T.O.

1F-16A-l

FLIGHT MANUAL
PUBNR
USAF/EPAF SERIES AIRCRAFT

036802

F-16A/B
BLOCKS 10 AND 15
LOCKHEED MARTIN CORPORATION
F33657-75-C-0310 F42620-01-D-0058

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IF-16A-l-0001X

Commanders are responsible for bringing this publication to the attention of all Air Force personnel cleared for operation of subject aircraft.

Published under authority of the Secretary of the Air Force.

14 AUGUST 1995
CHANGE 14 15 AUGUST 2003

10. 1 F- 16A- 1

DISTRIBUTION STATEMENT

Distribution is authorized to Department of Defense (DOD) components only (Direct Military Support). Other requests for this document shall be referred to OO-ALCIYPVT, 6080 Gum Ln., Hill AFB, UT 84056-5825.
EXPORT CONTROL NOTICE WARNING: This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C. Sec. 2751 et seq) or the Export Administration Act of 1979 as amended (Title 50, U.S.C. app. 2401 et seq). Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance with provisions of AFI 61-204. HANDLING AND DESTRUCTION NOTICE

For unclassified, limited documents, destroy by any method that will prevent disclosure of contents or reconstruction of the document.
SUPPLEMENTAL NOTICE

This manual is incomplete without T.O. 1F-16A-1-1, T.O. 1F-16A-1-3 (Block 10), or T.O. 1F-16A-1-4 (Block 15 and l@]). For RNLAF, when operating with the Orpheus Reconnaissance System, this manual is incomplete without T.O. NE1F-16A-1.

SUPERSEDURE NOTICE

See Technical Order Index, T.O. 0-1-CD-1, CAT-1-4, for current status of Flight Manuals, Safety Supplements, Operational Supplements, and Flight Crew Checklists. This manual supersedes T.O. 1F-16A-1SS-421.

T-2

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T. O. 1F- 16A- 1
Reproduction for nonmilitary use of the information or illustrations contained in this publication is not permitted. The policy for military use reproduction is established for the Army in AR380-5, for the Navy and Marine Corps in OPNAVINST 5510.1B, and for the Air Force in Air Force Instruction 31-401.

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES
NOTE: Changes to the current issue are indicated by a vertical line in the outer margins of the page.

Dates of issue for original and changed pages are:

Original .. Change ... Change ... Change ... Change ..

. o '" 14 Aug . 1 ... 25 Mar . 2 .... 10 Feb . 3 .... 15 Sep 4 .... 2 Mar

95 96 97 97
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5 , .... 4 Jan 99 6 '" 15 May 99 7 , .. 15 Mar 00 8 ' ... 15 Dec 00 9 ... Not Issued

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... 10 ... Not Issued .... 11 .... 15 Jul 02 .. , 12... 15 Nov 02 . .. 13 .... 15 Apr 03 ... 14... 15 Aug 03

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 584, CONSISTING OF THE FOLLOWING:
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1-172... 1-173., ................. 1-174., ................. 1-175 ... , .. .. ........... 1-176 ............ , . . . . . . 1-177 ... , . . .. .. .. . .... .. 1-178 ............ , ..... 1-179.................. 1-180 ... , .............. 1-181 ............ , ....... 1-182. . . . . . . . . . . . . . . . . . 1-183 ................. , . 1-184 ................ '" 1-184.1 . . . . . . . . . . . . . . . . .. 1-184.2 ............ , . . . 1-185 ............. , 1-186 .............. , ... 1-187 .............. , ... 1-188 ..... , ............ , 1-189 .............. , ... '. 1-190 .................. ,. 1-191. . . . . . . . . . . . . . . . . . . . 1-192. . . . . . . . . . . . . . .. . . .. 1-193 ................ , . 1-194. . . . . . . . . . . . . . . . . . 1-195. . . . . . . . . . . . . . . . . . 1-196 ....... , . . . . . . . . . . 1-197 . . . . . . . . . . . . . . . . . . 1-198 ................. . 1-199 ................. . 1-200 ................. . 1-201, ........ , ... , ... . 1-202 ......... , ....... .
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Change 14

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LIST OF EFFECTIVE PAGES (Cont)
Page No. *Change No. Page No. 3-2 .. 3-3 ................... . 3-4 ................... . 3-5 ................... . 3-6 ................... . 3-7 ................. . 3-8 ................... . 3-9 .......... '" ...... . 3-10 ................. . 3-11 .................. . 3-12 ..... " ... " ...... . 3-13 ......... '" ...... . 3-14 .................. . 3-15 .................. . 3-16 ..... " ........... . 3-17 .................. . 3-18 .................. . 3-19 .................. . 3-20 ................ " . 3-21 .................. . 3-22 ..... " ........... . 3-23 .................. . 3-24 ..... " ........... . 3-25 .................. . 3-26 ......... '" ...... . 3-27 .................. . 3-28 ..... " .. , ...... . 3-28.1 .............. . 3-28.2 Blank ........ . 3-29 ............... . 3-30 .................. . 3-31 .................. . 3-3? ..... " ........... . 3-33 ................. . 3-34 ..... " .......... . 3-35 ...... . 3-36 ... .
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2-1 . . 11 2-2 . . . . . . . . . . . . . . . . . . . . 11 2-2.1 . . . . . . . . . . . . . . . . . . 5 2-2.2 Blank ...... . . . . . . 5 2-3 . . . . . . . . . . . . . . . . . . . . 13 2-4 . . . . . . . . . . . . . . . . . . . . 12 2-5 . . . . . . . . . . . . . . . . . . . . 12 2-6 . . . . . . . . . . . . . . 12 2-7 .................... 11 2-8 . . . . . . . . . . . . . . . . . . . . 13 11 2-9 . . . . . . . . . . . . . . . . . . . . 2-10 . . . . . . . . . . . . . . . . . . . 14 14 2-11 . . . . . . . . . . . . . . . . . . . 0 2-12 . . . . . . . . . . . . . . . . . . . 2-13 .................. . 2-14 . . . . . . . . . . . . . . . . . . . 4 0 2-15 . . . . . . . . . . . . . . . . . . . 2-16 . . . . . . . . . . . . . . . . . . . 12 2-17 .................. . 2-18 . . . . . . . . . . . . . . . . . . . 12 8 2-18.1 ............. 2-18.2 Blank. . . . . . . . . . 8 2 2-19 . . . . . . . . . . . . . . . . . . . 2-20 . . . . . . . . . . . . . . . . . . . 5 11 2-20.1 .................. 2-20.2 Blank. . . . . . . . . . . 11 2-21 ................... 11 2-22 . . . . . . . . . . . . . . . . . . . 13 2-23 . . . . . . . . . . . . . . . . . . . 13 2-24.. ... .... .. .. ...... 2 2-25 . . . . . . . . . . . . . . . . . . . .. 12 2-26.. .. . .. .. .. .. 11 2-27 . . . . . . . . . . . . . . . . . . . 12 2-28 . . . . . . . . . . . . 13 2-28.1 ................ 13 2-28.2 Blank. . . . . . . . . . . 7 11 2-29 . . . . . . . . . . . . . . . . . . 2-30 ................. . 11 2-31 .................. . o 2-32 .................. . 2 o 2-33 .................. . 2-34 .................. . o 2-35 .............. " .. . o 7 2-36 ................. . 7 2-37 ......... " 7 2-38 ................. . 2-38.1 ................ . 13 2-38.2 Blank .......... . 11 13 2-39 .................. . 2-40 .... . 13 8 2-41 .......... . 2-42 ......... " o 2-43 .......... . o 2-44 .................. . o 3-1 ... 13

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LIST OF EFFECTIVE PAGES (Cont)
Page No. 3-98 .. 3-99 .............. , ... . 3-100 ................ . 3-101 ................. . 3-102 ................ . 3-]03 ................. . 3-104 ........... . 3-104.1 ......... . 3-104.2 Blank ... . 3-105 ........... . 3-106 ................. . :1-107 ............. . :3-108 ......... . 3-109 ........ . 3-110 ........... . 3-111 ............. . 3-112 ............. . 3-113 ... , ......... . 3-114 ........... . 3-115 ............. . 3 0 116 ........... . 3-117 .......... . 3-118 ........... . ~3-119 .......... . :3-120 ... , ............ . 3-121 ................. . 3-122 ................. . 3-123 ................. . 3-124 ................. . 3-125 ................. . 3-126 ............... . 3-127 ............ . 3-128 .. .
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TO. 1F- 16A-l
FLIGHT MANUAL, SAFETY SUPPLEMENT, AND OPERATIONAL SUPPLEMENT STATUS

This supplement status page is based on information available as of 15 August 2003. It is not an official status page. Flight Manual T.O. IF-16A-l Supplemental Flight Manuals T.O. IF-16A-l-1 T.O.IF-16A-I-3 T.O. IF-16A-I-4 Flight Crew Checklist T.O.IF-16A-ICL-l Basic Date 14 Aug 1995 Basic Date 28 Nov 1994 15 Nov 1999 15 Nov 1999 Basic Date 7 Mar 1994 Change No. and Date 14 15 Aug 2003

Change No. and Date 10 6
6

15 Feb 2003 15 Jun 2003 15 Jun 2003

Change No. and Date 14 15 Aug 2003

INCORPORATED SAFETY AND OPERATIONAL SUPPLEMENTS

T.O. Number IF-16A-lSS-421

Date 03 Jul 03

Short Title Nozzle Failure Logic

Flight Manual Sections Affected

II, III

OUTSTANDING SAFETY AND OPERATIONAL SUPPLEMENTS

T.O. Number None

Date

Short Title

Flight Manual Sections Affected

.:~

uI.'· .,/

Change 14

a/(b blank)

T.O. 1F-16A- 1

TABLE OF CONTENTS
SECTION I SECTION II SECTION III SECTION IV SECTION V SECTION V SECTIONV SECTION VI SECTION VII SECTION VIII GLOSSARY APPENDIX A APPENDIXB APPENDIXC Description and Operation Normal Procedures Emergency Procedures Crew Duties Operating Limitations Operating Limitations (Stores) - Block 10 Operating Limitations (Stores) - Block 15
and~

1-1 2-1 3-1 4-1 5-1 T.O. IF-16A-I-3 T.O. IF-16A-I-4 6-1 7-1 8-1 Glossary 1 T.O.IF-16A-l-l T.O. IF-16A-l-l T.O. IF-16A-l-l

Flight Characteristics Adverse Weather Operation Air Refueling Procedures Standard and Nonstandard Abbreviations Performance Data - FI00-PW-200 (Not Applicable) Performance Data - FI00-PW-220 or FI00-PW-220E

Change 13

T.O. 1F-16A-l

BEFORE

YOU
TAKE OFF, READ THIS!

1 F-16X-1--0002X@

SCOPE

This manual contains the necessary information for safe and efficient operation of the aircraft. These instructions provide a general knowledge of the aircraft and its characteristics and specific normal and emergency operating procedures. Pilot experience is recognized; therefore, basic flight principles are avoided. Instructions in this manual are prepared to be understandable to the least experienced pilot who can be expected to operate the aircraft. This manual provides the best possible operating instructions under most conditions. Multiple emergencies, adverse weather, terrain, etc., may require modification of the procedures. This manual must be used with one or more of the following manuals to obtain information necessary for safe and efficient operation: T.O. IF-16A-l-l Supplemental Flight Manual, F-16AIB Aircraft Supplemental Flight Manual, F-16AIB Aircraft (Block 10) Supplemental Flight Manual, F-16AIB Aircraft (Block 15 and
~)
II

T.O. IF-16A-5-2 T.O. IF-16A-6CF-l

T.O. IF-16A-25-1

T.O. IF-16A-25-10

T.O. IF-16A-34-1-1

T.O.I-IM-44-1FD

T.O. IF-16A-34-1-3

Loading Data Acceptance and FUllctional Check Flight Procedures Manual, F-16AIB Aircraft Nuclear Weapons Delivery Manual (SECRET) (Title Unclassified) Aircrew Practice Bomb Delivery Procedures Avionics and Nonnuclear Weapons Delivery Flight Manual Combat Weapons Delivery Software (CWDS) Avionics and Nonnuclear Weapons Delivery Flight Manual ~ Avionics and Nonnuclear Weapons Delivery Flight Manual M Aircraft Battle Damage Repair Basic Flight Crew Air Refueling Procedures

T.O. IF-16A-1-3

T.O. IF-16A-34-1-4

I

T.O. IF-16A-1-4

T.O.IF-16A-39 T.O. l-lC-l

Change 13

T. O. 1F- 16A- 1
• PERMISSIBLE OPERATIONS

The flight manual takes a positive approach and normally states only what can be done. Unusual operations or configurations are prohibited unless specifically covered herein. Clearance must be obtained before any questionable operation which is not specifically permitted in this manual is attempted.
HOW TO BE ASSURED OF HAVING LATEST DATA

instructions in the supplement. \Vhen lengthy additions are required, the formal supplement provides one-sided insert page(s) to the flight manual and checklist. This supplement page(s) is attached to the original page(s). The original page(s) remains in the manual or checklist in case the supplement is rescinded and the page(s) is needed. Added page(s) (e.g., 3-48.1) are inserted in proper numerical sequence and may be printed on both sides.
SAFETY SUPPLEMENTS

I

Refer to T.O. 0-I-CD-l, CAT-I-4 for a listing of all current flight manuals, safety supplements, operational supplements, and checklists. Also, check the flight manual title page, the title block of each safety and operational supplement, and all status pages contained in the flight manual or attacood to formal safety and operational supplements. Clear all discrepancies before flight.
ARRANGEMENT

Information involving safety is promptly forwarded in a safety supplement. Urgent information is published in interim safety supplements and transmitted by electronic message. Formal supplements are mailed. The supplement title block and status page (published with formal supplements only) should be checked to determine the effect of this supplement on this manual and other outstanding supplements.
OPERATIONAL SUPPLEMENTS

I

The manual is divided into eight sections and three supplemental appendices.
ILLUSTRATIONS

Information involving changes to operating procedures is forwarded by operational supplements. The procedure for handling operational supplements is the same as for safety supplements.
CHECKLIST

Cockpit arrangement, cockpit console, and cockpit instrument panel illustrations display the delivered configuration plus the approved equipment modifications. For details of equipment modification, see the individual equipment illustration.
SUPPLEMENT INFORMATION AND GUIDELINES

The checklist contains itemized procedures without all of the amplification. Primary line items in the flight manual and checklist are identical.
HOW TO GET PERSONAL COPIES

Supplements are safety or operational and are indicated -ISS or -IS, respectively. Supplements are issued as interim electronic messages or formal printed copies. All interim supplements are assigned odd numbers, such as -ISS-195. When an interim supplement is formalized, it will be assigned the next following even number, such as -ISS-196. Formal supplements not preceded by an interim supplement are also assigned even numbers. If an interim supplement is not to be formalized, a statement cancelling the next assigned even supplement number is included in the REMARKS section of the interim supplement. If a formal supplement is not preceded by an interim supplement, a statement cancelling the previous odd supplement number is included on the status page of the formal supplement. Occasionally, a supplement has dual references in the instructions; this is because the supplement applies to the present and subsequent manual. Minor text/illustration changes or deletions are given as

Each pilot is entitled to a personal copy of the flight manual, safety supplements, operational supplements, and a checklist. The required quantities should be ordered before needed to assure their timely receipt. Check with the publication distribution officer whose job is to fulfill T.O. requests. Basically, the required quantities must be ordered from the appropriate T.O. Index. T.O. 00-5-1 and T.O. 00-5-2 give detailed information for properly ordering these publications. Insure a system is established at each base to deliver the publications to the pilots immediately upon receipt.
FLIGHT MANUAL BINDERS

Looseleaf binders and sectionalized tabs are available for use with the manual. They are obtained through local purchase procedures and are listed in the Federal Supply Schedule (FSC Group 75, Office

Change 13

iii

as illustrated by the black line in the margin of this paragraph.TO LET US KNOW I The change symbol. 1F-16A-1 Supplies. techniques. The symbols and designations are as follows: No code . techniques. The symbols and designations are as follows: No code . technique. etc. UT 84056-5825. Cautions. NOTE ~ F -16A aircraft F-16B aircraft F -16B aircraft. iv Change 12 I PW200 I I PW2201 FIOO-PW-200 FIOO-PW-220 or F100-PW-220E . Review conferences with operating personnel and a constant review of safety investigation and flight test reports assure inclusion of the latest data in the manual. USE OF WORDS SHALL. The word should is used to indicate a nonmandatory desired or preferred method of accomplishment. USE OF WORDS AS DESIRED AND AS REQUIRED ~ ~ [g§] ~ ENGINE DESIGNATION CODES • As desired allows pilot preference in switch/control positioning. WARNINGS. AIRCRAFT AND COCKPIT DESIGNATION CODES System and/or component effectivity for a particular aircraft version/cockpit is denoted by a letter code enclosed in a box located in the text or on an illustration. which is considered essential to emphasize.T. CAUTIONS. AIRSPEED REFERENCES System and/or component effectivity for a particular engine version is denoted by an engine code enclosed in a box located in the text or on an illustration. Part n. The date appearing on the title page represents the currency of material contained herein. AND MAY The word shall or will is used to indicate a mandatory requirement. SHOULD.Any engine All references to airspeed quoted in knots refer to indicated airspeed. 6080 Gum Lane. AND NOTES Every effort is made to keep the flight manual current. rear cockpit Air Defense Belgium Denmark Netherlands Norway USAF USAFIUSN [ID rnfl ~ ~ ~ ~ An operating procedure. etc. Comments.. The word may is used to indicate an acceptable or suggested means of accomplishment. and Notes found throughout the manual. Hill AFB. CHANGE SYMBOL PILOT'S RESPONSIBILITY . forward cockpit F -16B aircraft.F-16A and F-16B aircraft Operating procedures. which could result in personal injury or loss of life if not carefully followed. I WARNING I Operating procedures.O. Check with supply personnel for assistance in procuring these items. These should be forwarded on AF Form 847 in accordance with AFI 11-215 through command headquarters to OO-ALCI YPVT. indicates changes made to the current issue.. which could result in damage to equipment ifnot carefully followed. WILL. etc. PUBLICATION DATE The following definitions apply to Warnings. corrections. As required indicates those actions which vary based on mission requirements.. and questions regarding this manual or any phase of the flight manual program are welcomed.

IO. .2 Because of differences in configuration between aircraft and to avoid repetitious use of aircraft serial numbers. This system is used throughout the manual. The block effectivities reflect the aircraft block. Attrited aircraft are removed from the listing. a block effectivity system is used.lF-16A-l HAVE QUICK RADIO DESIGNATION CODES BLOCK DESIGNATION CODES/SERIAL NUMBER/ TAIL NUMBER CROSS-REFERENCE System and/or component effectivity for a particular HAVE QUICK radio version is denoted by a HAVE QUICK radio code enclosed in a box located in the text or on an illustration. The symbols and designations are as follows: No code HAVE QUICK II or HAVE QUICK II PHASE II HAVE QUICK II tHAVE QUICK II PHASE II I HQ I HQ II I 11. the aircraft serial number. and the tail number. both in text and illustrations.

greater accuracy. Information which is not identified by an effectivity symbol is considered common to all aircraft. VI Change 12 . It is not an official status page. 0-1-1-4 for the complete listing of TCTO's. Information pertaining only to unmodified aircraft has the appropriate effectivity symbol preceded by LESS.O. Information pertaining to modified aircraft is identified by an appropriate effectivity symbol. 1F-16-1751 a specific T.As required • Est start date .O.IECP effectivities.In work • Installs a new oxygen system which provides pressure breathing for g (PBG). O. Refer to T. EFFECTIVITY RETROFIT PRODUCTION ~ NA ~ SHORT TITLE Integration of Pressure Breathing for G (PBG) (ECP 1677) ~ All ~ All NA ~ NA rrrn ~ TBD ~ TBD INQ] All ~ All NA INQ] NA I Summary: • Retrofit authorized • Est start date .NO. black TV screen symbols containing white numerals (D) are used to distinguish information related to aircraft which are modified by TV CODE/ T.O. and different memory addresses. 1F. Throughout this manual.In work • The INS gimbal INU is interchangeable with the ring laser gyro (RLG) INU.IECP.1 AIRCRAFT MODIFICATION/RETROFIT INFORMATION This list includes the applicable T.O. LESS 0 indicates that the information is only applicable to aircraft not modified by a specific T. The only cockpit indications that a RLG INU is installed are the shorter alignment times.T.O.16A. @) 1F-16-1791 RLG Capability (ECP 1707A) ~ NA ~ NA ~All ~ Complete ~All INQ] NA I ~ Complete MAll 1M All Summary: • Retrofit . For example.IECP.

