
OVERHEAT caution light may illuminate. W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-8/GE29
T.O. BMS1F-16CM-1CL-1
C-9/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-10/GE29
T.O. BMS1F-16CM-1CL-1
C-11/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Nozzle problems may inhibit AB capability as 2
indicated by presence of the ENG AB FAIL PFL. 2
0
2 In a partial thrust situation, thrust available P
may increase as altitude decreases. 250 kts W
approximates the airspeed at which thrust 2
required for level flight is the lowest. 2
9 PW 220
3 C Position the ENG CONT sw to SEC for a
G PW 229
minimum of ½ sec, then immediately back to GE 100
E
PRI. 1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-12/GE29
T.O. BMS1F-16CM-1CL-1
END
C-13/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 Maintain takeoff thrust until min 2
recommended ejection altitude is attained and 2
then throttle to min practical. 0
P
2 ◆ If fire occurred in AB, ENG FIRE warning W
light may not illuminate. Fire should extinguish 2
after throttle is retarded; however, nozzle 2
damage may result in lower than normal 9 PW 220
thrust.
G PW 229
E GE 100
3 Determine if fire and overheat detection GE 129
1
circuits are functional. 0
0 SECTION N
4 W An in-flight fire may cause the degradation
or failure of multiple systems. If time and G SECTION X
conditions permit, attempt to determine the E SECTION EP
status of individual flight controls, 1 EP-GROUND
speedbrakes, FLCS branches, and available 2
9 EP-TAKEOFF
thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-14/GE29
T.O. BMS1F-16CM-1CL-1
C-15/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 ◆ Determine if fire and overheat detection circuits 2
are functional. 2
0
2 If the EPU was manually turned on, consider
turning it off to determine if it is the source of the P
overheat condition. If the OVERHEAT caution light W
remains on, the EPU should be turned back on. 2
2
3 External fuel cannot be transferred in OFF or 9 PW 220
RAM. Consider jettisoning tank(s) to decrease drag if G PW 229
range is critical and the ECS cannot be turned on for
E GE 100
short periods of time to transfer fuel.
1 GE 129
4 W◆ With the ECS shut down or the AIR SOURCE
0
knob in OFF or RAM, the g-suit does not inflate and
0 SECTION N
PBG is disabled. G SECTION X
E SECTION EP
5 W If LG handle does not lower, select BRAKES 1 EP-GROUND
CHAN 2 and position ALT FLAPS sw to EXTEND. 2
Nozzle remains closed, resulting in higher than 9 EP-TAKEOFF
normal landing thrust. EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-16/GE29
T.O. BMS1F-16CM-1CL-1
C-17/GE29
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
W
• Below 15 psi at IDLE. 2
• Below 25 psi at MIL. 2
• Above 65 psi. 0
• Pressure fluctuations greater than ± 5 psi at IDLE
P
or ±10 psi above IDLE. W
• Lack of oil pressure rise when the rpm is 2
increased. 2
PW 220
9
OTHER CONSIDERATIONS: PW 229
G
E GE 100
1 If the HYD/OIL PRESS warning light is illuminated
with normal OIL and HYD pressure indications, 1 GE 129
suspect oil pressure sw failure or hydraulic pressure 0
sw failure. Monitor OIL and HYD pressure indicators 0 SECTION N
and land as soon as practical. SECTION X
G
2 Monitor hydrazine use. If consumption rate is too
E SECTION EP
high, cycle EPU sw to OFF, then NORM to conserve 1 EP-GROUND
hydrazine. Be prepared to place EPU sw back to ON 2
EP-TAKEOFF
if the engine seizes. 9
EP-IN-FLIGHT
3 C Throttle movement/rpm change may cause EP-LANDING
engine seizure. SECTION AR
4 Plan to fly an SFO. Refer to FLAMEOUT LANDING,
page C-33.
C-18/GE29
T.O. BMS1F-16CM-1CL-1
END
C-19/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 For serious hardware problems, the engine may 2
operate normally at idle rpm but exhibit 2
stall/vibration conditions at thrust settings above 0
idle rpm. Use the highest thrust setting below the
stall/vibration condition to sustain flight. P
W
2 If stall(s) occurred in AB at 30,000 ft MSL or above 2
and while subsonic, the engine is safe to operate in 2 PW 220
the IDLE to MIL range provided no other abnormal 9
engine indications are observed. PW 229
G
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-20/GE29
T.O. BMS1F-16CM-1CL-1
END
C-21/GE29
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS: P
• Engine oscillations. W
• Insufficient thrust at MIL (with or without correct 2
indications). 2
• Lack of response to throttle commands. 0
• Nozzle indicating or suspected full open or closed.
OTHER CONSIDERATIONS:
P
W
1 W◆ Failure to monitor sink rate and height above terrain 2
while applying low thrust recovery procedures can result in
ejection outside ejection seat performance envelope.
2 PW 220
9
PW 229
2 C ◆ If SEC caution light is on, refer to SEC CAUTION LIGHT, G
page C-29. E GE 100
◆ Idle PRI thrust with nozzle closed is approx 50 percent 1 GE 129
greater than idle SEC thrust. 0
3 C Retarding the throttle below MIL while supersonic may 0 SECTION N
induce inlet buzz which produces severe cockpit vibration and G SECTION X
probable engine stalls.
E SECTION EP
4 Transfer to SEC may be accomplished while supersonic if 1 EP-GROUND
the throttle remains at MIL. 2
9 EP-TAKEOFF
5 AB operation is inhibited and exhaust nozzle is closed.
EP-IN-FLIGHT
6 During landing in SEC, idle thrust is approx twice that in
PRI with a normal nozzle.
EP-LANDING
SECTION AR
7 W Delaying engine shutdown can result in a long, fast
landing. Wheel braking is less effective due to lack of WOW
and there is an increased probability of a missed cable
engagement.
8 If engine does not respond, shut down the engine with the
FUEL MASTER sw. At MIL, the engine flames out in approx 6
seconds. At IDLE, the engine flames out in approx 45 seconds.
9 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make
WOW or if forward stick pressure is held.
C-22/GE29
T.O. BMS1F-16CM-1CL-1
6. Throttle - OFF. 8
7. HOOK sw - DN (if required). 9 W
END
C-23/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2 EP-TAKEOFF
9
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-24/GE29
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-25/GE29
T.O. BMS1F-16CM-1CL-1
C-26/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
1 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration
2
and probable engine stalls. 2
0
2 AB operation is inhibited and exhaust nozzle is closed.
3 The sw may remain in PRI or may be placed to SEC. If the
P
sw is placed to SEC, do not place sw back to PRI. W
2
4 W Cycling the ENG CONT sw in an attempt to regain PRI 2
may result in reoccurrence of the original malfunction or a 9 PW 220
more severe condition.
G PW 229
5 During landing in SEC, idle thrust is approx twice that in E GE 100
PRI with a normal nozzle. GE 129
1
6 W Failure to monitor sink rate and height above terrain 0
while applying low thrust recovery procedures can result in 0 SECTION N
ejection outside ejection seat performance envelope.
G SECTION X
7 A broken throttle cable or throttle linkage disconnect
causes a transfer to SEC and abnormal engine response in
E SECTION EP
SEC. Reselecting PRI restores normal engine operation for 1 EP-GROUND
flight; however, engine shutdown after flight requires either 2
EP-TAKEOFF
use of the FUEL MASTER sw or maintenance personnel action 9
to position the MEC throttle input shaft to off. EP-IN-FLIGHT
8 W Do not start the JFS if engine seizure has occurred or is EP-LANDING
anticipated or if engine failure is a result of fuel starvation. SECTION AR
Starting the JFS may result in no brake/JFS accumulator
pressure for the brakes.
9 W Delaying engine shutdown can result in a long, fast
landing. Wheel braking is less effective due to lack of WOW
and there is an increased probability of a missed cable
engagement.
10 W If the engine does not respond, shut down the engine
with the FUEL MASTER sw. At MIL, the engine flames out in
approx 6 sec. At IDLE, the engine flames out in approx 45 sec.
11 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make
WOW or if forward stick pressure is held.
12 The failure condition no longer exists if the PFL is not
present during the fault recall.
C-28/GE29
T.O. BMS1F-16CM-1CL-1
END
ENGINE FAULT CAUTION LIGHT GE129
If ENGINE FAULT caution light illuminates:
1. PFLD – Note PFL(s) displayed.
2. C DF F-ACK, DR FAULT ACK button –
Depress to acknowledge fault.
3. Refer to PILOT FAULT LIST - ENGINE, page EP-12.
4. C DF F-ACK, DR FAULT ACK button –
Depress to perform fault recall. 12
END
C-29/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 W With engine failure or flameout, OBOGS is inoperative.
W
Activate EOS if OXY LOW warning light illuminates above 2
10,000 ft cockpit altitude. 2
2 C If at low altitude, position the ENG CONT sw to SEC for 0
a min of 1/2 sec, then immediately back to PRI.
3 If not at low altitude, position the ENG CONT sw to SEC. If P
the engine does not show signs of recovery (increasing thrust W
or rpm/FTIT) within 10 sec, time and conditions permitting,
return the ENG CONT sw to PRI.
2
4 Above 30,000 ft MSL, airspeeds in the 250-400 kts/0.9
2
mach range should be considered to reduce altitude and 9 PW 220
increase the probability of a successful airstart.