AMRAAM. F-16B 80-3612 and on I8Nl All Summary: I M • • • Complete ~ mJ I!iQl Retrofit authorized Est start date . F-16B 80-35881 FB-13 and on ~ NA ~ F-16A 80-35471 NA F-16A 80-3596 and on.10. BE1F-16-6007 NE1F-16-6001 N01F-16-6003 Incorporate Increased Area Horizontal Tail (ECP 0425) (~mJ M ECP 4003) ~ F-16A 80-0541 NA and on. F-16B 80-3649 and on M F-16A 78-0300 and on. Change 12 VII . NA SHORT TITLE Early Provisions for Improved Capability (ECP 0350) ~ EFFECTIVITY PRODUCTION RETROFIT F-16A 80-0541 and on. F-16B 80-635 and on ~ F-16A 80-35471 FA-56 and on.J F-16A 78-0258 and on. F-16B 80-3689 and on I8Nl All NA NA I Summary: • Retrofit NA • Multinational Staged Improvement Plan (MSIP) installs improved avionics and provides for CARA. and LANTIRN. increase departure resistance. F-16B 80-3612 and on NA [N.16A-l TVCODEI T. F-16B 80-635 and on FA-56 and on.O.In work Increased horizontal tail area to reduce rotation speed. F-16B 78-0162/FB-01 thru 78-0173/FB-12 NA ~ Complete [Q§ F-16A 80-3596 and on. and make aircraft less susceptible to deep stall in the event of a departure. 1 F. NO. F-16B 80-3588/ FB-13 and on ~ F-16A 78-0116/FA-01 thru 80-3546/FA-55.

~ 1F-16-1404 BE1F-16-6004 Modify WOW Switch for Interruption of ChafflFlare Dispense System (ECP 1212) ~NA [!J§] F-16A 78-0001 thru 80-0540.] NA 78-0257. SHORT TITLE Improved Switch Guard for Fuel Master Switch (ECP 2120) EFFECTIVITY PRODUCTION RETROFIT NA All ® 1F-16-1977 Summary: • Retrofit authorized • Est start date .In Work • Rescission date . O.] NA ml All [N.TBD • Modification replaces existing in-line switch guard with a side guard configuration.1 TV CODE/ T.Jul 01 • ~ Rescission date .16A. F-16B All !NQ] NA [fill Complete I Summary: ~ All • Retrofit authorized • Est start date . 1F. VIII Change 12 .TBD • Incorporate an NLG WOW safety mechanism to prevent inadvertent chaffi'flare dispensing on the ground.J All [Q§ F-16A 78-0174 thru 78-0203.O.NO.In work • Rescission date . F -16B All ~NA rn.In work • Modification adds Pilot Fault List reporting capability to aircraft equipped with F100-PW-220E engine. F-16B All ~ F-16A 78-0212 thru IQ§ NA [N.] All [NQ] NA rrn Complete Summary: • Retrofit authorized • Est start date . ff) 1F-16-1958 Z2 Software Provides F100-PW-220E Engine With PFL Capability (OCP 20007) ~ NA ~ NA ~ All ~ Complete IQ§ NA [N.T.

T. ~ I IF-16-1365 Provide Cockpit Indication of Probe Heater Malfunction (ECP 1193) ~ NA ~ F-16A 78-0001 thru 83-1117.TBD Rescission date .NO. F-16B 86-0197 and on All ~ ~ ~ I Summary: • Retrofit authorized • Est start date . F-16B NA ~NA ~NA ~NA ~NA [Qg] F-16A 80-3596 and on. 00 2J-F100(l)-594 2J-F1 00(II)-649 Summary: • • • • Redesigned 3rd Stage Fan and New 4th Stage Compressor Blades NA All F100-PW-200 Engines Retrofit . Change 12 ix .O. 1F-16A.1 TVCODEI T. F-16B NA ~ F -16A 78-0258 and on: F-16B NA ~NA Irm Complete Summary: ~ All • Retrofit authorized • Est start date .O. F -16B 78-0077 thru 83-1173 Complete F-16A 78-0174 thru 80-3611. SHORT TITLE EFFECTIVITY PRODUCTION RETROFIT ® IF-16-1404 Modify WOW Switch for Interruption of ChaffIFlare Dispense System (ECP 1212) ~NA ~ F-16A 80-0541 and on.In Work • Incorporate a right MLG WOW safety mechanism to prevent inadvertent chaff/flare dispensing on the ground.In Work • Modification installs probe heat monitoring system and PROBE HEAT caution light to provide cockpit indication of possible probe heater failure or malfunction.TBD Modification reduces potential for 4th stage compressor blade failure. F -16B 78-0204 thru 80-3615 Complete Complete ~ ~ 1m F-16A 87-0004 and on. Completion of TCTO's removes the 600 KCAS limitation.TBD Est start date .

4. ~ actions are not required. lowering CABIN PRESS caution light illumination from 27.Mar 02 Rescission date . ~ 5El-2-15-510 Incorporation of EDU 2.O.TBD Modification replaces the cabin low pressure switch.4.Feb 98 • Modification installs EDU 2.4. Mter incorporation of EDU 2.O. OFP to PW220 Engines NA All FIOO-PW-220 Engines Summary: • Retrofit authorized • Start date . Modification of the Ejection Mode Selector Valve Console (ECP 2362) NA All F-16B 00 IF-16-2170 Summary: • • • Retrofit authorized Start date . 1F-16A-l TVCODEI T.Jan 99 Modification incorporates an improved Brake Control/Anti-skid Assembly to replace the current Brake Control and Antiskid Control Boxes. 00 IF-16-2077 Installation of Improved Antiskid Braking System (OCP 5003B) NA ~ All ~ All Summary: • • • ~ Retrofit authorized Start date .NO.Jun 98 Modification retrims engines to reduce occurrences of AB initiation stalls during takeoff.0.000 to 22. x Change 13 .500 feet.0A OFP (TCTO 5El-2-15-5110).Feb 99 Modification enlarges the hole in the console to allow the EJECTION MODE SEL handle to seat properly in the NORM position. OFP software for FIOO-PW-220 engines.0.T. Replacement of Cabin Low Pressure Switch NA NA All [g] All INEI All INOI All ~ ~ IF-16-2348 Summary: • • • • Retrofit authorized Start date . (FI) SHORT TITLE Incorporation of Arctic Trim to PW200 Engines EFFECTIVITY PRODUCTION RETROFIT NA All FIOO-PW-200 Engines 2J-FIOO-930 Summary: • • • Retrofit authorized Start date .

10. 1F-16A-l Block Designation Codes/Serio' Number/Tail Number Cross-Reference BLOCK 10 Serial and Tall Numbers Same for ~[A] **78-0001## **78-0002## **78-0003# **78-0005 **78-0007# **78-0008 **78-0010# **78-0011# **78-0013## **78-0015 **78-0017# **78-0019# **78-0020# **78-0021## *78-0022# *78-0024# *78-0025## *78-0026 *78-0027## *78-0038# *78-0039## *78-0040## *78-0042## *78-0043## *78-0044 *78-0047# *78-0049# *78-0050## *78-0051# *78-0052## *78-0053## *78-0054# *78-0056 *78-0057## *78-0058# *78-0059## *78-0060# *78-0061 *78-0062 *78-0063# *78-0064# *78-0065## *78-0066## *78-0068# *78-0069 *78-0070# *78-0073# *78-0074## *78-0076# *79-0290## *79-0294# *79-0296 *79-0300# *79-0303 *79-0306# *79-0307 *79-0308# *79-0309## *79-0310# *79-0311# *79-0312# *79-0314# *79-0317# *79-0322# *79-0324 *79-0326 *79-0327 *79-0329# *79-0330 *79-0331# 79-0332 79-0334 79-0335## 79-0336# 79-0337## 79-0340## 79-0341# 79-0342# 79-0344 79-0345# 79-0346# 79-0348# 79-0349## 79-0351## 79-0352 79-0353# 79-0354# 79-0355# 79-0357 79-0359# 79-0360 79-0362 79-0363# 79-0364 79-0365# 79-0366## 79-0368 79-0370 79-0371 79-0373## 79-0375 79-0376# 79-0380## 79-0381# 79-0382## 79-0383# 79-0384# 79-0387## 79-0388## 79-0389 79-0393# 79-0394## 79-0395# 79-0396# 79-0399## 79-0401## 79-0402## 79-0403## 79-0404 79-0405# 79-0406## 79-0407## 79-0408 79-0409# 80-0474# 80-0475# 80-0476# 80-0479# 80-0480# 80-0481 80-0482# 80-0483# 80-0485# 80-0487# 80-0488## 80-0489# 80-0492 80-0493# 80-0494# 80-0495 80-0496# 80-0497# 80-0498# 80-0499 80-0500# 80-0504 80-0505 80-0506# 80-0507# 80-0508# 80-0509# 80-0510# 80-0511 80-0512# 80-0513# 80-0515# 80-0518# 80-0519# 80-0520# 80-0521# 80-0522 80-0523# 80-0524 80-0525# 80-0526 80-0527 80-0528# 80-0529# 80-0530# 80-0531# 80-0533# 80-0535## 80-0537# 80-0538# 80-0539# 80-0540# ~OO **78-0077# **78-0079# **78-0080 **78-0081 **78-0082 **78-0083 **78-0084 **78-0085 **78-0087 **78-0088 **78-0089 **78-0090## **78-0091 **78-0094 **78-0096 **78-0097## **78-0098 *78-0099# *78-0100 *78-0101 *78-0102 *78-0103# *78-0104# *78-0107# *79-0411 *79-0412 *79-0413## *79-0414 *79-0415# *79-0417 *79-0418# 79-0420 79-0421 79-0422 79-0426# 79-0427 79-0428 79-0429 79-0430 79-0431 79-0432 80-0623# 80-0625# 80-0628 80-0629# 80-0630 80-0631 80-0633 80-0634 ~[AJ Serial Number/ Tall Number **78-0 116/FA-O1# **78-0117/FA-02# **78-0118/FA-03# **RETROFITrED FROM BLOCK 1 *RETROFITrED FROM BLOCK 5 #STORAGE ## INACTIVE Change 8 xi .

16A. 1F. o.T.1 Block Designation Codes/Serial Number/Tail Number Cross-Reference **78-0 119/FA-04# **78-0 120/FA-05# **78-0 124/FA-09# **78-0125/FA-10# **78-0131/FA-16# **78-0 132/FA-17# *78-0 133/FA-18# *78-0 134/FA-19# *78-0 135/FA-20# *78-0 136/FA-21# *78-0 137/FA-22# *78-0 138/FA-23 # *78-0 140IFA-25# 78-0 141/FA-26# 78-0 142/FA-27# 78-0 143IFA-28# 78-0 145/FA-30# 78-0 146IFA-31# 78-0 147/FA-32# 78-0 149/FA-34 78-0151/FA-36# 78-0 152/FA-37# 78-0 153/FA-38# 78-0 155/FA-40# 78-0 158/FA-43 # 78-0 159/FA-44# 78-0 160/FA-45 # 78-0 161/FA-46# 80-3538/FA-47 80-3539/FA-48 80-3540/FA-49# 80-3541/FA-50# 80-35421FA-51# 80-3544/FA-53 80-3546/FA-55 *78-0 171/FB-10 78-0173/FB-12 ~oo **78-0 1741E-174 **78-01761E-176 *78-01771E-177 *78-01781E-178 *78-0 1801E-180 *78-0181/E-181 *78-0 1821E-182 *78-0 1831E-183 *78-0 1841E-184 *78-0 1871E-187 *78-0 1881E-188 78-0 1891E-189 78-01901E-190 78-0191/E-191 78-01921E-192 78-0 1931E-193 78-0 1941E-194 78-0 1951E-195 78-0 1961E-196 78-0 1971E-197 78-01981E-198 78-01991E-199 78-02001E-200 78-0202lE-202 78-02031E-203 **78-0221/J-221 **78-0222/J-222 **78-0223/J-223 *78-0226/J-226 *78-0228/J -228 *78-0229/J-229 *78-0230/J-230 *78-0231/J-231 *78-0232/J-232 *78-0234/J-234 *78-0235/J-235 *78-0236/J-236 78-0238/J-238 78-0239/J-239 78-0240/J-240 78-0241/J-241 78-0242/J-242 78-0243/J -243 78-0245/J-245 78-0246/J-246 78-0247/J-247 78-0248/J-248 78-0249/J-249 78-0250/J-250 78-0251/J-251 78-0253/J-253 78-0254/J -254 78-0255/J-255 78-0256/J-256 78-0257/J-257 **78-0273/273 *78-0275/275 *78-02761276 *78-0277/277 *78-0279/279 *78-0281/281 *78-0282/282 *78-0284/284 78-0285/285 78-02861286 78-02881288 78-02891289 78-0291/291 78-0292/292 78-0293/293 78-0295/295 78-0297/297 78-0298/298 78-0299/299 MOO ** 78-0302/302 *78-0304/304 78-0305/305 78-0306/306 BLOCK 15 Serial and Tall Numbers Same for ~oo **78-0204IET-204 *78-0206IET-206 *78-0207IET-207 *78-0208IET-208 78-0210IET-210 80-0626IET-626 ~oo **78-0259/J-259 **78-0260/J-260 **78-0261/J-261 **78-0262/J-262 **78-0263/J-263 **78-0264/J-264 *78-0265/J-265 *78-0266/J -266 78-0267/J-267 78-0268/J-268 78-0269/J-269 78-0270/J-270 ~OO ***80-0541# ***80-0542# ***80-0543# ***80-0545# ***80-0548# ***80-0549# ***80-0550 80-0551# ***80-0552# ***80-0553# ***80-0554 ***80-0556# 80-0557 ***80-0558 ***80-0559 ~oo Serial Number/ Tall Number **78-0162IFB-01 **78-0 163/FB-02 **78-0 164IFB-03# **78-0 165/FB-04 **78-0166IFB-05 *78-0 168/FB-07 *78-0 169/FB-08 *78-017 01FB-09 ~oo **78-0212/J-212 **78-0213/J-213 **78-0214/J-214 **78-0215/J-215 **78-0218/J-218 **78-0219/J-219 **78-0220/J-220 ***80-0560# ***80-0561# ***80-0562# ***80-0563 ***80-0565 ***80-0567# ***80-0568# ***80-0569# ***80-0570# ***80-0571# ***80-0572# 80-0573## ***80-0575 ***80-0576# ***80-0577# ***80-0578 ***80-0579# ***80-0580# ***80-0581 ***80-0583# 80-0584 ***80-0587# ***80-0588# ***80-0589 ***80-0591# ***80-0593# ***80-0594 ***80-0596 ***80-0598# ***80-0601 ***80-0602 ***80-0603 ***80-0604 ***80-0605 ***80-0607# ***80-0608 80-0609 ***80-0611# ***80-0612 ***80-0613# f MOO **78-0272/272 **RETROFITTED FROM BLOCK 1 *RETROFITrED FROM BLOCK 5 #STORAGE ***AIR DEFENSE FIGHTER xii Change 8 ##INACTIVE .

O. 1F-16A-l Block Designation Codes/Serial Number/Tail Number Cross-Reference ***80-0614# ***80-0615 ***80-0616 ***80-0619# ***80-0620# ***80-0621# ***80-0622 81-0663 ***81-0665 ***81-0666 81-0667 ***81-0668 ***81-0669# 81-0670 ***81-0673 ***81-0674 ***81-0675 81-0676 81-0677 81-0678 81-0679 ***81-0680 ***81-0681 ***81-0682# 81-0683 ***81-0685 ***81-0686# 81-0687 81-0688# ***81-0690# ***81-0691# ***81-0693 ***81-0694# ***81-0695 ***81-0696# ***81-0698# ***81-0699 ***81-0700# ***81-0701# ***81-0702# ***81-0703 ***81-0705# ***81-0707# ***81-0708# ***81-0709 ***81-0710# ***81-0711# ***81-0712 ***81-0713# ***81-0715# ***81-0716# ***81-0718# ***81-0719# ***81-0720# ***81-0721## ***81-0722# ***81-0723 ***81-0725# ***81-0726# ***81-0727# ***81-0728# ***81-0729# ***81-0731 ***81-0732 ***81-0733# ***81-0734# ***81-0735# ***81-0736# ***81-0737# ***81-0738# ***81-0739# ***81-0740# ***81-0741# ***81-0742# ***81-0743# ***81-0744# ***81-0746# ***81-0748# ***81-0749# ***81-0751 ***81-0752# ***81-0753# ***81-0754# ***81-0755 ***81-0756# ***81-0757 ***81-0759 ***81-0760# ***81-0761 ***81-0762# ***81-0763 ***81-0764# ***81-0765# ***81-0767# ***81-0768# ***81-0769# ***81-0771# ***81-0772 ***81-0773 ***81-0774 ***81-0775 ***81-0776 ***81-0777 ***81-0778 ***81-0780# ***81-0781# ***81-0782 ***81-0783 ***81-0784# ***81-0785 ***81-0786 ***81-0787 81-0788 ***81-0789 81-0790 ***81-0791 81-0792# ***81-0793 81-0794# ***81-0795 81-0796 ***81-0797 ***81-0799 81-0800# ***81-0801 81-0802 ***81-0803 81-0804 ***81-0805 81-0806 ***81-0807 ***81-0809# 81-0810 ***81-0811# 82-0900 ***82-0901 82-0902 ***82-0903 82-0904 ***82-0905 82-0906 ***82-0907 82-0908 ***82-0910 82-0911 ***82-0913 82-0914 ***82-0915# ***82-0916# ***82-0917# 82-0918# ***82-0919 ***82-0921 82-0922 ***82-0923# 82-0924 ***82-0926 82-0928 ***82-0929 ***82-0930 82-0931 ***82-0932 82-0933 ***82-0935 82-0936 82-0938 82-0941 ***82-0942# 82-0944# ***82-0945# 82-0946 ***82-0947# 82-0948# 82-0949 ***82-0950 ***82-0951 82-0952# ***82-0953 ***82-0955 ***82-0956 82-0957 ***82-0958# ***82-0960# ***82-0961 82-0962# ***82-0963# 82-0964 ***82-0966# ***82-0967 82-0968# ***82-0969# 82-0970 ***82-0972 ***82-0973# ***82-0974# 82-0975# #STORAGE 82-0976 82-0977# ***82-0978# ***82-0979 82-0980 ***82-0981 82-0982# ***82-0983 ***82-0984 82-0986# ***82-0987 82-0988# ***82-0989 82-0991 ***82-0992 82-0993 ***82-0995 82-0996 ***82-0997 82-0999# ***82-1000 ***82-1001 82-1002# 82-1004# ***82-1005 ***82-1006 82-1007# ***82-1008 82-1009 ***82-1010# ***82-1012 82-1013 ***82-1014 ***82-1016# 82-1017# ***82-1019 82-1020 ***82-1021 82-1022# ***82-1023 82-1025 83-1066# 83-1068# *** AIR DEFENSE FIGHTER *RETROFITTED FROM BLOCK 5 ##INACTIVE Change 8 xiii .T.

T.O. 1 F-16A-l Block Designation Codes/Serial Number/Tail Number Cross-Reference 83-1069# 83-1072# 83-1073# 83-1076# 83-1077# 83-1079 83-1080# 83-1081# 83-1083# 83-1084# 83-1085 83-1087 83-1088# 83-1090# 83-1091 83-1092# 83-1093 83-1094# 83-1095 83-1096# 83-1097 83-1098 83-1099 83-1100 83-1101# 83-1103 83-1104# 83-1105 83-1106 83-1108 83-1109 83-1110 83-1111 83-1112# 83-1113# 83-1114 ***81-0819 ***81-0820 81-0821 81-0822# ***82-1026 ***82-1027 ***82-1031 ***82-1032# ***82-1033 ***82-1034 ***82-1035 ***82-1036 ***82-1039 ***82-1041 82-1043 ***82-1046 82-1047 ***82-1049 83-1166 83-1167# 83-1168# 83-1169 83-1170 83-1171# 83-1172 80-3569/FA-78 80-35721FA-81 80-3573/FA-82 80-3574/FA-83 80-3575/FA-84 80-3577/FA-86 80-3578/FA-87 80-3579/FA-88 80-3580/FA-89 80-3581/FA-90 80-35821FA-91 80-3583/FA-92 80-3584/FA-93 80-3585/FA-94 80-3586/FA-95 80-3587/FA-96 86-0073/FA-97 86-0074/FA-98 86-0075/FA-99 86-0076/FA-100 86-0077/FA-101 87-0046/FA-102 87-0047IFA-103 89-0010/FA-132 89-001l1FA-133 90-0025/FA-134 90-0026/FA-135 90-0027/FA-136 88-00 171E-0 17 88-00 181E-0 18 ~[ID 80-3612IET-612 80-3613IET-613 80-3614IET-614 80-3615IET-615 86-0 1971ET-197 86-0 1981ET-198 86-0 1991ET-199 87 -0022IET-022 ~[ID 80-3589/FB-14 80-3590/FB-15 80-3592/FB-17 80-3593/FB-18 80-3594/FB-19 80-3595/FB-20 87 -000 lIFB-21 88-0048IFB-22 [fOOOO 80-3616/J-616 80-3617/J-617 80-3619/J -619 80-3620/J -620 80-3622/J -622 80-3623/J-623 80-3624/J -624 80-3627/J-627 80-3628/J -628 80-3630/J-630 80-3631/J -631 80-3632/J -632 80-3633/J-633 80-3635/J-635 80-3636/J-636 88-0049/FB-23 89-00 12/FB-24 ~OO 80-35961E-596 80-35971E-597 80-35981E-598 80-35991E-599 80-36001E-600 ~OO Serial Number/ Tall Number 87-0048/FA-104 87-0050/FA-106 87 -005l1FA-107 87-0052/FA-108 87-0053IFA-109 80-360 lIE-60 1 80-36021E-602 80-36031E-603 80-36041E-604 80-36051E-605 87-0054/FA-110 87-0055IFA-111 87-0056IFA-112 80-3547/FA-56 80-3548/FA-57 80-3549/FA-58 80-3551/FA-60 80-3552/FA-61 80-3556IFA-65 88-0039/FA-114 88-0040/FA-115 88-0041/FA-116 88-0042IFA-117 80-3606/E-606 80-3607/E-607 80-36081E-608 ~[ID 80-0635 ***80-0636 ***80-0637 80-0638 ***81-0812 81-0813# 81-0815 81-0816 ***81-0817 ***81-0818 80-3557/FA-66 80-3558/FA-67 80-3559/FA-68 80-3560IFA-69 80-3561/FA-70 80-3562/FA-71 80-35631FA-72 80-3564/FA-73 80-3565/FA-74 80-35661FA-7 5 80-3567IFA-76 80-3568IFA-77 88-0043/FA-118 88-0044/FA-119 88-0045/FA-120 88-0046/FA-121 88-004 71FA-122 89-000 1/FA-123 89-0002/FA-124 89-00031FA-125 89-00041FA-126 89-0005/FA-127 89-00061FA-128 89-00071FA-129 89-00081FA-130 89-00091FA-131 #STORAGE 80-3609/E-609 80-3610/E-610 80-361l1E-611 82-10 ll1E-O 11 82-1024/E-024 83-10701E-070 83-107 41E-07 4 83-10751E-075 83-11071E-107 87-00041E-004 80-3637/J-637 80-3638/J -638 80-3640/J -640 80-3641/J-641 80-3642/J-642 80-3643/J -643 80-3644/J-644 80-3646/J -646 80-3647/J-647 80-3648/J -648 81-0864/J -864 81-08661J -866 87 -OO05/E-005 87 -OO061E-006 87 -OO071E-007 87 -00081E-008 88-00 161E-0 16 *** AIR DEFENSE FIGHTER xiv Change 8 .

1F.16A.1 Block Designation Codes/Serial Number/Tail Number Cross-Reference 81-0867/J-867 81-0868/J-868 81-0869/J-869 81-0870/J-870 81-08711J-871 81-0872/J-872 81-0873/J-873 81-087 4/J-87 4 81-0875/J-875 81-0876/J-876 81-0877/J-877 81-0878/J-878 81-0879/J-879 81-0881/J-881 83-1192/J-192 83-1193/J-193 83-1194/J-194 83-1196/J-196 83-1197/J-197 83-1198/J-198 83-1199/J -199 83-1201/J-201 83-1202/J-202 83-1203/J-203 83-1204/J-204 83-1205/J-205 83-1206/J-206 83-1207 /J-207 84-1360/J-360 84-1362/J-362 84-1363/J-363 84-1364/J-364 84-1365/J-365 84-1366/J-366 84-1367/J-367 85-0135/J-135 85-0 136/J-136 85-0137/J-137 85-0138/J-138 85-0139/J-139 85-0140/J-140 85-0141/J-141 85-0142/J-142 85-0143/J-143 85-0144/J-144 85-0145/J-145 85-0146/J-146 86-0055/J-055 86-0057/J-057 86-0058/J-058 86-0060/J -060 86-0061/J-061 86-0062/J-062 86-0063/J -063 87-0508/J-508 87 -0509/J-509 87-0510/J-510 87-0511/J-511 87-0512/J-512 87-0513/J-513 87-0514/J-514 87-0515/J-515 87-0516/J-516 88-0001/J-001 88-0002/J -002 88-0003/J -003 88-0004/J-004 88-0005/J-005 88-0006/J -006 88-0008/J -008 88-0009/J -009 88-0010/J-010 88-0011/J-011 89-0013/J-013 89-00 14/J-014 89-0015/J-015 89-0016/J-016 89-0017/J-017 89-0018/J-018 89-0019/J-019 89-0020/J-020 89-00211J-021 83-1209/J-209 83-1210/J-210 83-1211/J-211 84-1368/J-368 84-1369/J-369 86-0064/J-064 86-0065/J -065 87 -0066/J -066 87-0067/J-067 87 -0068/J -068 87 -07121712 ~OO 90-0942/900942 90-0943/900943 90-0944/900944 90-0945/900945 90-0946/900946 90-0947/900947 92-0404/920404 92-0405/405 92-0406/406 92-0407/407 92-0408/920408 92-0409/920409 92-0410/920410 MOO 80-3658/658 80-3659/659 80-3660/660 80-36611661 80-3662/662 80-3663/663 80-3664/664 80-3665/665 80-3666/666 80-3667/667 80-3668/668 80-3669/669 80-3670/670 80-36711671 80-3672/672 80-3673/673 80-3674/674 80-3675/675 80-3677/677 80-3678/678 80-3680/680 80-36811681 80-3682/682 80-3683/683 80-3686/686 80-3687/687 80-3688/688 ~[ID 90-0948/948 90-0949/949 90-0950/950 90-0951/951 90-0952/952 92-0452/452 92-0453/453 92-0454/454 92-0455/455 92-0456/456 92-0457/457 92-0458/920458 92-0459/920459 92-0460/920460 92-04611920461 ~[ID 80-3649/J -649 80-3650/J-650 80-3651/J-651 80-3652/J-652 80-3653/J-653 80-3654/J-654 80-3655/J-655 80-3656/J-656 80-3657/J-657 81-0882/J-882 81-0884/J-884 81-0885/J-885 83-1208/J-208 MrnJ 80-3689/689 80-3690/690 80-3691/691 80-3692/692 80-3693/693 87-07111711 Change 12 xv .T. O.

1 F.16A.1 F-1 Ei Fighting Falcon A B 1 F-16A-1-0003X @ xvi .10.

.... . ...... . . . EEC BUC Switch [8] mEl I PW200 I EEC Caution Light IPW200 I . . . . . . . .. Cockpit Arrangement. . ..... .. . . .. ......... . ... .. ... .. .... .. . .. ..• _ MAX POWER Switch I PW200 I . . . . . ... ...... .. . .... .. . Engine Operating Characteristics Main Fuel Pump IPW200 I . .. . . . . . . . . .... . . . .. .•. ... . . .... .... ...... Afterburner (AB) Fuel Pump IPW200 I .•. . . .16A.... . Compressor Inlet Variable Vanes (CIVV's) I PW200 I . Compressor Bleed Air I PW200 I . . .. .. . . . .... Afterburner (AB) Fuel Pump I IPW200 I . . . ... . Backup Fuel Control (BUC) System I PW200 I .. ... . .. . .. . Engine and Accessory Drive Gearboxes AB Operation in Flight IPW200 I BUC Operation I PW200 I . ... .. Engine IPW200 I . . ....... . . Engine Oil System IPW200 I ..1 1-42 1-42 1-42 1-42 1-42 1-44 1-44 1-44 1-44 1-44 1-44 1-44 1-45 1-45 1-45 1-45 1-45 1-45 1-45 1-45 1-46 1-46 1-46 1-47 1-47 1-47 1-47 1-50 1-50 STARTING FUEL Switch [8] mEl 1-50 1-50 1-50 1-50 1-50 1-50 1-50 1-50 1-51 1-51 1-51 1-51 1-51 1-51 1-53 1-53 1-54 1-54 1-54 1-54 1-54 1-54 1-56 1-56 1-56 1-56 1-56 1-56 1-56 1-57 1-57 1-57 1-57 1-57 1-57 1-1 I PW200 I . Ground Operation I PW200 I .. .. .. ... Rear Compressor Variable Vanes (RCVV's) I PW2201 .. ... Throttle I PW200 I . ENG & JET START Control Panel I PW200 I .. . . . Aircraft Gross Weight (NC GW) .. . ..... . . .. Compressor Inlet Variable Vane (CIVV) Controll PW2201 . .. . Convergent Exhaust Nozzle Control (CENC) I PW2201 . ... .... Engine Anti-Ice System I PW200 I . .. FTIT Indicator I PW200 I ... Main Fuel Control (MFC) I PW2201 .. .. . RPM Indicator I PW200 I . . Engine Controls and Indicators PW2201 . .. . .... . IPW200 I .. . . .... . . . . . .. NOZ POS Indicator I PW200 I . . . _ Exhaust Nozzle IPW200 I .. ENGINE Warning Light I PW200 I .. .. .. .. . . . Engine I PW2201 . . .... Engine Oil System I PW2201 . • • . Exhaust Nozzle I PW2201 .. . . .1 SECTION I DESCRIPTION AND OPERATION TABLE OF CONTENTS The Aircraft . . . .. Digital Electronic Engine Control (DEEC) I PW2201 .. . ......... . Engine ANTI ICE Switch I PW200 I .. .... Non-AB Operation in Flight I PW200 I . ... .... .. .. . .. .. . . . . ... . . Pressurization and Dump Valve IPW200 I .. .. ...... .. . .. . .. . .. . . .. .. ..... ... . . .. . ....... .. . ... . .. .. Main Fuel Pump I PW2201 . .. .. . .. . . .. .. . .... .. . ......... . ... .. .. .. .... . . . .... .... .. ..... . ... . . .. HYD/OIL PRESS Warning Light I PW200 I . . . .. Engine Ignition System IPW200 I Jet Fuel Starter (JFS) I PW200 I • ....... . Pressurization and Dump Valve I PW2201 . . . . . ... . .. . .... ..... . ...... . ..... . .... . ... .. JFS Switch [8] mEl IPW200 I . .. .. .. ..... . ... . .. Light-Off Detector (LO D) I PW220 I Engine Diagnostic Unit (EDU) I PW2201 . JFS RUN Light [8] mEl IPW200 I JFS Operation I PW200 I . . Engine Control System I PW220 I .. .... Unified Fuel Control (UFC) I PW200 I Electronic Engine Control (EEC) I PW200 I ........ .. Rear Compressor Variable Vanes (RCVV's) IPW200 I .. . . ... .. . . . . Aircraft General Arrangement Aircraft General Data . . Page 1-6 1-6 1-6 1-6 1-6. .. . ..... . .. Engine General Description I PW2201 .. 1F.... . .... ...... . .. . Convergent Exhaust Nozzle Control (CENC) I PW200 I . ... Engine General Description IPW200 I Engine Fuel System I PW200 I .. . .. .. BUC Caution Light IPW200 I ... .. .. . IPW200 I . .... . .... .. . . FUEL FLOW Indicator I PW200 I OIL Pressure Indicator IPW200 I .. ... REDUCED IDLE THRUST (RIT) Switch IPW200 I . .. Secondary Engine Control (SEC) I PW2201 . . .. .. .. .. ..... _ Compressor Bleed Air I PW2201 . .. .. . ..... ... . . . . Engine Fuel System I PW220 I .. Afterburner (AB) Fuel Control I PW2201 ...... .... ..... . .. ...... . . ... . .. . . .. Change 2 . .. ... ..10.. Engine Alternator I PW200 I . .. ...

.. ...... Fuel Low Caution Lights .... HYD/OIL PRESS Warning Light . ............... HYD PRESS Indicators and Warning Light .. ....... .. . CABIN PRESS Caution Light ...... EPU/GEN Test Switch . _ Engine Fuel Supply System ......... Electrical System Controls and Indicators ................. ENG & JET START Control Panel I PW2201 . .. ..... HYD/OIL PRESS Warning Light I PW2201 .... ENG CONT Switch I PW2201 . ......... . .........T........... ........ _ Pressurization ..... . ... .. EPU Fired Indicator ... .. ENGINE Warning Light I PW2201 .......... JFS Switch [8J mEl I PW2201 . Fuel Quantity Indicating System . .... RPM Indicator I PW2201 ..... ............... Engine Controls and Indicators I PW2201 . Normal Operation .... .. ................ ............. AIR SOURCE Knob [8J mEl " TEMP Knob [8J rntJ . Main AC Power System ...... ENGINE FAULT Caution Light LESS ~... EPU FUEL Quantity Indicator [8J mEl ....... LESS f1) I PW2201 ... Electrical System . 1-79 1-79 1-79 1-79 1-79 1-80 1-80 1-80 1-80 1-80 1-80 1-80 1-83 1-84 1-84 1-85 1-85 1-85 1-85 1-85 1-85 1-85 1-85 1-86 1-86 1-90 1-90 1-90 1-90 1-101 1-101 1-101 1-101 1-101 1-104 1-104 1-104 1-106 1-106 1-106 1-106 1-106 1-106 1-106 1-106 1-107 1-107 1-107 1-2 Change 12 ....... Environmental Control System (ECS) Electrical Failures .. ..... ... SEC Caution Light I PW2201 ....... ............. Fuel Tank System ........ Cockpit Pressure Altimeter [8J mEl ... . Reservoir Fuel Level Sensing System .. .......... HYD PRESS Indicators ....... .... Fuel Tank Explosion Suppression System .. . Nose Landing Gear (NLG) .............. Landing Gear (LG) System ... Emergency Power Unit (EPU) .. ........ EPU Ground Safety Switch .. Engine and Accessory Drive Gearboxes I PW2201 . DC Power System LESS ~ . FUEL FLOW Indicator I PW220 I ... .... ...... Fire and Overheat Detection System FIRE & OHEAT DETECT Test Button [A] mEl ............ .. Air-Conditioning . _ Electrical Power Distribution ... 1 F-16A-l EnbTine Anti-Ice System I PW220 I Engine ANTI ICE Switch I PW2201 .. ... NOZ POS Indicator I PW2201 ..... ... Non-AB Operation in Flight I PW2201 .. ...... .... ..... ... ...... Hydrazine Leak Detector ....... ENGINE FAULT Caution Light~.........1 em em I PW2201 ................ Ground Operations I PW2201 . HUD FUEL Low/Bingo Indication . Throttle I PW220 I ..... SEC Operation I PW2201 . HUD TRAP FUEL Warning LESS ~ FUEL HOT Caution Light .O....... . .. ... OIL Pressure Indicator I PW2201 ....... EQUIP HOT Caution Light ...... Fuel Tank Vent and Pressurization System ...... ...... EPU Controls and Indicators . _ Fuel Transfer System ... JFS Operation I PW2201 ....... N\VS AIR DISC MSL STEP Button .................. ..... Fuel System .................. ............. DEFOG Lever [8J mEl ........ Overcurrent Protection Units Emergency AC Power System ..... Air Refueling (AR) System .... EPU Switch . REDUCED IDLE THRUST (RIT) Switch I PW2201 .. Engine Operating Characteristics I PW2201 .... AIR Light ..... ............ DC Power System [BQ] ... Hydraulic System . Main Landing Gear (MLG) ..... ........ Anti-G System ............. AB RESET Switch [8J I PW220 I . . MAX POWER Switch[8J mEl I PW2201 .... FLCS Power Supply . Air Refueling (AR) Status Indicator ........... .... . .. Engine Alternator I PW2201 ..... HYDRAZN Light . ..... .. FTIT Indicator I PW2201 .. rID 1-57 1-58 1-58 1-58 1-58 1-59 1-59 1-59 1-59 1-59 1-60 1-60 1-60 1-60 1-60 1-60 1-60 1-60 1-60 1-60 1-63 1-63 1-63 1-63 1-63 1-63 1-63 1-63 1-63 1-65 1-65 1-67 1-67 1-67 1-67 1-67 1-69 1-69 1-69 1-78 1-78 1-78 1-78........EPU Run Light ... AB Operation in Flight I PW2201 ... .... Refueling System ..... JFS RUN Light [8J I PW2201 . ... External Power Provisions .............. ............. ...... ... . Ground Refueling .... ... . Jet Fuel Starter (JFS) I PW2201 .... EPU Operation . Engine Ignition System I PW220 I . ... ..... ..

WHEELS Down Lights . . . ANTI SKID Caution Light .. " ......... .. ... FLIGHT CONTROL Panel (FLCP) ~ ~ . ..... 1-138 AOA Indexer .. . _ 1-152.. ..... and Indicator Lights . ... DN LOCK REL Button .... .. . .......... ... _ Stick Steering .. .. . 1-138 1-139 Air Data System.... Wheel Brake System ...O...1 PositionIFormation Lights ..... ... 1-127 Gun Compensation.. .. . . .... . .. ... ... HOOK Caution Light ... .... ......... .ILAND CONFIG Warning Light... ... _ HORN SILENCER Button .. ... . Landing Gear Operation . . ..... < •• _ < Change 6 1-3 .. ..... MANUAL PITCH Override (MPO) Switch ...... . 1-127 Flight Control System (FLCS) Controls . ....... .. 1-152... AOAlG Limiter . ..... . ........... Nosewheel Steering (NWS) System . ... ..... 1-139 AOA Transmitters .... ..... Toe Brake System ......... 1-130 Trim . SPD BRK Switch ....... FLCS Gains ............ .. ....10.. 1-130 DUAL FC FAIL Warning Light .. ..... Landing Gear Handle Down Permission Button ........ ... ..... SPEED BRAKE Position Indicator Drag Chute System m1 ~ ....... . ..... ... 1-130 1-130 Low Speed Warning Tone. 1-138 AOA Indicator . ... . ...O.. ........ 1-132 1-133 Autopilot . 1-130 FLCS Warning. .. Exterior Lighting .......... 1-139 PROBE HEAT Switch... Arrestment System.. T...... Caution.... 1-130 STORES CONFIG Switch lID illf] . . .. .. •••••••••• 1-107 1-107 1-107 1-107 1-107 1-109 1-109 1-109 1-109 1-109 1-109 1-113 1-113 1-113 1-113 1-113 1-113 1-113 1-113 1-114 1-114 1-114 1-114 1-115 1-118 1-118 1-118 1-118 1-118 1-118 1-120 1-120 1-120 1-120 1-120 1-120 1-120 1-120 1-120 1-121 1-121 1-121 1-121 1-121 1-121 1-127 1-127 Takeoff and Landing Gains 1-127 Standby Gains .1 1-152.... . ....... ALT FLAPS Switch ..... Antiskid System ...... Spin Down Braking System .. .... DRAG CHUTE Switch m1 ~ .. ANTI-SKID Switch lID mIl .... .. Speedbrake System . < < < < •••• < ..... NWS Controls and Indicators . ... Rudder Authority Limiter Yaw Rate Limiter ....... ........ .... .....1 Landing Gear Controls and Indicators . 1-143 Caution Light Panel . ..... ... . .. .. ..... Central Air Data Computer (CADC) ....... LE FLAPS Caution Light . . Landing Gear Weight-on-Wheels (WOW) Switches ..ILAND CONFIG Warning Light .. .... ............. 1-141 1-141 CADC Caution Light ... .. ..... Cruise Gains ... ...... 1-152 MAL & IND LTS Test Button .. 1-139 Air Data Converter (ADC) .............. ..... ......... . . ..... .. 1-139 Static Pressure Ports ...... and Indicator Lights ..... 1-127 FLCS Data Recorder ~ mEl ..... ...... ...... .... NWS Light . .. . ....... 1-138 HUD AOA Display. _ 1-133 Autopilot Operation .... 1-143 VOICE MESSAGE Switch rru rn£l . 1-152 Pilot Fault List (PFL) .... 1-141 Voice Message System (VMS) ........ 1-139 Air Data Probes ..... ..... 1-152. ... . . ......... LE FLAPS Switch . Roll Rate Limiter . ALT GEAR Handle LG Warning Horn . 1-127 Stick ..... Nosewheel Steering (NWS) System [ID .1 Lighting System .. . 1-143 MASTER CAUTION Light . .. . 1-139 Probe Heat Monitor ~ .... .. .1 Air Refueling Lights ....... 1-152.. 1-130 T.. . 1-130 1-130 MANUAL TRIM Panel ~ illf] ... 1 F.. Wing Flap System .. .1 Anticollision Strobe Light . NWS FAIL Caution Light ..... _ 1-127 Rudder Pedals....... ......... 1-139 Total Temperature Probe . HOOK Switch .. ... ......... . 1-130 FLT CONT SYS Caution Light. ...... Parking Brake ~ ~ ....... 1-133 AOA System . Flight Control System (FLCS) FLCS Limiters ... . . .... .. . Caution. NWS NR DISC MSL STEP Button ... .. _ Leading Edge Flaps (LEF's) ... Landing Gear Handle . 1-141 Warning.. ... . . .................. .... . . Brakes Channel Switch lID rnfJ .... . ......... Trailing Edge Flaps (TEF's) (Flaperons) .... 1-141 ADC Caution Light .. .. . ....... ..16A....