G PW 229
5 If max gliding range is not a factor, consider maintaining 250 GE 100
knots or more above 10,000 ft AGL to provide best restart
E
conditions (in case of JFS failure). Below 10,000 ft AGL with the 1 GE 129
JFS RUN light on, maintain max range or max endurance 0
airspeed. SECTION N
0
6 If the JFS sw is erroneously placed to START 1, leave it
there. G SECTION X
• If the JFS RUN light does not illuminate or goes off once E SECTION EP
illuminated, place the JFS sw to OFF and reattempt START 2 1
when the brake/JFS accumulators are recharged. The JFS sw EP-GROUND
does not relatch in either start position while the JFS is spooling 2
down. 9 EP-TAKEOFF
7 If stores jettison is attempted after main generator drops off EP-IN-FLIGHT
line but before EPU generator powers the SMS (approx 5 sec EP-LANDING
delay), stores will not jettison.
8 Visually confirm the stores have jettisoned and jettison SECTION AR
again if required.
9 Allow FTIT to drop below 700°C before advancing the
throttle.
10 C FTIT should decrease rapidly when throttle is OFF. If
FTIT does not decrease rapidly, verify the throttle is OFF.
• Do not mistake a rapid initial FTIT increase during an airstart as
an indication of a hot start.
11 Typically, airstarts are characterized by rapidly increasing
FTIT with a slow increase in rpm.
12 Stay in the mode that successfully restarts the engine.
• The proximity of the ENG CONT sw to the JFS sw makes the
JFS sw susceptible to being bumped to OFF when selecting SEC.
13 Verify MAIN GEN and STBY GEN lights are off.
14 If warning flag(s) is in view, refer to TOTAL INS FAILURE,
page F-29.
15 W If only AUX flag is in view, pitch and roll attitude
information is likely to be erroneous due to INS autorestart in
the attitude mode when other than straight and level,
unaccelerated flight conditions existed.
C-30/GE29
T.O. BMS1F-16CM-1CL-1
8. JFS sw - OFF.
9. ELEC CAUTION RESET button - Depress. 13
10. EPU sw - OFF, then NORM.
11. ADI-Check for presence of OFF and/or AUX
warning flags. 14 15 W.
12. Land as soon as possible.
13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F-13.
END
C-31/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
1 Altitudes (overhead approach): W
• High key — 7000-10,000 ft AGL. 2
Recommended altitude is 7000 ft AGL plus 500 ft per 1000 lb 2
of fuel/store weights over C 1000, D zero lb. 0
• Low key — 3000-5000 ft AGL.
Recommended altitude is 3000 ft AGL plus 250 ft per 1000 lb P
of fuel/store weights over C 1000, D zero lb. W
• Base key — 2000 ft AGL min. 2
2 PW 220
Altitudes (straight-in approach): 9
• Clean glide — 7000 ft AGL min at 8 nm. PW 229
G
• Lower LG — 4000-8000 ft AGL at 4 nm.
E GE 100
Delay lowering LG until initial aimpoint is 11°-17° below the
horizon. 1 GE 129
2 W Eject if a safe landing cannot be made. Ejection can be 0
accomplished at any point in the pattern but do not delay ejection 0 SECTION N
below 2000 ft AGL in an attempt to salvage a questionable approach.
G SECTION X
3 Increase airspeed by 5 kts per 1000 lb of fuel/store weights over
C 1000, D zero lb. This airspeed equates to approx 7°AOA. E SECTION EP
1 EP-GROUND
4 During an airstart attempt, do not slow below the min airstart
airspeed. 2 EP-TAKEOFF
9
5 W ◆ Min EPU fuel quantity without (with) JFS running: EP-IN-FLIGHT
• Overhead approach at high key — 25 (20) percent.
• Straight-in approach: EP-LANDING
o 8 nm — 45 (40) percent.
o 4 nm — 25 (20) percent.
SECTION AR
◆ The JFS alone does not provide adequate hydraulic pressure to
land the aircraft.
◆ Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator
pressure for the brakes.
6 ◆ If engine is not operating, consider placing the FUEL MASTER
sw to OFF if a fuel leak exists. This action may conserve fuel for the
JFS.
◆ If the JFS is erroneously placed to START 1, leave it there.
◆ If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2 when the
brake/JFS accumulators are recharged. The JFS sw does not relatch in
either start position while the JFS is spooling down.
C-32/GE29
T.O. BMS1F-16CM-1CL-1
D.
FUEL/
ST0RE ALTITUDE − FEET AGL KIAS
C-33/GE29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS: P
W
7 W ◆ Do not delay lowering LG below 2000 ft AGL. 2
◆ If LG handle does not lower, select BRAKES CHAN 2 2
and position ALT FLAPS sw to EXTEND. Nozzle remains 0
closed, resulting in higher than normal landing thrust.