. ......... ... .... .. 1-173 Pressure Breathing for G (PBG) 1-173 Oxygen System Controls and Indicators ........ .... 1-152........ VOL Knob . Function Knob ... . Frequency/Status Display I HQ I I ..... ..........1 1-184.... .. UHF ANT SEL Switch~ ~ ..... ...... .. Single WOD Transfer . . Antenna Locations ...2 I • ............... ... ........ .... SQ DIS TONE Switch....2 I . 1-163 SEAT NOT ARMED Caution Light . . _ __.... Manual Frequency Knobs A-3-2-T Knob I HQ II I . 1-163 Inertia Reel Straps .... ... CHAN Knob. .............. . ...... CHAN Display I HQ II. 1-157 Canopy Jettison .1 Landing and Taxi Lights .. ..............1 1-184.... . . ...... 1-154 PRIMARY CONSOLES Knob . . 1-163 Survival Kit . ... 2 I •. Multiple Word of Day (MWOD) ..1 1-184..... 1-155 PRIMARY INST PNL Knob .. 1-157 Canopy ..... .. STATUS Button I HQ 11. .. ...2 I .. Have Quick (HQ) System LESS ~ ...... Automatic M\VOD Loading I HQ 11.. 1-157 Escape System ......... .. 1-164 Ejection Mode Envelopes .. . 1-163 Lapbelt ..... LOAD Button crfj ~ ~ . TONE Button .... 1-155 FREQ DISP Knob ~ .... 1-155 MAL & IND LTS Switch ..•...... ..... Function Knob ............1 1-184.. .. .......... .. ... .. ....... .. ........ 1-156 FLOOD CONSOLES Knob .. 1-164 Canopy Jettison/Seat Ejection .... SQUELCH Switch... ....... 1-155 FLOOD INST PNL Knob .......l\1ode Knob I HQ I I I . ...... ... 1-163 Ejection Safety Lever ..... ......... ..... 1-163 Emergency Oxygen .. UHF Radio Control Panel ....2 I .......... 1-156 Utility Light ..... UHF RADIO ~ ........... 1-180 1-180 1-180 1-180 1-180 1-180 1-182 1-182 1-182 1-182 1-182 1-182 1-182 1-183 1-183 1-183 1-183 1-184 1-184 1-184 1-184 1-184 1-184 1-184 •• Time-of-Day (TOD) Transmission ....... . 1-157 Canopy Controls and Indicators .. VOL Knob ... . . ...... . _ A-3-2 Knob I HQ 11.. TEST DISPLAY Button I HQ 11.... __ ..... . 1-163 RADIO BEACON Switch ~ ~ ~ ~~ ... ...... . ZERO Switch I HQ II. ... . TONE Button I HQ II I ....10. Manual Frequency Knobs .... 1-173 Emergency Oxygen System . .......1 1-185 1-185 1-185 1-185 1-185 1-185 1-185 1-186 1-186 1-186 1-187 1-187 1-187 1-187 1-187 1-4 Change 12 . . 1-184 1-184...... WB MEM LOAD Switch [Illi] ...........1-164 Oxygen System .. . Preset CHAN Knob............... VHF Radio Control Panel. 1-164 Ejection Seat Performance .. UHF Radio Control Panel Function Knob . . ______ _ 1-163 Ejection Handle .. 1-154 Identification (ID) Light ~ . Net Number ..... ... ' 1-163 Shoulder Harness StrapsfParachute Risers ... . 1-163 EMERGENCY MANUAL CHUTE Handle ..... 1-163 SHOULDER HARNESS Knob . Single Word of Day (WOD) .......... Mode Knob..•.... VOL Knob........... .. 1-163 SEAT ADJ Switch . .•. VHF Radio .. .. . ... .. 1-173 Liquid Oxygen System .. 1-173 Oxygen System Schematic 1-173 Communications System ... m ..... .... .........1 1-184. . 1-155 NAV/FREQ DISP Knob ~ ~ ... ............ ...••••....... ... Mode Knob I HQ I I . Mode Knob... . ..... .......... 1-154 Interior Lighting .. 1-154 Identification (ID) Light ~ M ~ ... .............. ............. T-TONE Switch I HQ 11........ 1-164 Ejection Sequence Times .............. .. .2 I .................. 1-164 Ejection Seat Operation .... 1-157 Ejection Seat Controls and Indicators .1 1-184. 2 I ...1 1-184..... .. . . ... _ 1-157 Canopy Handle ~ ~ .... .....1-157 MANUAL CANOPY CONTROL Handcrank ..... 1-173 Oxygen Duration ... Time-of-Day (TOD) Reception ... .. 2 I ...... __ . ..1 1-184. 2 I . " FILL Connector I HQ 11......... " Manual Frequency Knobs .1 1-184...... 1-157 Ejection Seat . CHAN Knob ..........•. ...lF-16A-1 Vertical Tail-Mounted Floodlight (illj .... SQUELCH Switch.... . ....2 I ....... .. Antijamming (AJ) Mode Operation HAVE QUICK (HQ) UHF Radio LESS ~ . 1-156 Cockpit Spotlights ..

.. .. Frequency Select Switches .. .10.1 HF Radio I@l [A] ... .. 1 F. . . .... . . . .. OFF SQL Control Knob ...... ..16A. FREQ Display . PRE Tune Light ... .... OFF VOL Control Knob .. ...... USB AM LSB Select Switch .... 1-188 1-188 1-188 1-188 1-188 Change 12 1-4.. .. HF Radio Control Panel ~ ~ ..2 blank) .. Preset Channel Select Knob ... ... ...1/(1-4....... .... ... 1-187 1-187 1-188 1-188 1-188 1-188 CHAN Display . LOAD TEST Switch .

.

...... Horizontal Situation Indicator (HSI) .... Inertial Navigation Set (INS) . 1-194 1-194 Mode 4 CODE Knob ~ ... . . Standby Attitude Indicator (SAl) .... 1-195 Mode TEST Switches ..... 1-191 MODE Switch ....... 1-190 ZEROIZE Switch 1-190 DELAY Switch . .. ........ IFF IDENT Button ~ ......... DN LOCK REL Button [ID!J Change 12 1-196 1-196 1-196 1-196 1-196 1-196 1-197 1-197 1-197 1-198 1-198 1-198 1-198 1-198 1-198 1-198 1-198 1-198 1-199 1-199 1-199 1-200 1-200 1-200 1-200 1-200 1-207 1-207 1-207 1-207 1-209 1-209 1-209 1-209 1-209 1-209 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-212 1-213 1-213 1 -5 . .......................... .......... .... MODE 4 Monitor Switch LESS ~ .... ENG CONT Switch I PW2201 ~ Fuel System ..... . INSTR MODE Select Panel ....................... 1-192 1-192 TACAN Control Panel ... 1-196 Code Wheels .. ..... 1-193 1-193 ILS PWR Switch . ....... IFF Caution Light ~ ....... ........ ... TEST Light ...... . Instrument Modes ...... ..... 1-193 ILS Frequency Knobs ..... ...... ....... Flight Instruments . TACAN Function Knob . 1-194 1-195 REPLY Light LESS ~ .... Throttle IPW200 I ~ .. ...... Altimeter .] IBQ] .. ..... .... Engine Controls I PW2201 ............. em ... 1-194 IFF Advisory Function .... 1-191 1-191 PLAIN Cipher Switch... 1-189 Radio Channel/Frequency Indicator (RCFI) .......' .............. AIFF MASTER Knob !BQ] M-4 Switch!BQ] .... Vertical Velocity Indicator (VVI) . . ..... ... UNTUNED Light .... AirspeedlMach Indicator ... .. Attitude Director Indicator (ADI) ... ... IFF ANT SEL Switch ~ rn. ......... ........ . 1-189 HOT MIC CIPHER Switch ..... .......... . 1-196 MODE 4 SwitchM . 1-194 REPLY Light IBNI ........ .. . 1-190 THREAT Tone Knob ....... '" . 1-192 1-192 XIY Channel Ring '" Units Channel Knob ....... ....... Mode 4 CODE Knob LESS ~ .. Engine Controls IPW200 I . Fuel Control Panel [ID!J Speedbrake System ..... ............. ............... Standard Flight Data Recorder (SFDR) [BQ] . 1-189 COMM Control Panel ~ rnfJ . BUC Switch IPW200 I ~ ... .... 1-191 Tactical Air Navigation (TACAN) System .. 1-192 TEST Pushbutton ....... Navigation Aids and Display . Throttle I PW220 I ~ ................ Mode 4 Monitor Switch !BQ] M-l Switch!BQ] M-2 Switch!BQ] ..... . ............... . .. .. Drag Chute System [N... 1-195 IFF MASTER Knob .. IFF IDENT Button .......... ...... 1-190 Master Zeroize Switch ~ rnfJ ..... Magnetic Compass ...... 1-195 RAD TEST MON Switch .. 1F.. Transponder ~ Interrogator!BQ] .... ............. 1-193 ILS VOL Ring ... 1-189 INRCOM/SV Knob ............. IFF Advisory Function [@] AIFF Control Panel!BQ] .. IFF ANT SEL Switch !BQ] ~ rnfJ ..... .. 1-193 IFF System .. Clock . .. " . INSTR HDG Knob ~ rn£l ....... ...... SPD BRK Switch [ID!] .. Mode 4 CODE Knob !BQ] M-4REPLYLight~ ... .. 1-190 1-190 Secure Voice Control Panel ~ POWER Switch .... 1-188 1-188 MAN Tune Light ..El .. .... IFF Caution Light AIFF System ~ .... 1-190 MSL Tone Knob .. 1-194 IFF Control Panel . ..... ....1 XMIT Light .......16A. 1-191 FILL Switch ... INSTR MODE Knob ........ F-16B Aircraft ....... 1-193 TEST Light . ..........10. 1-195 1-195 IFF IDENT Switch ...... DRAG CHUTE Switch [frn ~ ~ Landing Gear (LG) System ...... . 1-196 MODE 4 Monitor Switch ~ ...... ... ....................... ............. 1-192 VOL Knob ... 1-190 Secure Voice System LESS IBNI . 1-196 MODE 4 Switch LESS IBNI ..... 1-188 Built-In Test (BIT) Function . .... .... MRK BCN Light .. M-3/A Switch [@] M-C Switch ~ ... ... ...... 1-192 Hundreds-Tens Channel Knob 1-192 1-192 CHANNEL Display .. .. . Instrument Landing System (lLS) 1-193 ILS Control Panel ...

STICK CONTROL Switch rnfJ . ...... oil.... Additional stores of various types can be carried on pylons mounted under the wings and on the fuselage centerline.300 pounds and with full internal JP-8 fuel 24.900 pounds and with full internal JP-8 fuel 25...B] IPW200 I Block 10 The GW of the aircraft including pilot....... . _ Fire Control Radar (FCR) ~ ..16A-1 Flight Control System Stick Control Operation .. 13 feet 2 inches Refer to TURNING RADIUS AND GROUND CLEARANCE. and a full load of 20 mm ammunition is approximately 18.. [ID IPW200 I Block 15 The GW of the aircraft including two pilots.. EJECTION MODE SEL Handle~ . ARMT CONSENT Switch ~ . The fire control system includes a fire control radar with search and tracking capability. .. AIRCRAFT GENERAL DATA Refer to figure 1-2.. .. two tip AIM -9 missiles. two tip AIM-9 missiles. I PW2201 Aircraft is approximately 100 pounds heavier... Stick Indicator ~ . Section II. and a full load of 20 mm ammunition is approximately 18.... I PW2201 Aircraft is approximately 100 pounds heavier. Throttle and Stick Switches/ Controls ~ .. 1 F....... 1-6 Change 2 .5 inches 9 feet 4 inches = 7 feet 9 inches THE AIRCRAFT The F -16A is a single-engine.. The wing and tail surfaces are thin and feature moderate aft sweep. oil.top of vertical tail • Height ..... AIRCRAFT GROSS WEIGHT (A/C GW) [.. The horizontal tails have a small negative dihedral and provide pitch and roll control through symmetrical/differential deflection. RadarlElectro-Optical (REO) Display~ .500 pounds and with full internal JP-8 fuel 24..top of canopy • Tread • Wheelbase 32 feet 10 inches 49 feet 6 inches 16 feet 8.... single-seat...... All flight control surfaces are actuated hydraulically by two independent hydraulic systems and are directed by signals through a fly-by-wire system.... forebody strakes. Flaperons are mounted on the trailing edge of the wing and combine the functions of flaps and ailerons. oil. control... Escape System rnJ .800 pounds. Communications System [ID .. The aircraft approximate dimensions are: • Span ....including missile fins • Length . I PW2201 Aircraft is approximately 100 pounds heavier... multirole tactical fighter with full air-to-air and air-to-surface combat capabilities........ The vertical tail..200 pounds. and a full load of 20 mm ammunition is approximately 17. Accelerometer ~ .... The wing has automatic leading edge flaps which enhance performance over a wide speed range. Flight Instruments ~ ... and a head-up display (RUD)....lO.... .... two tip AIM-9 missiles. Stores Management Subsystem (SMS)~ .. Stick OVRD Lights [ID . two tip AIM-9 missiles.800 pounds... A stores management system (SMS) presents a control panel and visual display for inventory.400 pounds..... augmented by twin ventral fins. and an under fuselage engine air inlet. oil. ..700 pounds and with full internal JP-8 fuel 24.... [ID IPW200 I Block 10 The GW of the aircraft including two pilots. The fuselage is characterized by a large bubble canopy. and release of all stores.including nose probe • Height ... .. I PW2201 Aircraft is approximately 100 pounds heavier. ..... ~ I PW200 I Block 15 The GW of the aircraft including pilot. INSTR MODE Select Panel [ID . a radar electro-optical (REO) display. Basic armament includes a fuselage-mounted multibarrel 20 mm gun and an air-to-air missile on each wingtip.. Servicing Diagram 1-213 1-213 1-213 1-213 1-213 1-213 1-213 1-214 1-214 1-214 1-214 1-214 1-214 1-214 1-214 1-214 1-214 AIRCRAFT GENERAL ARRANGEMENT Refer to figure 1-1 for general arrangement and overall view of the aircraft.... The F-16B is a two-seat (tandem) version and performs the secondary role of a trainer. and a full load of 20 mm ammunition is approximately 17.. provides directional stability.

For detailed information. which is mounted on the right console. OPERATING LIMITATIONS. IF-16A-l-l. 1F. refer to T. Part 1. COCKPIT ARRANGEMENT Refer to figure 1-3. refer to Section V. For maximum GW limitations. Change 2 1-6. The cockpit contains no circuit breakers.T.1 These GW's are approximate and shall not be used for computing aircraft performance.1 /(1-6. and the stick. which is reclined 30 degrees.O. O.16A. The cockpit arrangement is conventional except for the seat.2 blank) .

.

n . Asymmetry Brake 60. Hook 56. 7.. Turbofan Engine Position/Formation Light 32. 35. :-I 9 -. MLG Door LEF Angle Drive Gearbox 44 43 Air-Conditioning Package M61A1 20MM Gun Ammunition Drum EPU Nitrogen Bottle Gun Port NLG Door BLOCK 10 Total Temperature Probe Position Light NLG Engine Air Inlet Left Console Throttle Strake Lower Equipment Compartment IAOland IOEllNOlrn ID Light 1F-16A-1-1004X® R 90 10. Wing Structural Box 58. LEF Rotary Actuator 61. 14.. 16. Flaperon 57. 41. Air Data IPitot) Probe 59 57 Nose Radome 1 R LEF Drive Unit AOA Probe 19. Speedbrake Actuator 34. Anticollision Strobe Light Power Supply Cockpit Pressure Safety Valve 23. Vertical Tail Attachment Fittings Head--Up Display (HUD) 24. 4. 50.. 36. Position Light Canopy IFixed) 29. Horizontal Tail 53. refer to ANTENNA LOCATIONS. 15. Speed brake Static Discharger 33. ChaffIFlare Dispenser Horizontal Tail ISA 52..General Arrangement (Typical) 11 26 15 27 ~28 ~30 31 32 rn For antenna locations. this section. 42. 17. AR Slipway Forward Electronic Equipment Bay 21. 13.. 47. Flaperon ISA 55. . 51.. LEF Wing Attachment Fittings 64. Formation Light 54... Rudder 28. FLCS Accumulators Cockpit Pressure Regulator 22. BLOCK 15 Vertical Tail-Mounted Floodlight Canopy (Movable) 26. 46. LEF Torque Shaft 62. 63. 37. 11> 12.. 43. 44.. Rudder ISA AIM--9 Missile Missile Launcher 30. ~ Figure 1-1. [N£] INOI Drag Chute Fairing AR and Formation Light 31. 6. 38. Fixed Trailing Edge Panel 59. Vertical Tail Instrument Panel 25. 49. Hydraulic Reservoir AOA Transmitter 20. ~-~ _ ~~~17 35 ')c 33 34 47 64 1_ 20 3. ~ I . MLG 65. 5.. 48.. 39. 45. 40. Anticollision Strobe Light Ejection Seat 27.

SPEEDBRAKE HINGE 49 FT 6 IN..1 .. ----------------------OVERALL LENGTH--------------------~ r ~-... 1F-16A-1-1 005-1 X® Figure 1-2....81 1o+-~~47.35 1 1 95.0 101. 1 F-16A-l General Data m (Typical) MISSILE LAUNCHER OUTBOARD STORES LOCATIONS 18 FT 6 IN._.10..0 1 1 16 FT 8....-49.5 IN. (Sheet 1) 1-8 .50 15....-_... .... OVERALL HEIGHT NOTE: Dimensions are in inches unless specified otherwise..

.0 In......................5 x 8-14 18 Ply Stroke ...... 0...•..........03 Sq Ft Span ..................5 In.... 14-----0VERALL SPAN W/MISSILES----~ 1+---- 31 FT OVERALL SPAN W/O MISSILES ---~ 1F-16A-1-1 005-2X ® Figure 1-2.......•......... Theo (27. Actual) Aspect Ratio .........10................437 Sweep (LE) ............ 31..472 (Theo) Taper Ratio .32 Sq Ft LEF Area .26 Sq Ft (3................ 11..................................000 Lb Class Engine Compressor Face Diameter .. 34.... 30 Ft Aspect Ratio .....390 (Theo) Sweep (LE) ..... Constant 0............... 0 0 Twist At BL 54.......5 x 8-14 20 Ply Tire Size ....... 25.886% Modified Wedge At Tip ..0% Biconvex Rudder Area . Nose Gear (NLG) Tire Size ......... 300 Sq Ft Span .. 23.••... 1F.. Engine Length ...8 In.... 2..5 0 Airfoil At Root..........•........................ 47.....760 (Theo) Sweep (LE) .....75 Sq Ft Aspect Ratio ...•.03R SPEEDBRAKES Area (4 Element Clamshell) ...... 63... 40 0 Dihedral ........ 0...5 In....................•...................2275 Sweep (LE) ..... (Sheet 2) 1-9 . 6% Biconvex At Tip ....0 In. 3........ 40 0 Dihedral .........71 Sq Ft HORIZONTAL TAILS Area ..... 0 0 At BL 180........... 3...................... 25. 5. ENGINE F100-PW-200/220 Thrust .. I I 32 FT 10 IN...... 14........ 0.....7-8 18 Ply Tire Size ...... 54...•.......•••.......0 ........5% Biconvex VERTICAL TAIL Area ...•... 1..............•. 18 x 5.........5 In..•. 36............... Static Rolling Radius ........5 14 Ply Stroke ...........294 Taper Ratio •....... NACA 64A204 Incidence ......... 3..... -10 0 Airfoil At Root .... 0... 7..•........1 WINGS Area .•...........16 In.. 30 0 Dihedral (Cant) ....... 0...... 0 0 Airfoil ..•.70 Sq Ft Aspect Ratio .....65 Sq Ft VENTRAL FIN (EACH) Area .•......... 191.... 3 0 Flaperon Area ... Static Rolling Radius ..•.............. 15 0 Outboard Airfoil At Root . 11............ ....•..•....114 Taper Ratio ................0 Taper Ratio .... 3....3% Biconvex At Tip ............. 10.565 Sq Ft Ea) LANDING GEAR (LG) Main Gear (MLG) Tire Size .........•...........0 ... 8..............356 In. 10..............16A.......... 18 x 5. 25....

0 j j 16 FT 8.O. 1 F-16A-1-1 006-1 X ® Figure 1-2.81 NOTE: Dimensions are in inches unless specified otherwise.5 IN.35 r 1 95. _--=__ I SPEEDBRAKE HINGE 49 FT 6 IN. ~--------------------OVERALL LENGTH--------------------~ t+----t~ 47.0 101. 1 F-16A-1 General Data LESS GD (Typical) MISSILE LAUNCHER OUTBOARD STORES LOCATIONS 24.34 IN. OVERALL HEIGHT STATIC GROUND LINE t+---~-49.05 f t I I 18 FT 0.T. (Sheet 3) 1-10 .50 15.

................. 18 x 5.... _..•..................5 x 8-14 18 Ply Stroke ....3% Biconvex At Tip ....... 6% Biconvex At Tip .................0 In.....0. 0 0 At BL 180...... 0........ 3...75 Sq Ft Aspect Ratio ........... 30 Ft Aspect Ratio .. I I 32 FT 10 IN..886% Modified Wedge At Tip .565 Sq Ft Ea) LANDING GEAR (LG) Main Gear (MLG) Tire Size ..11 ........0 Sq Ft Aspect Ratio ...... 14-----0VERALL SPAN W/MISSILES-------+t 14---- 31 FT OVERALL SPAN WIO MISSILES ---~ 1F-16A-1-1006-2X® Figure 1-2.... 5..•... 34.•...65 Sq Ft VENTRAL FIN (EACH) Area . 0..32 Sq Ft LEF Area ........... 10..... _......... (Sheet 4) 1....... 11.....•. 0..............•.... 15 0 Outboard Airfoil At Root ........ 47.. 3.............•...........03R SPEEDBRAKES Area (4 Element Clamshell) .. 54... 300 Sq Ft Span __ .....356 In.. 31....... 11............•..........2275 Sweep /LE) ... 2.....03 Sq Ft Span .... _..760 (Theo) Sweep (LE) ...••••......71 Sq Ft HORIZONTAL TAILS Area ....5 In....5 In.. 25. 23... 30 0 Dihedral (Cant) ..5 x 8-14 20 Ply Tire Size .T. 25............0 Taper Ratio ..................... _........ 40 0 Dihedral ...0 ....... Static Rolling Radius ...000 Lb Class Engine Compressor Face Diameter ...... 0.. 10.....••••.. 3.16 In...472 (Theo) Taper Ratio ....... 49...598 Taper Ratio . _.437 Sweep (LE) .........................8 In....... ____ ................ _________ ................ 191......... 7.....5 In............ Static Rolling Radius ...•...•..•. NACA 64A204 Incidence ............. _.............•............••.•...................... ...1F-16A-1 WINGS Area . -10 0 Airfoil At Root.. _..... 1......•.... Actual) Aspect Ratio .......26 Sq Ft (3..... ____ ..... Theo /27..•.. __ ... 0..............0% Biconvex Rudder Area .. ___ ...•....0 In......... 18 x 5.... 0 0 Airfoil ............ 8. 25......... 40 0 Dihedral .... 0 0 Twist At BL 54..7-8 18 Ply Tire Size ....5 14 Ply Stroke .....294 Taper Ratio . 3 0 Flaperon Area •......... Constant 0...5 0 Airfoil At Root ..•.. 3.... 14..0 . 36............ Engine Length .. Nose Gear (NLG) Tire Size ... ENGINE F100-PW-200 Thrust ..3 (Theo) Sweep (LE) ...................5% Biconvex VERTICAL TAIL Area ...

(Sheet 1) 1-12 . 1 F-16A-1-1007X@ Figure 1-3. RIGHT AUXILIARY CONSOLE STICK LEFT CONSOLE RIGHT CONSOLE LOCATED ON SHELF BEHIND SEAT.16A-l Cockpit Arrangement ~ IBFI (Typical) Block to FOR DETAILS OF OXYGEN REGULATOR PANEL DIFFERENCES. 1 F. SEE THE INDIVIDUAL EQUIPMENT ILLUSTRATION.10.

(Sheet 2) 1.13 . 16. 4. 22. 25. 20. 6. 23. 9. 19. 2.O. 1F-16A. 15. 12. 7. 17.1 Cockpit Arrangement [8J IBFI (Typical) Block LEFT CONSOLE 10 20 / / ) 2 3 19 4 11 5 25 1. 3. 13. 18. 10.T. 5. 8. 11. 24. RADAR Control Panel UHF Radio Control Panel FC/NAV Panel TACAN Control Panel MANUAL TRIM Panel AVTR Control Panel ECM Pod Control Panel G-Suit Hose Connection ANTI G TEST Button TEST Switch Panel DEFOG Lever FLIGHT CONTROL Panel Fuel Controi Panel CANOPY JETTISON T-Handle COMM Control Panel EPU Control Panel ELEC Control Panel Throttle FRICTION Control ENG & JET START Control Panel MANUAL PITCH Override Switch CHAFF/FLARE Dispense Button Throttle REDUCED IDLE THRUST Switch Stowage I SF I STICK CONTROL Switch 1F-16A-1-1008X® Figure 1-3. 21. 14.

9. 5. 11. Magnetic Compass Clock OXY FLOW Indicator System A HYD PRESS Indicator System B HYD PRESS Indicator EPU FUEL Quantity Indicator Cockpit Pressure Altimeter LIQUID OXYGEN Quantity Indicator Caution Light Panel FUEL QTY SEL Knob EXT FUEL TRANS Switch IF-16A-1-1009X® Figure 1-3. 15. 18. 16. 8. 5.T. 3. 2. 14. 10. 11. 8. 20. 6. 9. 7. 17. 19. 13. 1 F-16A-1 Cockpit Arrangement LEFT AUXILIARY CONSOLE ~ I BF I (Typical) Block to RIGHT AUXILIARY CONSOLE :~~kd 14 11 16 ""r ~ ~~. 2. (Sheet 3) 1-14 . 12.~~ l71G~· ~I 19 18 l I 20 1 23 L_\-h 4 9 8 5 1. 4.O. 10. 7. 3. EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) ANTI-SKID Switch LANDING TAXI Lights Switch DN LOCK REL Button LG Handle Down Permission Button LG Handle Warning Light (Red) LG Handle IFF Control Panel THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators ALT GEAR Reset Button ALT GEAR Handle SPEED BRAKE Position Indicator LE FLAP POSITION Indicator (Deactivated) STORES CON FIG Switch HORN SILENCER Button GND JETT ENABLE Switch (Lever Lock) BRAKES Channel Switch 1. 4. 6.

22. INSTR MODE Select Panel 37. Attitude Director Indicator 33. Autopilot ROLL Switch 40. 23. 11. Autopilot PITCH Switch 41. HUD Combiner Glass Television Sensor AR Status/NWS Indicator HUD Control Panel Standby Attitude Indicator FUEL FLOW Indicator DUAL FC FAIL Warning Light (Red) HYD/OIL PRESS Warning Light IRed) CANOPY Warning Light (Red) ENGINE Warning Light (Red) Radio Channel/Frequency Indicator Vertical Velocity Indicator OIL Pressure Indicator RPM Indicator NOZ pas Indicator FTIT Indicator FUEL Quantity Indicator Altimeter 31. 26. 9. 15. 25. 10. 14. 6. AUTOPILOT Switch 42. 19. (Sheet 4) 1-15 . 3.16A. MRK BCN Light 32. 13. 7. ~ [NQ] Drag Chute Switch TO/LDG CONFIG Warning Light (Red) ALT LOW and ENG FIRE Warning Lights (Red) THREAT WARNING Controls and Indicators MASTER CAUTION Light (Amber) THREAT WARNING Azimuth Indicator Spotlight AOA Indexer ~ OVRD Light 42 28 1 F-16A-l-l 010X® Figure 1-3. Radar/EO Display Rudder PEDAL ADJ Knob 35. 29. 28. 21. Stores Control Panel 39. 2. 4. 27. 17. 1F. 16. MASTER ARM Switch [A] ALT REL Button SMS PWR Switch [QID ~ mJ IFF IDENT Button. 8. AOA Indicator 36.T. Horizontal Situation Indicator 34. 20. 24. 5. O. 18. 30. Airspeed/Mach Indicator 38.1 Cockpit Arrangement INSTRUMENT PANEL ~ IBFI (Typical) Block 10 • t:] L.]~~ ~ c~~~~~~~c=~~ OO~ c ~ 2 1. 12.

21. 12. 10. 11. 9. ILS Control Panel NUCLEAR CONSENT Switch (Guarded) VHF Radio Control Panel RDR ALT Switch Interior LIGHTING Control Panel ECS Control Panel Secure Voice Panel ENGINE ANTI ICE Switch ANT SEL Panel Utility Light OXYGEN REGULATOR Panel Data Transfer Unit CHAFF/FLARE Control Panel Stowage Oxygen/Communications Hookup EXT LIGHTING Control Panel VOICE MESSAGE Switch. 6. 13. (Sheet 5) 1-16 . 23. 4. 3. 15. SEAT ADJ Switch 1F-1SA-1-1011X@ Figure 1-3. 19. 7.1 Cockpit Arrangement [AJ RIGHT CONSOLE IBFI (Typical) Block 10 20 16 7 6 8 13 9 ~ 12 11 1.10.16A. 8. 18. 1 F. Chaff/Flare Programmer BEHIND SEAT. 5. 16. 17. 20. MASTER ZEROIZE Switch Stick ~ TAKE CONTR Panel rn::EJ NWS Control Button/ Indicator (Green) LOCATED ON SHELF 22. 2. 14.

16A.plcal) Block 1..0 INSTRUMENT PANEL "'" RIGHT CONSOLE 1 F-16A-1-1 012X@ Figure 1-3• \l eet 6) /Sh 1-17 . rangement . O.T.1 Cockpit A~ IBRI (T~. 1F.

(Sheet 7) 1-18 . 7. 3. 5. 1F-16A. RADIO SEL Panel ILS Control Panel TACAN Control Panel UHF Radio Control Panel G-Suit Hose Connection ANTI G TEST Button MAL & IND LTS Test Button CANOPY JEniSON T-Handle ENG CONT Switch MANUAL PITCH Override Switch Throttle FUEL MASTER Switch Stowage 1 F-16A-1-1013X® Figure 1-3. 2. 8. 9. 6. 10.- t--r===~---irnJl ~ ~ ~9~~B\OB\ : 'U' CF ~'I'C ~11'C~11'C(ifff j I LS 1 ~® [@f@ F PWR ® VOL 11 d:J 7 12 13 6 5 1.1 Cockpit Arrangement LEFT CONSOLE IBRI (Typical) Block 10 -TAKECONTfU. 4. 13. 11.10.. 12.

3. 5. 7. 16. 13. 6. 3. (Sheet 8) 1-19 . 9. 10. 5. 12. 4. 11.T 1 AYI)Ij(S 5[AT NOT ARMED 5[C @) @ EJECTION MODE SEL NORM I COlrflC j SOLO / 1 2 3 rttlrtlJ 15~ I 16 /~ • 17 5 1~ --{j!l] 8 1. 6. 4. 14.1 Cockpit Arrangement IBRI (Typical) LEFT AUXILIARY CONSOLE Block 10 RIGHT AUXILIARY CONSOLE UP AOC flTaM SYS CAOC lEFlAPS fWD fUEllilW AIT FUEl lOW ANTI-$(~ I WOOl NWSfAll (@) .EM [NQNE 'AlA. 15.16A. 14 12 lLI I I6lITJ OJ EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) DN LOCK REL Button LG Handle Down Permission Button LG Handle Warning Light (Red) LG Handle ALT GEAR Handle ALT GEAR Reset Button THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators SPEED BRAKE Position Indicator ALT FLAPS Switch (Lever Lockl HORN SILENCER Button GND JETT ENABLE Switch (Lever Lock' LE FLAP POSITION Indicator (Deactivated: [NID [NQJ DRAG CHUTE Switch LJo~: 5 1.T. 2. Clock OXY FLOW Indicator System B HYD PRESS Indicator System A HYD PRESS Indicator EJECTION MODE SEL Handle Caution Light Panel 1 F-16A-l-1 0 14X@ Figure 1-3.O. 17. 2. 8. 1F.HYD PRESS A B I CA8IN~SS ElECI't$ O'/EIIOT EQUI'HOT RADAR AlT STO<IES OXYlilW Noo.

FUEL FLOW Indicator 10. ARMT CONSENT Switch (Guarded) 29. MASTER CAUTION Light (Amber) 2. 32. 35. FTIT Indicator 17.O. DUAL FC FAIL Warning Light (Red) 6. 36. ENGINE Warning Light (Redl 8. (Sheet 9) . 31. Vertical Velocity Indicator 11. NOZ POS Indicator 15. RPM Indicator 13. MRK BeN Light 19. F-' 6A-' -1 01 5X ~ Figure 1-3. Standby Attitude Indicator 9. CANOPY Warning Light (Red) 7. OIL Pressure Indicator 14. 34. Stores Control Panel 27. . Reduced Idle Thrust Indicator 26.20 . Attitude Director Indicator 20. 1F·16A·l Cockpit Arrangement IBRI (Typical) INSTRUMENT PANEL Block 10 1. Stick Indicator OVRD Light VIDEO SEL Switch THREAT WARNING Controls & Indicators THREAT WARNING Azimuth Indicator Spotlight TO/LOG CONFIG Warning Light (Red) ALT LOW and ENG FIRE Warning Light (Red) AOA Indexer Handgrip . 37. 39. Rudder PEDAL ADJ Knob 24. Airspeed/Mach Indicator 25. Radio Channel/Frequency Indicator 12.T. HYD/OIL PRESS Warning Light (Red) 6. 38. Horizontal Situation Indicator 21. Radar/EO Display 4. IFF IDENT Button 28. AOA Indicator 22. FUEL Quantity Indicator 16. Altimeter 18. 33. Accelerometer 30. AR Status/NWS Indicator 3. INSTR MODE Select Panel 23.

SUIT PRESS Switch (Nonfunctional) Interior LIGHTING Control Panel OXYGEN REGULATOR Panel Utility Light Oxygen/Communications Hookup Stowage NWS Control Button/lndicator (Green) Stick SEAT ADJ Switch 1F-16A-1-1016xe Figuree 1-3. 2. 3. 9. o. 6.T. 4.16A-1 Cockpit Arrangement \BRI (Typical) RIGHT CONSOLE Block 10 SUIT PRESS @ (n \ 7 6 --PRlMARY-\lHD. 8. 7.ES 9 O~ m PNl O~ fREQ DISP O~ 1. 6. 1F. (Sheet 10) 1-21 .

O.T... 4 CONSOLE LEFT CONSOLE LOCATED ON SHELF BEHIND SEAT.. INSTRUMENT PANEL LEFT AUXILIARY CONSOLE RIGHT AUXILIARY CONSOLE RIGHT .1 Cockpit Arrangement~~ [AJ ~ (Typical) FOR DETAILS OF OXYGEN REGULATOR PANEL OR IpW200i ENGINE DIFFERENCES. 1F.. SEE THE INDIVIDUAL EQUIPMENT ILLUSTRATION.16A. 1F-1SA-1-10"xe Figuree 1-3. (Sheet 11) 1-22 Change 1 .

T. 7. 14. 1F. 13. 19. 4. 26. 21. 18. 9. (Sheet 12) Change 1 1-23 . 6. 11.1 Cockpit Arrangement [AJIBFI (Typical) LEFT CONSOLE Block 15 14 15 ---+l"i-+! 11 24 9 8 25 1. 22. 23. 12. 8. 16. 17.16A. 20. 16. 2. O. 10. 24. 6. RADAR Control Panel UHF Radio Control Panel FC/NAV Panel TACAN Control Panel MANUAL TRIM Panel AVTR Control Panel ECM Pod Control Panel G-Suit Hose Connection ANTI G TEST Button TEST Switch Panel DEFOG Lever FLIGHT CONTROL Panel Fuel Control Panel CANOPY JETTISON T-Handle COMM Control Panel EPU Control Panel ELEC Control Panel Throttle FRICTION Control ENG & JET START Control Panel MANUAL PITCH Override Switch CHAFF/FLARE Dispense Button Throttle REDUCED IDLE THRUST Switch Stowage (If] STICK CONTROL Switch IFF ~ 1F-18A-1-101aX<il Figure 1-3. 3.

2. 4. 12. 7.O. 15. 4. 13. 8. 17. 9. 11. 5. 3. 5. 10. 18. 3.T. 1F-16A-1 Cockpit Arrangement LEFT AUXILIARY CONSOLE 00 IBF I (Typical) Block 15 RIGHT AUXILIARY CONSOLE 1. 11. 6. 7. 6. 9. Figure 1-3. 8. 14. 10. EMER STORES JETTISON Button (Covered) WHEELS Down lights (Green) HOOK Switch (lever lock) ANTI-SKID Switch LANDING TAXI Lights Switch ON lOCK REl Button lG Handle Down Permission Button lG Handle Warning Light (Red) lG Handle IFF Control Panel THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators AlT GEAR Reset Button AlT GEAR Handle SPEED BRAKE Position Indicator STORES CON FIG Switch HORN SilENCER Button GND JETT ENABLE Switch (lever lock) BRAKES Channel Switch 1. Magnetic Compass Clock OXY FLOW Indicator System A HYD PRESS Indicator System B HYD PRESS Indicator EPU FUEL Quantity Indicator Cockpit Pressure Altimeter LIQUID OXYGEN Quantity Indicator Caution light Panel FUEL QTY SEl Knob EXT FUEL TRANS Switch 1F-18A-1-1019X. (Sheet 13) 1-24 . 16. 19. 2.

Threat Warning Azimuth Indicator Airspeed/Mach Indicator 35.O. 24. 3. AOA Indexer Autopilot PITCH Switch Autopilot ROLL Switch 41. 18. 19. MJ~ DRAG CHUTE Switch FUEL Quantity Indicator AOA Indicator 33. 2. Stores Control Panel INSTR MODE Select Panel 34. 28. 21. 13. 11. 15. 1F-16A. 23.\30 28 1 33 1F-16A-1-1020X® Figure 1-3. 22. [8J ALT REL Button NOZ POS Indicator 31. 29.T. HUD Combiner Glass Television Sensor AR Status/NWS Indicator HUD Control Panel Standby Attitude Indicator 36 FUEL FLOW Indicator 32 DUAL FC FAIL Warning Light (Red) 31 I HYD/OIL PRESS Warning Light (Red) CANOPY Warning Light (Red) 29~_ RDR ALT LOW Warning Light (Red) ENGINE Warning Light (Red) Radio Channel/Frequency Indicator Vertical Velocity Indicator 26 OIL Pressure Indicator RPM Indicator 30. LASER ARM Switch FTIT Indicator 32. 9. 25. Rudder PEDAL ADJ Knob AUTOPILOT Switch MASTER ARM Switch 43. 4. 27." ~. ENG FIRE Warning Light (Red) Attitude Director Indicator Horizontal Situation Indicator 37.O. ~ OVRD Light 27~J. 17.](@[@] IfflOENT co LJ!ERNI/ 1. (Sheet 14) 1-25 . T. 6. 10./LAND CON FIG Warning Light (Red) 38. 12. THREAT WARNING Controls and Indicators 36. MASTER CAUTION Light (Amber) Altimeter Radar/EO Display 39. 14. 7. 16. 20. 8. Spotlight 40. 26. 5. MRK BCN Light 42. ~~~ IFF IDENT Button.1 Cockpit Arrangement [AJ IBF I (Typical) INSTRUMENT PANEL Block 15 L.

6.1 Cockpit Arrangement [8J IBF I (Typical) RIGHT CONSOLE Block 15 4 24 6 17 18 7 8 16 13 10 12 11 25~ ~ ILS Control Panel VHF Radio Control Panel NUCLEAR CONSENT Switch (Guarded) SUIT PRESS Switch (Nonfunctional) Interior LIGHTING Control Panel SNSR PWR Control Panel ECS Control Panel ENGINE ANTI ICE Switch Utility Light ANT SEL Panel OXYGEN REGULATOR Panel Data Transfer Unit CHAFF/FLARE Control Panel Stowage Oxygen/Communications Hookup AVIONICS POWER Panel EXT LIGHTING Control Panel Secure Voice Control Panel VOICE MESSAGE Switch MASTER ZEROIZE Switch Stick [AJ Chaff/Flare Programmer SEAT ADJ Switch ~ VHF Control Button/ Indicator 25. 19.... [[8 NWS Control Button/Indicator (Green) 1. 11.. 1I~e:::. 15. 16. 17. 18. 22. 3. 4. (Sheet 15) 1-26 .-=. 8. 5. 23. 14.16A..:~... 13. 24.J 1F-1SA-1-1021X@ Figure 1-3. 7. LOCATED ON SHELF BEHIND SEAT. 20.T. ~ TAKE CONTR Panel 26.. O. 10. 2. 1F.. 9. 12. 21.

LEFT AUXILIARY CONSOLE RIGHT . . O.-l CONSOLE ~~. STICK LEFT CONSOLE RIGHT CONSOLE FOR DETAILS OF OXYGEN REGULATOR PANEL OR IpW2001 ENGINE DIFFERENCES.T.1 Cockpit Arrangement IBRI (Typical) Block 15 . ..[~~tQ"f"W'Ul. SEE THE INDIVIDUAL EQUIPMENT ILLUSTRATION.1 "0 '.. .. . 1F.16A.. (Sheet 16) 1-27 . 1F-16A-1-1022X@ Figure 1-3.I AUXILIARY I-~~~:.

4. 12.IOJ ® orf VOl CHAN~[l (~l ~Q~ ~~ eM r ® '/~A/AR[C AlAT/R ID 1 . 10. 11. 2. 5. 3. 9. 7.. 1 F. 6. RADIO SEL Panel ILS Control Panel TACAN Control Panel UHF Radio Control Panel G-Suit Hose Connection ANTI G TEST Button MAL & IND LTS Test Button CANOPY JETTISON T-Handle ENG CONT Switch MANUAL PITCH Override Switch Throttle FUEL MASTER Switch Stowage <ZI-- C!l 1F-16A-1-1023X@ Figure 1-3.16A-l Cockpit Arrangement IBRI (Typical) LEFT CONSOLE Block 15 . THREAT .T. CHAN 0 11 U U 11 2 3 12 4 s-H 7 13 1. I I . 8. 13. (Sheet 17) 1-28 .O.TAKE CD'JTROL-- OOD MS.~'ERCOM VHF TACAN ILS m O\C OfT PWR O~O~ID ® I LS [108.