P
8 Alternate LG extension can be used up to 300 kts; W
however, the NLG may not fully extend until 190 kts. 2
Time above 190 kts should be minimized in case there is 2
a leak in the pneumatic lines. PW 220
9
PW 229
9 C ◆ NWS is not available following alternate LG G
extension. E GE 100
◆ Do not depress the ALT GEAR reset button while 1 GE 129
pulling the ALT GEAR handle. This action may preclude 0
successful LG extension. 0 SECTION N
10 Increase airspeed by 5 kts per 1000 lb of fuel/store G SECTION X
weights over C 1000, D zero lb. E SECTION EP
11 W Do not allow airspeed to decrease below 1 EP-GROUND
180 plus 5 kts per 1000 lb of fuel/store weights over C 2 EP-TAKEOFF
1000, D zero lb. 9
EP-IN-FLIGHT
12 C ◆ Brakes should be applied in a single, moderate, EP-LANDING
and steady application without cycling the antiskid.
SECTION AR
◆ Touchdown skid control prevents brake application
prior to wheel spin-up; however, brake pedal deflection
of 1/16 inch causes a small flow of hydraulic fluid from
the brake/JFS accumulators.
To avoid depleting brake/JFS accumulator pressure, do
not rest feet on the brake pedals.
◆ Do not attempt to taxi clear of the runway. Loss of
brake/JFS accumulator pressure results in the inability
to stop or steer the aircraft.
C-34/GE29
T.O. BMS1F-16CM-1CL-1
C-34.1/GE29
T.O. BMS1F-16CM-1CL-1
NOTES: P
W
2
2
0
P
W
2
2
9 PW 220
G PW 229
E GE 100
1 GE 129
0
0 SECTION N
G SECTION X
E SECTION EP
1 EP-GROUND
2
9 EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
C-34.2/GE29
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
D-1
T.O. BMS1F-16CM-1CL-1
Fuel/Hydraulic Malfunctions
RED ZONE ON
AL POINTER FUEL IMBALANCE.......... D-5
FWD
FUEL LOW
TOTALIZER
AND POINTERS
DO NOT AGREE TRAPPED EXT. FUEL........ D-9
BELOW 5700
(D 4500) LB
SECTION N
ABNORMALLY SECTION X
DECREASING FUEL LEAK .................... D-11 SECTION EP
TOTALIZER
EP-GROUND
FUEL/OIL HOT FUEL/OIL OR EP-TAKEOFF
HOT
GRAVITY FEED ............. D-13
EP-IN-FLIGHT
FUEL MANAGEMENT SYSTEM PFL ............. D-13 EP-LANDING
FLAMEOUT LANDING ................... GO TO C-33
SECTION AR
HYD/OIL
PRESS OIL SYSTEM
MALFUNCTION .............. D-13
FLCS
FAULT
D-2
T.O. BMS1F-16CM-1CL-1
HYD/OIL
PRESS
DUAL HYDRAULIC
FLCS MALFUNCTION................... D-17
FAULT
HYD/OIL
PRESS
ELEC
SYS
SYSTEM B AND
GENERATOR FAILURE
(PTO SHAFT) ....................... D-17
SECTION N
FLCS
FAULT SECTION X
FLCS PMG STBY GEN SECTION EP
MAIN GEN EP-GROUND
EP-TAKEOFF
B HYD PRESS INDICATOR LOW
EPU RUN LIGHT ON
EP-IN-FLIGHT
ISA ALL FAIL PFL EP-LANDING
SECTION AR
D-3
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
D-4
T.O. BMS1F-16CM-1CL-1
FUEL IMBALANCE 1 2
D-5
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
D-6
T.O. BMS1F-16CM-1CL-1
FUEL LOW
D-7
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
D-8
T.O. BMS1F-16CM-1CL-1
D-9
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
D-10
T.O. BMS1F-16CM-1CL-1
FUEL LEAK
1. Range – Maximize. 2 3 W
OTHER INDICATIONS:
OTHER CONSIDERATIONS:
D-12
T.O. BMS1F-16CM-1CL-1
D-13
T.O. BMS1F-16CM-1CL-1
INOPERATIVE EQUIPMENT:
OTHER INDICATIONS:
OTHER CONSIDERATIONS:
D-14
T.O. BMS1F-16CM-1CL-1
System A Failure
(Cont)
D-15
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
D-16
T.O. BMS1F-16CM-1CL-1
After landing:
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
D-16.1
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
• Sluggishness or lack of response to flight control inputs;
decreasing hydraulic pressures.
• A hydraulic system failure is indicated by illumination of the
HYD/OIL PRESS warning light, FLCS FAULT caution light, and ISA ALL
FAIL PFL.
OTHER CONSIDERATIONS:
1 Before landing, confirm that the EPU operates (EPU run light
on) with the throttle in IDLE. If the EPU run light goes off, refer
to ABNORMAL EPU OPERATION, page A17.
2 Make smooth control inputs and plan to fly a straight-in
approach.