9. 14-r. 6.16A. 5. 15. 3. ~ UP S GNO JETT ENABLE ~ Off FLT CONT SYS ADC LE fLAPS CAOC ELEC SYS FWD FUEL LOW AFT fUEL LOW OVERHEAT ENelNE fAULT SEC fUEL HOT SEAT NOT ARWEO AVIONICS ATf NOT ENGAGED RAOAR ALT EQUIP HOT Iff ECM STORES CONFIG ANTI SKID HOOK NWS fAIL CABIN PRESS OXY LOW NUCLEAR PROBE HEAT OXY FLOW ~ (@) . 4.ill 15~JII 4 II ~. 6.T.HYD PRESS A B ~ @ @ EJECTION MODE SEL NORM i SOLO / 1 2 3 ~o1B 8 1. Clock FUEL Quantity Indicator OXY FLOW Indicator System B HYD PRESS Indicator System A HYD PRESS Indicator EJECTION MODE SEL Handle Caution Light Panel M 1 F-16A-1-1 024X@ Figure 1-3.O.1 Cockpit Arrangement LEFT AUXILIARY CONSOLE 9EMERSTGRES JETTISOli IBRI (Typical) Block 15 RIGHT AUXILIARY CONSOLE ~En° ~ L ~ ~P e 0 U . 3. (Sheet 18) 1-29 . 4. 16 5 6 II 7 EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) DN LOCK REL Button LG Handle Down Permission Button LG Handle LG Handle Warning Light (Red) ALT GEAR Handle ALT GEAR Reset Button THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators SPEED BRAKE Position Indicator HORN SILENCER Button ALT FLAPS Switch (Lever Lock) GND JETT ENABLE Switch (Lever Lock) ~ DRAG CHUTE Switch 1. 8. 2. 13. 2. 11. 1F. 10. f-\ rt-}. 16. 12. 14. 7. 7. 5.

13. 27. (Sheet 19) 1-30 . 34. 5. 20.ILAND CONFIG Warning light (Red) ADA Indexer Rudder PEDAL ADJ Knob Handgrip 1F-16A-1-1025X® Figure 1-3. 19. 7. 30. 2. 25. 21. 6. 32. 24. 35.O. 9. 39. 4. 38. 23. 37. 31. 14. 10. 15. Spotlight VIDEO SEL Switch ENG FIRE Warning Light (Red) T. 22. 12. 29. 3. 17. MASTER CAUTION Light (Amber) AR Status/NWS Indicator Radar/EO Display DUAL FC FAIL Warning Light (Red) HYD/OIL PRESS Warning Light (Red) CANOPY Warning Light (Red) RDR ALT LOW Warning Light (Red) Standby Attitude Indicator ENGINE Warning Light (Red) FUEL FLOW Indicator OIL Pressure Indicator MRK BCN Light NOZ POS Indicator FTIT Indicator RPM Indicator AOA Indicator Vertical Velocity Indicator Attitude Director Indicator Horizontal Situation Indicator Altimeter Airspeed/Mach Indicator Accelerometer Radio Channel/Frequency Indicator INSTR MODE Select Panel ARMT CONSENT Switch (Guarded) IFF IDENT Button Reduced Idle Thrust Indicator Stick Indicator OVRD Light THREAT WARNING Controls & Indicators Threat Warning Azimuth Indicator Stores Control Panel 33. 16. 18. 36. 28. 11. 26.10. 8. 1 F-16A-l Cockpit Arrangement INSTRUMENT PANEL IBRI (Typical) Block 15 1.

cnro.llIml~lllllmlmIIMIII • . 5. 11..ES INST PNL FREQ DISP : I~ O~ ~~ O~ ~ ! @ r® ~ T Q ~~ (Jffl}llllT -FLOOD - tJAL& '~ ® I ~D~ 6 ~rE Sw ICD I . CD MrD Cff \ B 1.PRIMARY . 7. 8. 1F-16A-1-1026X® Figure 1-3. SUIT PRESS Switch (Nonfunctional) VHF Radio Control Panel Interior LIGHTING Control Panel DSPL POWER Switch OXYGEN REGULATOR Panel Utility Light Oxygen/Communications Hookup Stowage NWS Control Button/Indicator (Green) Stick SEAT ADJ Switch OXYC£N REGULATOR 0 flOW NCO" ["['B ~ ~ . 3.1 Cockpit Arrangement RIGHT CONSOLE IBRI (Typical) Block 15 9 3 8 ~ G H : . 4. 9. 6. (Sheet 20) 1-31 .10. 1F-16A. 10. 2.

.T. O. D RIGHT .. LEFT AUXiLiARy .. SEE THE INDIVIDUAL EQUIPMENT ILLUSTRATION. CONSOLE . 1F. (Sheet 21) 1-32 ....16A...........1 Cockpit Arrangement !~~ [8J IBFI (Typical) IAOI INSTRUMENT PANEL FOR DETAILS OF OXYGEN REGULATOR PANEL OR IpW200i ENGINE DIFFERENCES.. 1 CONSOLE LOCATED ON SHELF BEHIND SEAT... 1F-16A-1-1027X@ Figure 1-3.....

5. 6. 16. (Sheet 22) 1-33 . 8. 19.16A-l Cockpit Arrangement [ruIBFI (Typical) ~ LEFT CONSOLE / ) 2 3 14 15----i-i-i~ 5 ~-'--'------'. RADAR Control Panel UHF Radio Control Panel FC/NAV Panel TACAN Control Panel MANUAL TRIM Panel AVTR Control Panel ECM Pod Control Panel G-Suit Hose Connection ANTI G TEST Button TEST Switch Panel DEFOG Lever FLIGHT CONTROL Panel Fuel Control Panel CANOPY JETTISON T-Handle COMM Control Panel EPU Control Panel ELEC Control Panel Throttle FRICTION Control ENG & JET START Control Panel MANUAL PITCH Override Switch CHAFF/FLARE Dispense Button Throttle REDUCED IDLE THRUST Switch Stowage [!E] STICK CONTROL Switch ~@ I I ~ 1F-1SA-1-1028X@ Figure 1-3. 13. 18. 9.. 3. 2. 17. 24. 21. 4. 22. 10. 12. 15. 23. 20. 14. 1 F.---~ 11 24- 25 1. 7. 25. 11.10.

9. 7. 16. 17. 6. 3. 5 EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) ANTI-SKID Switch LANDING TAXI Lights Switch DN LOCK REL Button LG Handle Down Permission Button LG Handle Warning Light (Red) LG Handle IFF Control Panel THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators ALT GEAR Reset Button ALT GEAR Handle SPEED BRAKE Position Indicator STORES CONFIG Switch HORN SILENCER Button GND JETT ENABLE Switch (Lever Lock) BRAKES Channel Switch 1. 13. 10. 19. 9. 7. 4. 10. 11. 8. 8. 11.1 Cockpit Arrangement [KJIBFI (Typical) IAOI LEFT AUXILIARY CONSOLE RIGHT AUXILIARY CONSOLE 14 11 1.16A. 15. 6. 18. 2. Magnetic Compass Clock OXY FLOW Indicator System A HYD PRESS Indicator System B HYD PRESS Indicator EPU FUEL Quantity Indicator Cockpit Pressure Altimeter LIQUID OXYGEN Quantity Indicator Caution Light Panel FUEL QTY SEL Knob EXT FUEL TRANS Switch 1F-16A-1-1029X@ Figure 1-3. 5. 4. 12. 2. (Sheet 23) 1-34 . 1 F. 5. 3.10. 14.

14. 5.1 Cockpit Arrangement [8J [if] (Typical) lAD I INSTRUMENT PANEL 1. 11. 23. MASTER CAUTION Light (Amber) Altimeter 29~ Radar/EO Display 39. 8. 24. 20. 18.-. THREAT WARNING Controls and Indicators Airspeed/Mach Indicator 31}j32 36. 7. 28.16A. AOA Indexer Autopilot PITCH Switch Autopilot ROLL Switch 41. 13. MRK BCN Light 42. (Sheet 24) 1-35 . 3.../LAND CONFIG Warning Light (Red) 43/ 38. 22.. 2. Threat Warning Azimuth Indicator INSTR MODE Select Panel 35.-e=~ AR Status/NWS Indicator HUD Control Panel 32 Standby Attitude Indicator 31 r~F~---' FUEL FLOW Indicator DUAL FC FAIL Warning Light (Red) 29 33 HYD/OIL PRESS Warning Light (Red) CANOPY Warning Light (Red) RDR ALT LOW Warning Light (Red) ENGINE Warning Light (Red) 26 28 Radio Channel/Frequency Indicator Vertical Velocity Indicator OIL Pressure Indicator RPM Indicator NOZ POS Indicator 30. 6. 17. 25. 1F. 29. 21. 27. O. LASER ARM Switch FTIT Indicator 32. 9. 16. 26. 19. Rudder PEDAL ADJ Knob AUTOPILOT Switch MASTER ARM Switch 43. 12. Spotlight 40. 4.. IFF IDENT Button FUEL Quantity Indicator AOA Indicator 33.. T.T. Stores Control Panel 34. 15. 10. ENG FIRE Warning Light (Red) Attitude Director Indicator Horizontal Situation Indicator 37.\30 [@ 1F-16A-1-1030X@ Figure 1-3.-_--.O. HUD Combiner Glass 37 Television Sensor 36 ~~-. !IEJ OVRD Light 3839 2711 I ~. IAJ ALT REL Button 31.

19. 7. 1F-16A-1-1031X@ Figure 1-3. ILS Control Panel VHF Radio Control Panel NUCLEAR CONSENT Switch (Guarded) lAl HF Radio Control Panel RDR ALT Switch Interior LIGHTING Control Panel ECS Control Panel ENGINE ANTI ICE Switch Utility Light ANT SEL Panel OXYGEN REGULATOR Panel Data Transfer Unit CHAFF/FLARE Control Panel Stowage Oxygen/Communications Hookup AVIONICS POWER Panel EXT LIGHTING Control Panel VOICE MESSAGE Switch. 10. 24. 1 F-16A-l Cockpit Arrangement [AJ IBF I (Typical) lAD I RIGHT CONSOLE 15 17 16 13 12 1. 14. 22. MASTER ZEROIZE Switch Stick Chaff/Flare Programmer SEAT ADJ Switch ~ VHF Control Button/Indicator lIE! TAKE CONTR Panel [[EJ NWS Control Button/Indicator (Green) LOCATED ON SHELF BEHIND SEAT. 3. 18. 25. 8. 11. 17. 12. 6. 23. 21.O. 2. 16.T. 6. 15. 4. (Sheet 25) 1-36 . 13. 9. 20.

1 Cockpit Arrangement IBRI (Typical) IAOI INSTRUMENT PANEL LEFT AUXILIARY ___ CONSOLE ---. 1F. (Sheet 26) 1-37 . O...16A.T. SEE THE INDIVIDUAL EQUIPMENT ILLUSTRATjON 1 F-1 6A-'1-1 032X ® F£gure 1-3. LEFT CONSOLE FOR DETAILS OF OXYGEN REGULATOR PANEL OR IpW200! ENGINE DIFFERENCES.

T. O. 1 F- 16A- 1

Cockpit Arrangement
LEFT CONSOLE

IBRI (Typical) [8QJ
,fii'\

W

- - TAKE CeNTRaL-ClH< VHf TAGPI'< ieS

r----;:::::==::;---1I~ s [J [] DE
ID 6L
CD

i

D D
THREAT INTERCOM

m

C

OFF

O~ O~O~m
I LS

MSL

OfT PWIl

!108.101

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(CIQM]

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1< II II 17

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2 3
4

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L--

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13
7

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

RADIO SEL Panel ILS Control Panel TACAN Control Panel UHF Radio Control Panel G-Suit Hose Connection ANTI G TEST Button MAL & IND LTS Test Button CANOPY JETTISON T-Handle ENG CONT Switch MANUAL PITCH Override Switch Throttle FUEL MASTER Switch Stowage

cCZI--

C!l

1F-16A-1-1033X@

Figure 1-3. (Sheet 27) 1-38

T. O. 1F- 16A- 1

Cockpit Arrangement IBR] (Typical) lAD I
LEFT AUXILIARY CONSOLE RIGHT AUXILIARY CONSOLE

UP

flTS;~NT
AoC lE HAPS CAoC ElEC SYS

rWD rUEL LOW ArT rUEL LOW OVERHEAT ENGINE rAU T SEC rUEL HOT SEAT NOT ARr,jED

AVIONICS ATr NOT ENGAGED RADAR AlT

ANTI SKID HOOK NWS rAil CABIN PRESS DXY lOW NUCLEAR PROBE HEAT

OXY FLOW

E~~iP
Iff ECM STORES CONFIe

~ (@) ~
- HYD PRESS-

-

-

A

B

-

-

-

EJECTION MODE SEL
NORM I

SOLO

/

1 2 3

157i.r:1-i
00

~0-1r£J
8
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

14ff. i-f II
4

/1

I

5 6 7

OJ® 10m

LJO~4

EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) DN LOCK REL Button LG Handle Down Permission Button LG Handle LG Handle Warning Light (Red) ALT GEAR Handle ALT GEAR Reset Button THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators SPEED BRAKE Position Indicator HORN SILENCER Button ALT FLAPS Switch (Lever Lock) GND JETT ENABLE Switch (Lever Lock)

~:
1. 2. 3. 4. 5. 6. 7. Clock FUEL Quantity Indicator OXY FLOW Indicator System B HYD PRESS Indicator System A HYD PRESS Indicator EJECTION MODE SEL Handle Caution Light Panel

1F-16A-1-1034xe

Figure 1-3. (Sheet 28)

1-39

T.O. 1F- 16A- 1

Cockpit Arrangement
INSTRUMENT PANEL

IBFI (Typical) IAOI

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32.

MASTER CAUTION Light (Amber) AR Status/NWS Indicator Radar/EO Display DUAL FC FAIL Warning Light (Red) HYD/OIL PRESS Warning Light (Red) CANOPY Warning Light (Red) RDR ALT LOW Warning Light (Red) Standby Attitude Indicator ENGINE Warning Light (Red) FUEL FLOW Indicator OIL Pressure Indicator MRK BCN Light NOZ pas Indicator FTIT Indicator RPM Indicator AOA Indicator Vertical Velocity Indicator Attitude Director Indicator Horizontal Situation Indicator Altimeter Airspeed/Mach Indicator Accelerometer Radio Channel/Frequency Indicator INSTR MODE Select Panel ARMT CONSENT Switch (Guarded) IFF IDENT Button Reduced Idle Thrust Indicator Stick Indicator OVRD Light THREAT WARNING Controls & Indicators Threat Warning Azimuth Indicator Stores Control Panel

28

7 9
11

26

"

15

~~ 14

o-~ \

~12

10

13

38
33. 34. 35. 36. 37. 38. 39. Spotlight VIDEO SEL Switch ENG FIRE Warning Light (Red) T.O./LAND CON FIG Warning light (Red) AOA Indexer Rudder PEDAL ADJ Knob Handgrip
1f-1SA-1-1035X@

Figure 1-3. (Sheet 29)

1-40

10. 1 F- 16A- 1

Cockpit Arrangement
RIGHT CONSOLE

IBRI (Typical) IAOI

SUIT PRESS

<&
0'1

9
3 8

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

SUIT PRESS Switch (Nonfunctional) VHF Radio Control Panel Interior LIGHTING Control Panel DSPL POWER Switch OXYGEN REGULATOR Panel Utility Light Oxygen/Communications Hookup Stowage NWS Control Button/Indicator (Green) Stick SEAT ADJ Switch

1F-16A-l-1036X@

Figure 1-3. (Sheet 30) Change 12 1-40.1

T.O.1F-16A-1

Cockpit Arrangemen~t__ L8J iEJ (Typical) I AN I ,.,
PANEL

RIGHT AUXILIARY CONSOLE

-

LEFT CONSOLE

RIGHT - - _ I CONSOLE

LOCATED ON SHELF BEHIND SEAT.
1 F-1SAN-l-0006X (g)

Figure 1-3. (Sheet 31)

1-40.2

Change 12

10. 1F-16A- 1

Cockpit Arrangement [AJ IEJ (Typical) IAN I
LEFT CONSOLE

20
/
/

) 2
3

23 18

19

14-Q
15

6

I ~ 13 ~ ~

4

5

f-L--.L.......I...-----.J.,-,.-l--ll

6

24-

t-~1
9 8

~~}
25
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.

RADAR Control Panel UHF Radio Control Panel FC/NAV Panel TACAN Control Panel MANUAL TRIM Panel AVTR Control Panel ECM Pod Control Panel G-Suit Hose Connection ANTI G TEST Button TEST Switch Panel DEFOG Lever FLIGHT CONTROL Panel Fuel Control Panel CANOPY JETTISON T-Handle COMM Control Panel EPU Control Panel ELEC Control Panel Throttle FRICTION Control ENG & JET START Control Panel MANUAL PITCH Override Switch CHAFF/FLARE Dispense Button Throttle REDUCED IDLE THRUST Switch Stowage ~ STICK CONTROL Switch

m

"~~" i~);; ;~cg .~~~'" ~~" w""
5~UJcn ....

rnIJ
1F-16AN-1-0007X @

Figure 1-3. (Sheet 32)

Change 12

1-40.3

10. 1F-16A-1

Cockpit Arrangement [AJ
LEFT AUXILIARY CONSOLE

IBFI

(Typical)

IANI

RIGHT AUXILIARY CONSOLE

13

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) ANTI-SKID Switch LANDING TAXI Lights Switch ON LOCK REL Button LG Handle Down Permission Button LG Handle Warning Light (Red) LG Handle IFF Control Panel THREAT WARNING AUX (DIM) Knob THREAT WARNING AUX Controls and Indicators ALT GEAR Reset Button ALT GEAR Handle SPEED BRAKE Position Indicator STORES CONFIG Switch HORN SILENCER Button GND JETT ENABLE Switch (Lever Lock) BRAKES Channel Switch

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

Magnetic Compass Clock OXY FLOW Indicator System A HYD PRESS Indicator System B HYD PRESS Indicator EPU FUEL Quantity Indicator Cockpit Pressure Altimeter LIQUID OXYGEN Quantity Indicator Caution Light Panel FUEL QTY SEL Knob EXT FUEL TRANS Switch
IF-16AN-l-0008X @

Figure 1-3. (Sheet 33)

1-40.4

Change 12

10. 1F- 16A- 1

Cockpit Arrangement [A] IBFI (Typical)
INSTRUMENT PANEL

IANI

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29.

HUD Combiner Glass Television Sensor AR Status/NWS Indicator HUD Control Panel Standby Attitude Indicator FUEL FLOW Indicator DUAL FC FAIL Warning Light (Red) HYD/OIL PRESS Warning Light (Red) CANOPY Warning Light (Red) RDR ALT LOW Warning Light (Red) ENGINE Warning Light (Red) Radio Channel/Frequency Indicator Vertical Velocity Indicator OIL Pressure Indicator RPM Indicator 30. []U ALT REL Button NOZ POS Indicator 31. LASER ARM Switch FTIT Indicator 32. IFF IDENT Button FUEL Quantity Indicator 33. Stores Control Panel AOA Indicator 34. Threat Warning Azimuth Indicator INSTR MODE Select Panel 35. THREAT WARNING Controls and Indicators Airspeed/Mach Indicator 36. ENG FIRE Warning Light (Red) Attitude Director Indicator Horizontal Situation Indicator 37. T.O./LAND CONFIG Warning Light (Red) 38. MASTER CAUTION Light (Amber) Altimeter 39. Spotlight Radar/EO Display 40. AOA Indexer Autopilot PITCH Switch 41. MRK BCN Light Autopilot ROLL Switch 42. Rudder PEDAL ADJ Knob AUTOPILOT Switch 43. OVRD Light MASTER ARM Switch

32

31)
43+
29~
1 F-16AN-1-0009X @

m

Figure 1-3. (Sheet 34)

Change 12

1-40.5

T.o.

1 F-16A-1

Cockpit Arrangement [8J
RIGHT CONSOLE

IBF I

(Typical)

IAN

I

~ 69h='
[ill

1

21

rd I

\
Off PWR

W

~I [108 01

ILS

®

'All

17 14

-0 f----6-----1
1_1

16

23 ~

15

12
9

11

10

ILS Control Panel VHF Radio Control Panel HUD Control Panel SUIT PRESS Switch (Nonfunctional) Interior LIGHTING Control Panel SNSR PWR Control Panel ENGINE ANTI ICE Switch Utility Light ANT SEL Panel OXYGEN REGULATOR Panel Data Transfer Unit CHAFF/FLARE Control Panel Stowage Oxygen/Communications Hookup ECS Control Panel EXT LIGHTING Control Panel VOICE MESSAGE Switch MASTER ZEROIZE Switch Stick Chaff/Flare Programmer SEAT ADJ Switch ~ VHF Control Button/Indicator 23. ~ TAKE CONTR Panel 24. ~ NWS Control Button/Indicator (Green) ~~ ~~ §r'7:n
~

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

\:§

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~\:::;y c§~ ~

LOCATED ON SHELF BEHIND SEAT.
1 F-16AN-1-0010X ®

Figure 1-3. (Sheet 35)

1-40.6

Change 12

10. 1F- 16A- 1

Cockpit Arrangement

IBRI (Typical) IANI

INSTRUMENT PANEL

LEFT AUXILIARY CONSOLE

RIGHT=-:--1-_------;:=;:;;;;;;;::;;;;::;;;~ AUXILIARY CONSOLE

STICK

LEFT CONSOLE

RIGHT---+l CONSOLE

IF-16AN-l-00llX@

Figure 1-3. (Sheet 36)

Change 12

1-40.7

T.o. 1F- 16A-1

Cockpit Arrangement
LEFT CONSOLE

lBRl (Typical) [8NJ
uHF WF

OOD
"SL TMR'AT

TACA~

ILS

~

I'JTERCOM

orr

(@

PWR

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3
4
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8

7

1. RADIO SEL Panel 2. ILS Control Panel 3. TACAN Control Panel 4. UHF Radio Control Panel 5. G-Suit Hose Connection 6. ANTI G TEST Button 7. MAL & IND LTS Test Button 8. Stowage 9. CANOPY JETTISON T-Handle 10. FUEL MASTER Switch 11. MANUAL PITCH Override Switch 12. ENG CONT Switch 13. Throttle

«ZI--

C!J

1 F-16AN-1-001 2X@

Figure 1-3. (Sheet 37)

1-40.8

Change 12

1F. Clock FUEL Quantity Indicator OXY FLOW Indicator System B HYD PRESS Indicator System A HYD PRESS Indicator EJECTION MODE SEL Handle Caution Light Panel 1 F-16AN-1-0013X@ Figure 1-3.::::===~e IBRI (Typical) IAN I RIGHT AUXILIARY CONSOLE eEMERSTORES*~ ~ . 6. 12. O. 4. EMER STORES JETTISON Button ~Covered) WHEELS Down Lights ~Green) HOOK Switch ~Lever Lock) ON LOCK REL Button LG Handle Down Permission Button LG Handle LG Handle Warning Light ~Red) ALT GEAR Handle ALT GEAR Reset Button THREAT WARNING AUX ~DIM) Knob THREAT WARNING AUX Controls and Indicators SPEED BRAKE Position Indicator HORN SILENCER Button ALT FLAPS Switch ~Lever Lock) GND JETT ENABLE Switch ~Lever Lock) 1. 8. 13.9 . (Sheet 38) Change 12 1-40.~ GNDJ.000 0 EJECTION MODE SEL NORM I SOLJ / 7 1. 2. 14. 7.'T ~ o~: UP L S ENABLE o OFF ~ HOR~ AL T FLAPS FLl CONI SYS SPeED NORM SILENCER EXTEND Q © ~ BRAKE FWD FUEL LOW AFT FUEL LOW OVERHEAT ENGINE fAUl I AVIONICS ANII SKID HOOK NWS FAIL ATF "lOT OXY FLOW ENGAGED flADAf( LE flAPS AlT EQUP HOT FIFe SYS SEC fUEL HOT SEAT NOI ARMED EC~ CAB" PRESS DXY LOW ~ A @ ~ ~ B HYO PRESS - STORES CONFIG m BE] ~ ~ GD GD 2':1. 5. 3.1 Cockpit Arrangement LEFT AUXILIARY CONSOLE :::::::::::::::. 5. 3. 4. 10. 11. 7. 9. 15.16A. 2. 6.T.

Stores Control Panel 37 36 35 2 34 33.10 Change 12 .lF-16A-1 Cockpit Arrangement INSTRUMENT PANEL IBRI (Typical) IANI 1. 38. Standby Attitude Indicator 9. HYD/OIL PRESS Warning Light (Red) 6. (Sheet 39) 1-40. RDR ALT LOW Warning Light (Red) 8. Radio Channel/Frequency Indicator 24. MRK BCN Light 13. OIL Pressure Indicator 12. Radar/EO Display 4. 37. NOZ POS Indicator 14. AOA Indicator 17. DUAL FC FAIL Warning Light (Red) 5. AR Status/NWS Indicator 3. 36. Accelerometer 23. 35. ARMT CONSENT Switch (Guarded) 26. FUEL FLOW Indicator 11. Airspeed/Mach Indicator 22. INSTR MODE Select Panel 25. Spotlight VIDEO SEL Switch ENG FIRE Warning Light (Red) TO. OVRD Light 30. Altimeter 21. Stick Indicator 29. FTIT Indicator 15. ENGINE Warning Light (Red) 10. Threat Warning Azimuth Indicator 32. Vertical Velocity Indicator 18. 39. MASTER CAUTION Light (Amber) 2. IFF IDENT Button 27. THREAT WARNING Controls & Indicators 31. RPM Indicator 16. 34. CANOPY Warning Light (Red) 7. Attitude Director Indicator 19.IO. Horizontal Situation Indicator 20. Reduced Idle Thrust Indicator 28./LAND CON FIG Warning light (Red) AOA Indexer Rudder PEDAL ADJ Knob Handgrip 1 F-16AN-l-0014X@ Figure 1-3.

~ iN G L I G H ~~1 FLOOD :(lIISOLES ~~~~~~ FREO CISP O~ O~ WlL& INO LTS m n ~~T INST P~L 0 DIM ID 1.1 Cockpit Arrangement RIGHT CONSOLE IBRI (Typical) IANI 9 3 8 0Jl CONSUS @ ~ ~T. SUIT PRESS Switch (Nonfunctional) VHF Radio Control Panel Interior LIGHTING Control Panel DSPL POWER Switch OXYGEN REGULATOR Panel Utility Light Oxygen/Communications Hookup Stowage NWS Control Button/Indicator (Green) Stick SEAT ADJ Switch MII~~II~lm~m~~llmll~1111 • 1 F-16AN-l-0015X® Figure 1-3.16A. 5. 8.. (Sheet 40) Change 12 1-41 ... 1F.10. 11. 3. 7. 9. 4. 10. 2. 6.

the rear compressor variable vanes (RCVV) F1. and idle area reset. AB ignition inhibit. 1-42 .1 ENGINE IPW200 I ENGINE GENERAL DESCRIPTION I PW200 I and start bleed controls.T. Maximum thrust is approximately 25. and the convergent nozzle area control. The EEC commands UFC trims of engine fuel flow and convergent nozzle area. and FTIT to adjust fuel flow. engine inlet temperature. The UFC schedules basic engine fuel flow according to throttle position. AB fuel flow is scheduled by the UFC but may be reduced by the EEC through the segment 5 AB lockout and stall recovery logic features. solid-state digital computer which is fuel cooled. the AB fuel control. The EEC controls the scheduling of the compressor inlet variable vanes (CIVV's) and provides signal inputs to the UFC for engine stall recovery. rear compressor rotor speed. segment 5 AB lockout. The UFC contains the engine fuel control. The UFC is further trimmed by the EEC which uses fan speed. The engine fuel system delivers the required fuel to the engine for combustion and for use by the control system for scheduling the engine variable geometry.00-PW-200 Engine FAN MODULE CORE ENGINE MODULE FAN DRIVE TURBINE MODULE AB MODULE CIVV HIGH PRESSURE TURBINE UNIFIED FUEL CONTROL ENGINE DRIVEN GEARBOX ELECTRONIC ENGINE CONTROL MAIN FUEL PUMP 1 F-16X-l-0003X@ Figure 1-4. FTIT. Primary engine control is provided by a hydromechanical UFC.O. and combustion chamber pressure. Electronic Engine Control (EEC) I PW200 I Refer to figure 1-4. The aircraft is powered by a single FIOO-PW-200 afterburning turbofan engine. 1F. ENGINE FUEL SYSTEM I PW200 I Refer to figure 1-5.000 pounds.16A. Unified Fuel Control (UFC) I PW200 I The EEC is an engine-mounted.

----_. REMOVED ON SOME ENGINES THROTTLE ' 1 1 1 ENGINE ELECTRONIC CONTROL COOLING FUEL SHUTOFF VALVE ----1-----------.+ -----:-----./OIL HEAT EXCHANGER MAIN FUEL SHUTOFF VALVE I I I l_~F~u~'~L~~~~:II.1 0 .l038A. FUEL PRESSURIZATION AND r FROMUFC . --.~ II CENe ~ CENe ~ AIR-MOTOR EXHAUST DUMP VALVE 1JW~ _ START BLEED ACTUATOR (UFC) _REAR COMPRESSOR VARIABLE : VANES IUFC) •••• FUEl/ _ START BLEED ACTUATOR (BUC) _ REAR COMPRESSOR VARIABLE VANES (BUC) TO •• CIW UNIFIED FUEL CONTROL BACKUP FUEL CONTROL (BUC) I RTN ro 1 n r" RSVRS ~ TO CENC (UFC) .l . fUEL FLOW TRANSMITTER L ________________ ~ LEGEND: ."~:II.. BUC _ _ ~ AB PUMP CONTROLLER ~ (FILTEREDf _ _ Figure J-5_ 1-43 .. ~ PRESSURE. UFC ~ MAIN FUEL PUMP MAIN FUEL PUMP PRESSURE.16A..ELECTRICAL ___ _ MECHANICAL _ _ BOOST PUMP PRE SSURE MAIN FUEL PUMP PRESSURE MAIN FUEL PUMP PRESSURE... UFC OR BUC AB FUEL PRESSURE AB FUEL PRESSURE ENGINE BLEED AIR ENGINE FAN DUCT IF. CENe SHUTOFF VALVE r.I AIRFRAME ENGINE : ' ~ __ -.------1 1 FUELI TO OIL l Oll SYSTEM 1 J J COOLER ~ FUEL LINE STRAINER MAIN PUMP ! FUEl..1 F-16A-1 Engine Fuel/Control System Schematic (Typical) ENGIN E Fl 0 0-PW-2 0 0 --.

It is also used to drive the AB fuel pump and to drive the CENC motor. This results in constant. A pressurization and dump valve is located in the engine fuel manifold line between the fuel/oil cooler and fuel nozzles. it is activated by throttle position. O. and dumps the engine fuel manifold when the throttle is retarded to OFF. the EEC commands termination of segment 5 AB. enhances quick starting.16A. Main Fuel Pump IPW200 I The gearbox-mounted main fuel pump provides pressurized fuel to the engine and boosts pressure to the AB fuel pump. They are positioned by signals from the EEC using pressurized fuel from the AB fuel pump. To minimize the possibility of stalls during AB operation at high altitude and low airspeed. at MIL. Compressor Bleed Air IPW200i An engine fan overspeed condition causes the EEC to automatically turn off and illuminates the EEC caution light. The EEC limits minimum engine operation throughout the flight envelope to maintain stable operation. repeatable idle thrust in flight and on the ground. The EEC cannot be reset in this case. Pressurization and Dump Valve IpW200i The BUC is a hydromechanical system which provides engine control in the event of a UFC malfunction. Backup Fuel Control (BUC) System I PW200i Low-pressure (seventh-stage) bleed air is directed from the bleed strap into the fan duct to increase the compressor stall margin during starting. Fuel flow is scheduled only by throttle position and engine fan duct static pressure which compensates for altitude. low airspeed conditions. the EEC protects against low thrust engine stalls. the EEC limits minimum engine operation as a function of mach number (from the CADC) to provide sufficient engine airflow. Either low-pressure or high-pressure air is provided to the ECS depending on engine bleed pressure levels. If an engine stall does occur in AB. The engine is operable without the EEC within certain limits (refer to Section III). In the event of engine alternator or engine gearbox failure indicated by rapid decrease to zero percent rpm and illumination of the ENGINE warning light. the RCW's are controlled by the throttle position. The bleed valve is actuated by the UFC using pressurized fuel from the AB fuel pump. Compressor Inlet Variable Vanes (CIW's) I pW200i The CIVV's are located immediately forward of the first fan stage. the EEC commands the UFC to open the nozzle to relieve excessive back pressure created by a stall. Low-pressure bleed air is also used for engine inlet anti-icing. and the start bleed actuator. During transonic and supersonic conditions. In BUC. At high altitude. The EEC receives power directly from the engine alternator. Below AB. the EEC automatically commands the engine to minimum AB fuel flow regardless of throttle position. In BUC. RCVV's are positioned by the UFC using pressurized fuel from the AB fuel pump. the RCW's. High-pressure (thirteenth-stage) bleed air is supplied to the EPU and engine nacelle ejectors. Afterburner (AB) Fuel Pump I PW200i The AB fuel pump is driven by engine bleed air and provides pressurized fuel to the AB section of the UFC. It provides a minimum fuel pressure for UFC operation at low rpm. The pump also provides pressurized fuel for hydraulic actuation of the ClVV's. the EEC stall recovery logic is most effective with the throttle at MIL. Rear Compressor Variable Vanes (RCW's) IPW2001 The first three stages of the rear compressor are equipped with RCVV's. To reduce the idle thrust level. 1F. the ClVV's are in a fixed position. The BUC is selected by the EEC BUC switch. All these features are deactivated when the EEC is turned off. the nozzle is commanded open when the throttle is at or near IDLE and the LG handle is DN. In BUC. the EEC is inoperative and the EEC caution light may not illuminate. I 1-44 Change 1 .T.1 The EEC closed-loop idle control trims the UFC idle fuel flow to maintain scheduled fan speed.

Convergent Exhaust IpW2001 controlled by a three-position ANTI ICE switch. the engine alternator. however. With the LG handle in UP. Engine ANTI ICE Switch IPW200 I Nozzle Control (CENC) The CENC is activated by a high-pressure bleed air motor.16A. • OFF .000 feet MSL. oil pressure should increase approximately 15 psi from IDLE to MIL. this section for servicing/specifications information. • Below approximately 35. engine ignition is continuous. The engine gearbox drives the main fuel pump. O. Refer to SERVICING DIAGRAM. Functions are: • ON . ENGINE ALTERNATOR I PW200 I The engine is equipped with a self-contained oil system to lubricate the engine and gearbox. • AUTO . engine and AB ignition. and altitude. At all altitudes. The nozzle is near minimum area at throttle settings above midrange except when approaching MIL or when in AB. ENGINE ANTI-ICE SYSTEM I PW200 I The engine alternator is driven by the engine gearbox and provides sale power for the EEC. the nozzle closes. The anti-ice system can be activated manually or automatically by an ice detector in the engine inlet. the oil pump assembly. System pressure is nonregulated and varies with rpm. the UFC opens the nozzle to compensate for increasing AB fuel flow. which powers the accessory drive gearbox (ADG). ENGINE AND ACCESSORY DRIVE GEARBOXES I PW200 I Refer to figure 1-6. a definite oil pressure increase should be evident when the rpm is increased. The inlet strut heater and ice detector are turned off.000 feet). Nozzle position decreases as the throttle is advanced.Electrical power closes the engine anti-ice valve (loss of power opens the valve). 1F. At MIL and above. The system is The ignition system is powered by the engine alternator and contains three igniter plugs (two for the engine and one for the AB). In BUe. low-pressure bleed air is directed to the fixed inlet guide vanes and nose cone and the inlet strut electrical heater turns on. The nozzle schedule is primarily controlled by the throttle position input to the UFC and trimmed by the EEC. At very high altitudes (50. and FLCS PMG. therefore. the nozzle is not scheduled by the CENC but is aerodynamically loaded toward the closed position. The JFS is also mounted on the ADG. oil temperature. As the throttle is advanced. ENGINE OIL SYSTEM I PW200 I The engine ANTI ICE switch is located on the right console. the nozzle is nearly closed at throttle settings above midrange and AB operation is not recommended. With the LG handle in DN and EEC on. system A and B hydraulic pumps. and the rpm signal to the rpm indicator. The convergent nozzle is controlled by the convergent exhaust nozzle control.1 EXHAUST NOZZLE I PW200 I The exhaust nozzle is variable and consists of two sections. With the EEC off or inoperative.T. The heater is activated by the engine ANTI ICE switch. ENGINE IGNITION SYSTEM I PW200 I The anti-ice system routes low-pressure bleed air to and through the fixed inlet guide vanes and the nose cone to prevent ice formation. As the throttle is advanced in the AB range. The ADG powers the main generator through the constant-speed drive (CSD). the oil pressure increase is approximately 5 psi from IDLE to MIL.Low-pressure bleed air is directed to the fixed inlet guide vanes and nose cone. the nozzle is approximately 70-95 percent open at IDLE (idle area reset). and the PTO shaft. The inlet strut is electrically heated to prevent ice buildup. the nozzle position is 35-50 percent at throttle settings below midrange with the EEC on or off. The divergent nozzle floats freely and moves in conjunction with the convergent nozzle.When engine icing is detected by the icing detector (automatic detection may not occur on the ground or above 7 degrees AOA). AB operation is prohibited. the EEC trims the nozzle to regulate engine back pressure to control fan speed. When the throttle is moved Change 11 1-45 . The inlet strut electrical heater turns on. With the throttle at or above IDLE and rpm at 15 percent or above.

AB ignition is activated for approximately 1 second.5 seconds and then returned to AB.e. 3. 6. • START 2 . Refer to JET FUEL STARTER LIMITS. the throttle must be retarded to MIL or below for a minimum of 1. 10.16A. 9. The JFS receives fuel at all times regardless of the FUEL MASTER switch position. the JFS runs. The ENG & JET START control panel is located on the left console.10. 13. If the ADG is not able to rotate (i. 1F. seized engine).Vents one of the brake/JFS accumulators to the hydraulic start motor. JFS Switch [BJ I mEl I PW200 I Functions are: • OFF . Tower Shaft (From Engine) Main Fuel Pump Engine Gearbox Engine Alternator JFS Exhaust Duct Jet Fuel Starter PTa Shaft System B Hydraulic Pump Accessory Drive Gearbox FLCS PMG System A Hydraulic Pump Constant-Speed Drive Main Generator Engine Oil Pump 7 1F-16A-1-0007X@ Figure 1-6. 4. The JFS can be shut down at anytime by selecting OFF.Normal switch position. 11. 2. • START 1 . JET FUEL STARTER (JFS) I PW200 I used to start the engine on the ground and to assist in engine airstart. For subsequent AB ignition. 14. 7.. 1-46 Change 1 . into AB. but the clutch prevents it from rotating the ADG. The brake/JFS accumulators are charged automatically by hydraulic system B or manually by a hydraulic hand pump located in the left wheel well. The JFS is connected by a clutch to the ADG and only provides torque when required to maintain engine rpm. ENG & JET START CONTROL PANEL I PW200 I The JFS is a gas turbine which operates on aircraft fuel and drives the engine through the ADG.1 Engine and Accessory Drive Gearboxes ENGINE F100-PW-200 2 1. The switch returns to OFF automatically during a normal ground start at 50 percent rpm. Section V. 8.Vents both brakelJFS accumulators to the hydraulic start motor. The JFS is Refer to figure 1-7. 5. Automatic recharging takes between 40 seconds (hot ambient conditions) and 60 seconds (cold ambient conditions). 12. The JFS is started by power from two brake/JFS accumulators used either singly or together.

If the JFS RUN light does not illuminate within 30 seconds or the JFS RUN light goes off once illuminated. The engine instruments are located on the right side of the instrument panel. 5. 3. the brakelJFS accumulators begin to recharge after the engine accelerates through 12 percent rpm. The throttle may have to be advanced past BUC IDLE to have transfer occur. • BUC . 1F-16A-1-1042X~ JFS RUN Light ~ ~ I PW200l shut down until the JFS switch is manually positioned to OFF.O. ~ For EEC BUC switch differences. 1F. 6. RUN Light (Green) JFS Switch EEC BUC Switch STARTING FUEL Switch MAX POWER Switch BUC Switch NOTE: ~ For BUC switch. The green JFS RUN light illuminates within 30 seconds after initiating JFS start to indicate that the JFS has attained governed speed. • OFF . As the engine accelerates through 50 percent rpm. During in-flight operation. refer to F-16B AIRCRAFT.T. Refer to ENGINE LIMITATIONS I PW2001. 4.EEC in operation (normal position). Section V. 2. the JFS does not I Change 1 1-47 . this section.BUC operation.16A-1 ENG & JET START Control Panel (Typical) 1 ENGINE F100-PW-200 2 6 3 J E T OFF S ~ T T Bue STARTING FUEL 4 1. EEC BUC Switch ~ [Ill IPW200 I The EEC BUC switch (guarded out ofBUC) is located on the left console. JFS spooldown takes approximately 17 seconds from full governed speed. Once running. this section. Transfer occurs when throttle is in OFF or at or above BUC IDLE.EEC not in use (basic UFC operation). JFS Operation I PW200i ENGINE CONTROLS AND INDICATORS I PW200i Refer to figure 1-8. refer to F-16B AIRCRAFT. the JFS START switch will not reengage and the JFS cannot be restarted until the JFS has spooled down. the brake/JFS accumulators begin to recharge (provided system B hydraulic pressure is available) when the JFS reaches 70 percent of governed speed (3-4 seconds before the JFS RUN light illuminates). Functions are: • EEC . a sensor causes the JFS to shut down automatically and the JFS RUN light goes off. During a ground engine start. 5 Figure 1-7.

1 Engine Controls and Indicators (Typical) Block 10 N G E & J E T EEC A NI Te !E ENGINE Bue 2 s T T A suc STARTING FUEL AUTO LEAN ~~ CFF I: FUEL HOT OVERHEAT EEC 11 s TE L R A F R I C T I 0 N Q~ LEAN 12 v OVERHEAT EEC 1. [IB] BUC Switch ENG FIRE Warning Light (Red) FUEL FLOW Indicator HYD/OIL PRESS Warning Light (Red) ENGINE Warning Light (Red) 7. 2. 1All!El EEC Throttle BUC. 4. 10. 3. OIL Pressure Indicator RPM Indicator NOZ POS Indicator FTIT Indicator Caution Lights (Amber) ANTI ICE Switch 1F-16A-1-1039X8 Figure 1-8. 9. 12.T. 8. 1F. O. 5. 6. 11. (Sheet 1) 1-48 .16A.