3 Alternate LG extension can be used up to 300 kts; however, the SECTION N
NLG may not fully extend until 190 kts. Time above 190 kts should
be minimized in case there is a leak in the pneumatic lines. SECTION X
4 C ◆ NWS is not available following alternate LG extension. SECTION EP
◆ Do not depress the ALT GEAR reset button while pulling the ALT EP-GROUND
GEAR handle. This action may preclude successful LG extension.
EP-TAKEOFF
5 W If LG handle does not lower, select BRAKES CHAN 2 and
position ALT FLAPS sw to EXTEND. PW220 / PW229 Nozzle
EP-IN-FLIGHT
idle area reset is not available resulting in higher than normal EP-LANDING
landing thrust.
SECTION AR
6 Braking is available using brake/JFS accumulators only. To avoid
depleting the brake/JFS accumulators, do not rest feet on the brake
pedals. If the brake/JFS accumulators are depleted or if directional
control may be a problem, consider an approach-end arrestment.
Refer to CABLE ARRESTMENT, page F-13.
7 C ◆ Brakes should be applied in a single, moderate,
and steady application without cycling the antiskid.
◆ Touchdown skid control prevents brake application prior to
wheel spin-up; however, brake pedal deflection of 1/16 inch causes
a small flow of hydraulic fluid from the brake/JFS accumulators. To
avoid depleting brake/JFS accumulator pressure, do not rest feet on
the brake pedals.
◆ Do not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer the
aircraft.
D-16.2
T.O. BMS1F-16CM-1CL-1
3. Eject.
END
D-17
T.O. BMS1F-16CM-1CL-1
MAJOR INOPERATIVE EQUIPMENT:
OTHER CONSIDERATIONS:
1 C Stall protection may be lost. Do not retard throttle below MIL until
subsonic.
2 C If warning flag(s) is in view, refer to EGI FAILURE, page F-29.
3 W If only AUX flag is in view, pitch and roll attitude information is likely
to be erroneous due to INS autorestart in the attitude mode when other
than straight and level, unaccelerated flight conditions existed.
4 C DEEC stall protection may be lost. Do not retard throttle below MIL
until subsonic.
5 Before landing, confirm that the EPU operates (EPU run light is on) with
the throttle in IDLE. If the EPU run light goes off, immediately advance
the throttle since underspeed of the EPU results in loss-of-control. SECTION N
Maintain throttle setting which keeps EPU run light on until after SECTION X
touchdown.
6 Make smooth control inputs and plan to fly a straight-in approach. SECTION EP
7 Alternate LG extension can be used up to 300 kts; however, the NLG EP-GROUND
may not fully extend until 190 kts. Time above 190 kts should be
minimized in case there is a leak in the pneumatic lines. EP-TAKEOFF
8 C ◆ NWS is not available following alternate LG extension. EP-IN-FLIGHT
◆ Do not depress the ALT GEAR reset button while pulling the ALT EP-LANDING
GEAR handle. This action may preclude successful LG extension.
9 W If LG handle does not lower, select BRAKES CHAN 2 and
SECTION AR
position ALT FLAPS sw to EXTEND. PW220 / PW229 Nozzle
remains closed resulting in higher than normal landing thrust.
10 Braking is available using brake/JFS accumulators only. To avoid
depleting the brake/JFS accumulators, do not rest feet on the brake
pedals. If the brake/JFS accumulators are depleted or if directional
control may be a problem, consider an approach-end arrestment. Refer
to CABLE ARRESTMENT, page F-13.
11 C◆ Brakes should be applied in a single, moderate, and steady
application without cycling the antiskid.
◆ Touchdown skid control prevents brake application prior to wheel
spin-up; however, brake pedal deflection of 1/16 inch causes a small
flow of hydraulic fluid from the brake/JFS accumulators. To avoid
depleting brake/JFS accumulator pressure, do not rest feet on the brake
pedals.
◆ Do not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer the aircraft.
D-18
T.O. BMS1F-16CM-1CL-1
2. Eject.
3. Throttle – As required. 1 C
4. ADI – Check for presence of OFF and/or AUX
warning flags. 2 3 W
5. PW220 AB RESET sw - AB RESET, then SECTION N
NORM. 4 C
SECTION X
6. Fuel balance – Monitor.
7. EPU run light – Check light on at idle SECTION EP
thrust. 5 EP-GROUND
8. Land as soon as possible. 6 EP-TAKEOFF
9. ALT GEAR handle – Pull (190 kts max, if EP-IN-FLIGHT
practical). 7 8 C EP-LANDING
10. LG Handle – DN. (Use DN LOCK REL button if
required.) 9 W
SECTION AR
11. HOOK sw - DN (if required). 10
After landing:
END
D-19
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
D-20
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-1
T.O. BMS1F-16CM-1CL-1
E-2
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-3
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-4
T.O. BMS1F-16CM-1CL-1
If conditions permit:
If LK must be raised:
When desired:
END
E-5
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
E-6
T.O. BMS1F-16CM-1CL-1
LG FAILS TO RETRACT
SECTION N
BLOWN TIRE ON TAKEOFF 3 W 4 5 W 6 C
SECTION X
If takeoff is not feasible: SECTION EP
EP-GROUND
1. Abort. EP-TAKEOFF
EP-IN-FLIGHT
If takeoff is continued:
EP-LANDING
1. LG – Do not retract. SECTION AR
2. Airspeed – 300 kts max.
3. Refer to LANDING WITH A BLOWN TIRE,
page E-9.
END
E-7
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
E-8
T.O. BMS1F-16CM-1CL-1
(Cont)
E-9
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-10
T.O. BMS1F-16CM-1CL-1
After touchdown:
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-10.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
E-10.2
T.O. BMS1F-16CM-1CL-1
END
E-11
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
E-12
T.O. BMS1F-16CM-1CL-1
ALTERNATE LG EXTENSION
If LG indicates safe:
3. Land normally. 4
4. Stop straight ahead on the runway. 5 C
If LG indicates unsafe:
END
E-13
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
• Airfield facilities.
• Hook engagement limits.
• Crosswind component.
• Runway and overrun conditions.
E-14
T.O. BMS1F-16CM-1CL-1
E-15
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
ALL LG INDICATE UNSAFE
BUT APPEAR NORMAL
AVAILABLE UNAVAILABLE
SECTION N
AVAILABLE UNAVAILABLE
SECTION X
ARRESTMENT NOT REC- 10. EPU — ON.
OMMENDED. USE AP- 11. ALT FLAPS — EXTEND. SECTION EP
PROACH-END ARREST- 12. LOW ANGLE APPROACH AT13°
AOA.
EP-GROUND
MENT UNAVAILABLE
PROCEDURE. 13. THROTTLE — OFF IMMEDI- EP-TAKEOFF
ATELY PRIOR TO
TOUCHDOWN. EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-16
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
BOTH MLG UP OR UNSAFE
AVAILABLE UNAVAILABLE
10. ALT GEAR HANDLE — IN. 10. ALT GEAR HANDLE — IN.
11. WAIT 5 SEC. 11. WAIT 5 SEC.
12. LG HANDLE — UP. 12. LG HANDLE — UP.
13. ALT GEAR RESET BUTTON — 13. ALT GEAR RESET BUT-
DEPRESS (2 SEC). TON — DEPRESS (2 SEC).
14. USE ALL LG UP PROCE- 14. USE ALL LG UP
DURE. PROCEDURE.
15. IF NLG DOES NOT 15. IF NLG DOES NOT
RETRACT: RETRACT:
a. HOOK — DOWN. a. CONSIDER LANDING SECTION N
b. LOW ANGLE FROM LOW ANGLE AP-
SECTION X
APPROACHAT PROACH AT 13° AOA IF
11° AOA. WING FUEL TANKS ARE SECTION EP
c. ATTEMPT A FLY-IN CARRIED.
ENGAGEMENT. b. RECOMMEND EJEC- EP-GROUND
d. THROTTLE — OFF TION IF WING FUEL
AFTER ENGAGEMENT. TANKS ARE NOT CAR-
EP-TAKEOFF
RIED OR IF CONDI- EP-IN-FLIGHT
.WARNING. TIONS ARE NOT CON-
SIDERED FAVORABLE EP-LANDING
IF THE ENGAGEMENT FOR AN ATTEMPTED
IS MISSED, MAINTAIN LANDING WITH WING
SECTION AR
WINGS LEVEL AND FUEL TANKS.
GO AROUND. IF A
GO-AROUND IS NOT
ACCOMPLISHED,
THE AIRCRAFT MAY
GROUND LOOP.
E-16.1
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
NLG UP OR UNSAFE
AVAILABLE UNAVAILABLE
E-16.2
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
ONE MLG AND NLG UP OR UNSAFE
AVAILABLE UNAVAILABLE
E-16.3
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
ONE MLG INDICATES UNSAFE BUT APPEARS NORMAL
AVAILABLE UNAVAILABLE
E-16.4
T.O. BMS1F-16CM-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
ONE MLG UP OR PARTIALLY EXTENDED
AVAILABLE UNAVAILABLE
10. ALT GEAR HANDLE — IN. 10. ALT GEAR HANDLE — IN.
11. WAIT 5 SEC. 11. WAIT 5 SEC.
12. LG HANDLE — UP. 12. LG HANDLE — UP.
13. ALT GEAR RESET BUT- 13. ALT GEAR RESET BUT-
TON — DEPRESS (2 SEC). TON — DEPRESS (2 SEC).
14. USE ALL LG UP PROCE- 14. USE ALL LG UP PROCE-
DURE. DURE.
15. IF LG DOES NOT RETRACT: 15. IF LG DOES NOT RETRACT:
a. LG HANDLE — DN. a. LG HANDLE — DN.
b. HOOK — DOWN. b. CONSIDER LANDING
SECTION N
c. LOW ANGLE FROM LOW ANGLE SECTION X
APPROACH APPROACH AT 13°
AT 11° AOA. AOA IF EXTERNAL FUEL SECTION EP
d. AFTER TOUCHDOWN, TANK(S) IS CARRIED.
EP-GROUND
USE ROLL CONTROL TO
HOLD WING UP
.NOTE. EP-TAKEOFF
AND MAINTAIN LAND- LAND ON SIDE OF EP-IN-FLIGHT
ING ATTITUDE FOR EN- RUNYAY AYAY FROM
GAGEMENT. THE UNSAFE MLG. EP-LANDING
e. THROTTLE — OFF AFTER
ENGAGEMENT.
c. RECOMMEND EJECTION SECTION AR
IF EXTERNAL
FUEL TANK(S) IS NOT
.WARNING. CARRIED OR IF CON-
DITIONS ARE NOT
IF THE ENGAGEMENT CONSIDERED FAVOR-
IS MISSED, MAINTAIN ABLE FOR AN AT-
WINGS LEVEL AND GO TEMPTED LANDING
AROUND. IF A GO- WITH EXTERNAL FUEL
AROUND IS NOT AC- TANK(S).
COMPLISHED, THE AIR-
CRAFT MAY GROUND
LOOP.
E-16.5
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
E-16.6
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-1
T.O. BMS1F-16CM-1CL-1
Miscellaneou
Page
ABORT ....................................................................... F-5
ACTIVATED EPU ...................................................... F-13
ANTI
SKID ANTISKID MALFUNCTION ....................... F-9
ASYMMETRIC STORES (LANDING) ......................... F-33
BRAKE FAILURE.......................................................... F-7
CABLE ARRESTMENT .............................................. F-11
CADC
OR
CADC CADC MALFUNCTION ...... GO TO B-7
ENGINE
FAULT
F-2
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-3
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-4
T.O. BMS1F-16CM-1CL-1
ABORT 1 W
1. Throttle – IDLE. 2 W
2. Wheel brakes – Apply (as required).
3. HOOK sw – DN (if required). 3 W
If on fire:
4. Throttle – OFF. 4
5. FUEL MASTER sw – OFF.
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-5
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
GROUND EGRESS
1. Throttle – OFF.
2. Ejection safety lever – Safe (up).
3. Harness and personal equipment –
Release.
4. EPU sw – OFF (time permitting). 1 W
5. Canopy – Open. 2 W
6. OXYGEN – 100%. 3 W
7. Canopy – Jettison. 4 W
SECTION N
BRAKE FAILURE SECTION X
Accomplish as many steps as required: 5 SECTION EP
EP-GROUND
1. BRAKES channel sw - Change channels. 6 C EP-TAKEOFF
2. BRAKES channel sw – CHAN 2. EP-IN-FLIGHT
3. ANTI-SKID sw - OFF. 6 C
EP-LANDING
4. NWS - Engage (if required).
5. HOOK sw - DN. SECTION AR
(Cont)
F-7
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-8
T.O. BMS1F-16CM-1CL-1
When stopped:
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-8.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-8.2
T.O. BMS1F-16CM-1CL-1
END
F-9
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-10
T.O. BMS1F-16CM-1CL-1
CABLE ARRESTMENT 1 2 3 W
5. Throttle - IDLE.
6. NWS - Engage (if required).
7. Engage cable as close to center as
possible; nosewheel on the runway (if SECTION N
required) and brakes off. 5 W 6 C
SECTION X
NET ARRESTMENT SECTION EP
EP-GROUND
1. SHOULDER HARNESS knob – LOCKED. EP-TAKEOFF
2. Brakes – Release prior to engagement. EP-IN-FLIGHT
3. Throttle – Off prior to engagement.
EP-LANDING
(Cont) SECTION AR
F-11
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-12
T.O. BMS1F-16CM-1CL-1
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-12.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-12.2
T.O. BMS1F-16CM-1CL-1
1. OXYGEN – 100%.
F-13
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-14
T.O. BMS1F-16CM-1CL-1
NWS FAILURE/HARDOVER 1 W
1. NWS – Disengage.
2. AR/NWS light – Verify off.
3. Rudder and brakes – As required.
END
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-15
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-16
T.O. BMS1F-16CM-1CL-1
(Cont)
F-17
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-18
T.O. BMS1F-16CM-1CL-1
END
F-18.1
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-18.2
T.O. BMS1F-16CM-1CL-1
PBG MALFUNCTION
END
F-19
T.O. BMS1F-16CM-1CL-1
OTHER INDICATIONS:
OTHER CONSIDERATIONS:
F-20
T.O. BMS1F-16CM-1CL-1
COCKPIT PRESSURE/TEMPERATURE
MALFUNCTION 1 W 2 3
1. OXYGEN – 100%.
2. Altitude – 25,000 ft max (18,000 ft if
conditions permit).
3. Airspeed – 500 kts max.
4. AIR SOURCE knob – OFF (10-15 sec), then
NORM. 4
SECTION N
If cockpit pressure is not regained but all other
SECTION X
systems dependent on the ECS are operational:
SECTION EP
5. Flight may be continued below 25,000 ft EP-GROUND
(18,000 ft if conditions permit). EP-TAKEOFF
EP-IN-FLIGHT
If ECS has failed or cockpit temperature control is
not regained:
EP-LANDING
SECTION AR
5. AIR SOURCE knob – OFF. 5 W 6
6. AIR SOURCE knob – RAM (after cockpit is
depressurized). 5 W
7. Nonessential electrical equipment – Off.
8. Land as soon as practical.
9. Check for failed emergency dc bus(es).
Refer to EMERGENCY POWER
DISTRIBUTION, page A-19.
END
F-21
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-22
T.O. BMS1F-16CM-1CL-1
EJECTION
Ejection (Immediate)
END
F-23
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-24
T.O. BMS1F-16CM-1CL-1
CANOPY MALFUNCTIONS
END
F-25
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-26
T.O. BMS1F-16CM-1CL-1
SELECTIVE JETTISON
EMERGENCY JETTISON
F-27
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-28
T.O. BMS1F-16CM-1CL-1
INS FAILURES
If the ADI OFF and/or AUX warning flag does not SECTION N
go out of view, alignment is not possible and the
attitude mode should be attempted:
SECTION X
SECTION EP
7. INS knob - OFF for 15 sec. EP-GROUND
8. INS knob - ATT. EP-TAKEOFF
9. Attitude - Straight, level, and unaccelerated EP-IN-FLIGHT
until ADI OFF warning flag goes out of view
after approx 10 seconds. EP-LANDING
10. ADI and HUD - Verify attitude information is SECTION AR
correct.
11. C DF INSTR HDG knob - Slew HSI to match
best available magnetic heading.
END
F-29
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-30
T.O. BMS1F-16CM-1CL-1
1. NWS – Engage.
2. NWS – Disengage.
3. AR/NWS light – Off. 1
4. Speedbrakes – Close to less than 43°.
2 3C
HOT BRAKES
END
F-31
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
WEIGHT DIFFERENCE - 1000 POUNDS
SECTION AR
3 Selectively jettison stores from the heavy wing to obtain a net
asymmetry less than 25,020 ft-lb. Refer to SELECTIVE JETTISON,
page F-27.
F-32
T.O. BMS1F-16CM-1CL-1
(Cont)
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-33
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
F-34
T.O. BMS1F-16CM-1CL-1
4. Controllability – Check. 4
If landing is feasible: 5 W
F-34.1
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-34.2
T.O. BMS1F-16CM-1CL-1
Warning/Caution Lights
LIGHT REMARKS
F-35
T.O. BMS1F-16CM-1CL-1
Warning/Caution Lights
LIGHT REMARKS
Several causes. Note PFL display(s)on
PFLD and depress C DF F-ACK,
DR FAULT ACK button to
AVIONICS acknowledge fault(s) and to reset
FAULT
AVIONICS FAULT caution light.
Perform fault recall(s) as desired to
determine if the failure condition
still exists
TO/LDG All LG not down and locked or
CONFIG
TEF's not fully down with LG
Handle down
F-36
T.O. BMS1F-16CM-1CL-1
Warning/Caution Lights
LIGHT REMARKS
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-37
T.O. BMS1F-16CM-1CL-1
NOTES:
SECTION N
SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
F-38
T.O. BMS1F-16CM-1CL-1
SECTION AR
TABLE OF CONTENTS
Page
NORMAL AIR REFUELING
AR-2
SECTION N
PROCEDURES .................................
SECTION X
SYSTEM MALFUNCTIONS .................. AR-3 SECTION EP
EP-GROUND
KC-10/KDC-10 BOOM FLCS EP-TAKEOFF
FAILURE ........................................... AR-3
EP-IN-FLIGHT
BRUTE FORCE DISCONNECT ............. AR-5 EP-LANDING
SECTION AR
AR-1
T.O. BMS1F-16CM-1CL-1
AR-2
T.O. BMS1F-16CM-1CL-1
SYSTEM MALFUNCTIONS
AR-3
T.O. BMS1F-16CM-1CL-1
OTHER CONSIDERATIONS:
AR-4
T.O. BMS1F-16CM-1CL-1
Inadvertent Disconnect
AR-5
T.O. BMS1F-16CM-1CL-1
SECTION N
Page intentionally blank SECTION X
SECTION EP
EP-GROUND
EP-TAKEOFF
EP-IN-FLIGHT
EP-LANDING
SECTION AR
AR-6