Throttle 7. 12. 10.O. 2. 4.T. 6. 1F-16A-l Engine Controls and Indicators (Typical) ENGINE F100-PW-200 4 & EEC J E T s T A R T BUC STARTING FUEl AUTO LEAN N QRICH LEAN OVERHEAT 2 A NI TC IE ENGINE EEC 11 . 8. (Sheet 2) 1-49 . 9. ~ SUC Switch ENG FIRE Warning light (Red) FUEL FLOW Indicator HYD/OIL PRESS Warning Light (Red) ENGINE Warning light (Red) 1F-16A-1-1040X@ Figure 1-8. 5. 11.. 3. C F R I ~:" OFF A NS TE L Bue FUEL HOT I 0 T N 12 \1 OVERHEAT EEC Bue FUEL HOT 1. OIL Pressure Indicator RPM Indicator NOZ pas Indicator FTIT Indicator Caution Lights (Amber) ANTI ICE Switch [K] ~ EEC SUC.

In BUC. the warning light usually goes off before reaching idle rpm. OIL Pressure Indicator I pW200i The OIL pressure indicator displays engine oil pressure from 0-100 psi and is powered by essential ac bus No. Functions are: • MAX POWER . serves as a monitor of engine oil pressure and hydraulic system pressure.1. 1. LESS~ the battery bus.Fuel flow is rich at all times. The indicator has a range of 0-80. LESS~ the battery bus. lean fuel flow is provided during the engine start cycle until 30 seconds after the main generator comes on line. The light goes out when both system A and B pressures are above 1000 psi. • RICH . Rich fuel mixture is required for BUC starts. NOZ POS Indicator I PW200 I The NOZ POS indicator displays the position of the CENC exhaust nozzle drive shafts which are calibrated from 0 percent (closed) to 100 percent (fully open). FUEL FLOW Indicator I pW200i The FUEL FLOW indicator is a pointer-counter indicator which displays the total fuel flow to the engine. rich starting fuel flow is provided. is solenoid held in the MAX POWER position when the throttle is at MAX AB and airspeed is 1. The EEC caution light illuminates if the EEC BUC switch is in OFF or BUC or if an engine overspeed condition occurs. indicates an EEC self-failure or input failure. RPM is 1-50 Change 2 .2. the warning light illuminates when oil pressure has been below approximately 10 psi for 30 seconds (time delay minimizes warning light illuminating during maneuvering).000 pph and is powered by essential ac bus No. MAX POWER Switch IPW200 I The MAX POWER switch. illuminates when the engine is operating in BUC or main fuel pump pressure is low. A lean fuel mixture is required during both UFC ground starts and airstarts. STARTING FUEL Switch [!] ~ I PW200i The STARTING FUEL switch is located on the left console. HYD/OIL PRESS Warning Light I PW200i The HYD/OIL PRESS warning light. acceptable operation is indicated if the light goes off before exceeding 70 percent rpm and remains off when the throttle is retarded to IDLE. During engine start.2.Normal (deenergized) position. Functions are: • AUTO LEAN . The warning light is powered by~ battery bus No.Fuel flow is lean at all times.In UFC (EEC on or om. The indicator is powered by essential ac bus No. • OFF . 1. For engine oil pressure. expressed in percent from 0-100. FTIT Indicator I pW200i The FTIT indicator displays an average FTIT in degrees C. The indicator is powered by~ battery bus No.O. LESS IAQ] the battery bus. Refer to ENGINE LIMITATIONS I PW2ool. The EEC caution light also illuminates in conjunction with the CADC caution light if the malfunction affects the mach number signal.T. Fuel flow then increases by 100 pph (rich fuel flow). however. The light goes out when oil pressure exceeds approximately 20 psi. located on the left console. located on the caution light panel. located on the edge of the right glareshield.Delivers maximum thrust by allowing maximum FTIT to increase by 22°C. located on the caution light panel. BUC Caution Light I pW200i The BUC caution light. The indicator accurately reflects exhaust nozzle position in UFC and BUC unless both drive shafts are failed. The indicator has a range of 200°-1 200°C in major increments of 100°C and is powered by IAQ] battery bus No. 1 F-16A-1 EEC Caution Light I PW200i The EEC caution light. RPM Indicator IpW200i The RPM indicator has a pointer display and the rpm signal is supplied by the engine alternator. the warning light illuminates when either A or B system pressure decreases below 1000 psi. • LEAN .1 mach or greater. For hydraulic pressure. in pph. Section V. including AB. 2.

I ENGINE OPERATING CHARACTERISTICS I PW200i Ground Operation I PW200 I During ground operation. Illumination also occurs for an engine alternator failure and may occur as a result of an RPM or FTIT indicator failure. when engine stagnates (determined from rpmIFTIT rates). flameout. Then the BUC IDLE detent is used to command minimum BUC thrust. rpm will vary with temperature and pressure altitude (higher temperature or pressure altitude results in higher rpm).4 mach.O. The throttle is mechanically connected to the UFCIBUC. This is evident by slight changes in the NOZ POS. Since the EEC maintains constant IDLE thrust. MIL. Throttle travel from IDLE to BUC IDLE provides a manual BUC starting schedule. it may take up to 1 minute for rpm and FTIT to return to the previous closed loop levels. idle rpm increases to provide the engine sufficient stall margin during throttle transients. The engine is controlled by a throttle mounted above the left console with detents at OFF. The IDLE position commands minimum UFC thrust and is used for all ground starts and airstarts. FTIT and rpm are lower for temperature below _7 C. nozzle area should not exceed 30 percent at MIL. the throttle modulates the operation of the AB (through five segments) while maintaining constant basic engine operation.000 feet). The warning light is powered by ~ battery bus No. located on the left sidewall just aft of the throttle. The warning light illuminates when the rpm decreases to subidle (below 55 percent). the minimum thrust level increases from IDLE to MIL between 0. Regardless of temperature. From IDLE to MIL. located on the edge of the right glareshield. a cutoff release at the base of the throttle must be actuated to allow the throttle to be rotated outboard and retarded to OFF. ~ The throttles are mechanically linked together. 0 0 Engine operation is continually optimized as flight conditions change. A throttle friction control is located inboard at the base of the throttle. lIB] on both the lower throttle radius next to the console and on the panel outboard of the throttle radius. The warning light goes off when the condition that turned it on is eliminated. or approximately 2 seconds after FTIT indication exceeds 1000°C. ~ For throttle differences. or stagnation has occurred. All of the minimum operating level features are deactivated when the EEC is turned off. a BUC IDLE detent drops into place forward of IDLE. refer to F -16B AIRCRAFT. Forward of the MIL position. rpm should decrease and FTIT should increase approximately 30°C. the throttle controls the output of the engine. A single white reflective stripe is located ~ [If) on both the upper surface of the throttle foot and on the sidewall fairing.T. is deactivated. ThroHle I PW200 I Refer to figure 1-9. advancement from OFF to IDLE and from MIL to AB. LESS ~ the battery bus. REDUCED IDLE THRUST (RIT) Switch IPW200i The RIT switch. Retarding the throttle from AB to MIL automatically rotates the throttle. Alignment of the two stripes aids in identifying the IDLE position. !A] ~ The throttle must be rotated outboard to allow Non-AB Operation In Flight I PW200i After a MIL takeoff. engine FTIT is usually 900 950°C with rpm of 89-94 percent for any outside air temperature above -7°C. When the EEC is turned off. closed-loop idle can be verified by observing rpm and FTIT indications when the EEC is cycled on and off. IDLE.1. At low altitudes (below approximately 10.4 mach and above. Typically. and FTIT indicator indications. When the EEC is turned back on.84-1. Six switches are located on the throttle. Change 1 1-51 . and MAX AB. RPM. At 1. The OFF position terminates engine ignition and fuel flow. illuminates when RPM and FTIT indicator signals indicate that an engine overtemperature. this section.1F-16A-1 ENGINE Warning Light I PW200i The ENGINE warning light. idle rpm should always be equal to or slightly higher than the ground idle rpm. When BUC is selected. As altitude increases. the minimum thrust level is MIL even though the throttle may be retarded below MIL. At IDLE.

3. Center Detentl DOG FIGHT Switch (3-Position. 12. 4. 1F-16A-1-1 043X ® 1-52 . 1F-16A-1 Throttle (Typical) ENGINE F100-PW-200 13 6 10 11 1. 9 [A]~ Throttle Cutoff Release 8 UHF VHF Transmit Switch (2-Way. 13. 5. 10. 7. Momentary Rocker) ~[A] UHF HF VHF Transmit Switch (3-Way. Depress) ANT ELEV Knob (Rotate. Figure 1-9. Momentary Rocker) MAN RNG/UNCAGE Knob/Switch (Rotate. 8. DETENT SHOWN IN STOWED POSITION) NOTE: [jBJ For throttle differences. 6. Slide) SPD BRK Switch (3-Position. 9.O. refer to THROTILE and F-16B AIRCRAFt this section. Aft Momentary) RDR CURSOR/ENABLE Switch (Depress Multidirectional) Throttle Foot Throttle OO~ Throttle Friction Control OO~ IDLE Stripe OO~ Throttle Stripe BUC IDLE (SOLENOID ACTIVATED.T. 11. 2.

When the engine transfers to BUC. The nozzle is aerodynamically loaded toward the closed position when operating in BUC. The vibration has no adverse effect on engine or aircraft structure and should disappear if engine rpm is either increased or decreased. • Initiating throttle transients to AB before maneuvering aircraft rather than during maneuvers.O. the nozzle may not close due to insufficient aerodynamic loading . Change 2 1 -53 .000 feet MSL or if the nozzle is more than 50 percent open. an AB blowout and/or stall may result. Nozzle position at MAX AB during subsonic operation will be approximately 75 percent. the BUC caution light illuminates. 1 F-16A-l I I A low frequency engine vibration may be sensed in flight or on the ground primarily at or near idle. Section V. If rumble is experienced. In AB. MIL rpm can exceed 96 percent at low altitude on a hot day and must be monitored to prevent the rpm from exceeding 96 percent. • Cancelling AB with throttle snaps. AB rumble may occur in segment 5 AB in an area just below the segment 5 lockout line. thus providing more stall margin. Retarding throttle should eliminate the rumble. Vibrations that change in intensity with throttle movement and are present across the throttle/rpm range may indicate a potential engine malfunction. the starting fuel schedule is rich with the STARTING FUEL switch in either AUTO LEAN or RICH. When descending or accelerating from the segment 5 lockout zone. FTIT. Thrust in BUC IDLE is higher than that in UFC. When climbing or decelerating into the segment 5 AB lockout region. Refer to BUCOPERATIONAL ENVELOPE.T. LEAN is available but degrades airstart capability and safe idle operation. Above 25. but may also occur at higher thrust settings. AB selection results in an engine stall and should not be attempted. MIL thrust in BUC is less than that in UFC.5 seconds after an AB cancellation. the nozzle opens to maintain the proper fan speed. rpm. Methods to improve AB operation in flight include: • Stabilizing at MIL prior to initiating AB. The simplicity of the BUC restricts its operating envelope and requires smooth and slow throttle movements (5 seconds through the BUC IDLE to MIL or MIL to BUC IDLE range). Refer to figure 5-3. Since the engine is not trimmed by the EEC when in BUC. rpm and FTIT may either increase or decrease depending on throttle setting and flight conditions. nozzle position decreases from approximately 75-60 percent with an associated thrust and fuel flow decrease. therefore. When transferring to BUC with the engine running. When starting in BUC. • Delaying throttle advance into AB for a minimum of 1. nozzle position increases from approximately 60-75 percent with a corresponding increase in thrust and fuel flow. BUC Operation I PW200 I AB Operation in Flight I PW200 I The engine transfers to BUC when the EEC BUC switch is placed to BUC and the throttle is in OFF or if it is at or above BUC IDLE. This results in control logic opening the nozzle area 10 percent larger than during nonsnap cancellations. and oil pressure vary with altitude and airspeed. Refer to figure 5-3. During supersonic acceleration.

In SEC.000 pounds.1F-16A-l ENGINE IpW2201 The F100-PW-220 and F100-PW-220E engines have the same operating limitations. Fl00-PW-220 Engine FAN MODULE FAN DRIVE TURBINE CORE ENGINE MODULE MODULE REAR COMPRESSOR 10 STAGES FAN DUCT COMBUSTION CHAMBER AB MODULE AS SPRAY RINGS AND FLAME HOLDER CONVERGENT NOZZLE AB LIGHT-OFF DETECTOR HIGH PRESSURE TURBINE AB FUEL CONTROL MAIN FUEL CONTROL ENGINE DRIVEN GEARBOX ENGINE DIAGNOSTIC UNIT DIGITAL ELECTRONIC ENGINE CONTROL 1F-16X-1-0004X @ Figure 1-10. During PRI control. main engine fuel flow. and electrical commands from the DEEC. normal operating procedures. fuel from the main fuel pump. fuel from the main fuel pump. the AB fuel control. the AB fuel control receives fuel from the AB fuel pump and electrical commands from the DEEC. and engine ignition. During SEC control.O. and emergency procedures. The engine fuel system delivers the required fuel to the engine for combustion and for use by the control system for scheduling the engine variable geometry. The MFC controls main engine fuel flow. During primary operation. start bleed strap position. Afterburner (AB) Fuel Control I PW2201 ENGINE FUEL SYSTEM I PW2201 Refer to figure 1-11. the MFC receives throttle inputs. RCVV's. It provides AB ignition. Engine Control System I PW2201 The engine control system is composed of three major components: the main fuel control (MFC). start bleed strap position. 1-54 . The aircraft is powered by a single F100-PW-220 or F100-PW-220E afterburning turbofan engine. the MFC receives throttle inputs. and fuel flow to the AB segments. AB fuel flow is inhibited. The MFC operates in both the PRI and SEC modes. Both engines are referred to as I PW220\' Main Fuel Control (MFC) I PW2201 ENGINE GENERAL DESCRIPTION I PW2201 Refer to figure 1-10. and rear compressor variable vane (RCVV) position. the convergent exhaust nozzle control (CENC). The MFC also provides actuation pressure to the compressor inlet variable vane (CIVV) control. and the digital electronic engine control (DEEC). AB segment sequencing. The engine has two modes of operation: primary (PR!) and secondary (SEC). and static pressure and total temperature signals from the fan inlet case.T. It controls main ignition. and both the AB fuel control and AB pump controller. Maximum thrust is approximately 25.

I I I I I I I I • AS RESET ENGINE SIGNALS • ENGINE FAULT • COCKPIT ANTI-ICE • ENGINE CONTROL • NOZ POS ENGINE • OIL CONTROL CaDUNG • MACH _ _ _ _ _ _ _ _ _ _ _ _ _ _ RP_M o_ ____________-"e=. . LEGEND: .. Figure I-II . ..­ ZATION AND OUMP VALVE FUEl/OIL ATN TO RSVR$ ~ SERVO PRESSURE COOLER MAIN FUEL AIRFRAME SIGNALS CONTROL IMFC) DIGITAL ELECTRONIC ENGINE CONTROL IDEEel avec ENGINE I BLEED AlR .MECHANICAL _ ENG BLEED AIR ~ FUEL (COOLINGI ~ AS FUEL FLOW FUEL PRE S~~URI.c___.ELECTRICAL .J • ICE DETECTOR SIGNAL ° FTlT IF_ HS"'_1_104SX. -55 .:FU!!:... SHUTOF~ALVE.. 'F-'6A-' Engine Fuel/Control System Schematic ENGINE Fl00-PW-220 (Typical) . ENGINE IFOR ACTUATIONI : THROTTlE ~---------------- >-----.- FUEL FLOW TRANSMITTER MAIN FUEL SHUTOFF VALVE -.O..T.!.-".: .:..

During SEC operation. The DEEC limits minimum engine rpm throughout the flight envelope to maintain stable operation. Afterburner (AB) Fuel Pump! PW2201 The AB fuel pump is driven by engine bleed air and provides pressurized fuel to the AB. Either low-pressure or high-pressure air is provided to the ECS depending on engine bleed pressure levels. the CIYVs are in a fixed (cambered) position. !PW2201 The first three stages of the rear compressor are equipped with variable geometry vanes. the nozzle is commanded open when the throttle is at or near IDLE and the LG handle is DN. The SEC is a hydromechanical system which provides engine control in the event of a DEEC system malfunction. It is also used for engine inlet anti-icing. The DEEC closed-loop idle control schedules MFC idle fuel flow to maintain a constant temperaturecorrected fan speed which results in constant idle thrust in flight and on the ground. CIVV's. In the event of an engine alternator or engine gearbox failure indicated by rapid decrease to zero rpm and illumination of the ENGINE warning light. 1-56 . the DEEC loses power and an automatic transfer to SEC occurs. the DEEC limits AB operation to segment 1 AB. nozzle position. fuel-cooled. An engine overspeed or overtemperature condition causes the DEEC to automatically transfer to SEC and illuminate the SEC caution light. the DEEC cancels the AB (if throttle is in AB range) and opens the nozzle until the stall clears. Compressor Bleed Air! PW2201 The DEEC receives power directly from the engine alternator. In SEC. segment 1 AB limiting. Pressurized fuel from the main fuel pump is used to drive the start bleed actuator. Secondary Engine Control (SEC) ! PW2201 Low-pressure bleed air is directed from the bleed strap into the fan duct to increase the compressor stall margin during starting. During transonic and supersonic conditions. and AB ignition. Main Fuel Pump! PW2201 The gearbox-mounted main fuel pump provides pressurized fuel to the MFC and boosts pressure to the AB fuel pump. The bleed valve is scheduled as a function of engine rpm by the DEEC when starting in PRI and as a function of time and engine inlet pressure in SEC. to drive the AB fuel pump. O. CENC. The DEEC provides electrical signals to the MFC. SEC is selected manually with the ENG CONT switch or automatically by the DEEC. When a stall is sensed.16A. solidstate digital computer. and AB fuel flow sequencing. and AB operation is inhibited. RCVV's. RCYVs are controlled by the DEEC and are positioned using pressurized fuel from the main fuel pump. the DEEC limits minimum idle rpm as a function of mach number (from CADC) to provide sufficient engine airflow. nozzle position is closed. In SEC. At extremely high altitude and low airspeed. and AB fuel control for engine stall recovery. At high altitude. the DEEC protects against engine stalls. low airspeed conditions. It controls the scheduling of engine fuel flow in PRI. the CIVV's move to a fIxed (cambered) position. the DEEC commands termination of segment 5 AB. the SEC caution light illuminates.1 Digital Electronic Engine Control (DEEC) ! PW2201 The DEEC is an engine-mounted. Compressor Inlet Variable Vane (CIW) Control !PW2201 The CIVV control positions the CIYVs using MFC fuel pressure in response to an electrical signal from the DEEC. To reduce the idle thrust level. Rear Compressor Variable Vanes (RCVV's) To minimize the possibility of stalls during AB operation at high altitude and low airspeed.T. the RCYVs are positioned by a hydromechanical control in the MFC. The pump operates only during AB operation. High-pressure bleed air is supplied to the EPU and engine nacelle ejectors. the throttle must be retarded below AB before AB can be reinitiated. and to drive the CENC motor. 1F. In SEC. For subsequent AB operation. the RCYVs are positioned by a hydromechanical control in the MFC. segment 5 AB fuel flow redistribution. start bleed strap position.

At very high altitudes (50. the DEEC commands the nozzle open to compensate for increasing AB fuel flow. Light-Off Detector (LOD) I PW2201 The engine incorporates an AB LOD.1 Pressurization and Dump Valve I PW2201 A pressurization and dump valve is located in the engine fuel manifold line between the fuel/oil cooler and fuel nozzles. When the LOD senses an AB no-light or blowout. Data may also be recorded by placing the AB RESET switch to ENG DATA. a DEEC malfunction may result in loss of bleed air for engine anti-icing. Convergent Exhaust Nozzle Control (CENC) The engine is equipped with a self-contained oil system to lubricate the engine and gearbox. EXHAUST NOZZLE I PW2201 the EDU communicates with the avionic MUX BUS for real time reporting of faults. the DEEC schedules the nozzle to control engine pressure ratio as a function of fan speed. the DEEC automatically terminates AB fuel flow. the oil pressure increase is approximately 5 psi from IDLE to MIL. Below approximately 35. The convergent nozzle is controlled by the convergent exhaust nozzle control. In SEC. ENGINE ANTI-ICE SYSTEM I PW2201 I PW2201 The CENC is actuated by a high-pressure bleed air motor. oil pressure should increase approximately 15 psi from IDLE to MIL. With the LG handle up. the throttle must be retarded to MIL or below and then advanced into AB for further AB attempts. the nozzle is near minimum area except when approaching MIL or above. At MIL and above. When the throttle is advanced in the AB range. this section for servicing/specifications information. and the inlet pressure probe support cone to prevent ice formation. Approximately 10 seconds of engine data is recorded during certain predetermined events. 1F.1 power is lost (unless inhibited by the DEEC). a definite oil pressure increase should be evident when the rpm is increased. the inlet probe is continuously heated electrically to prevent ice formation. the nozzle closes. If the throttle is left in AB. the CIVV's. The nozzle schedule is controlled by the DEEC as a function of throttle input to the MFC. when combined with the DEEC logic. however. ENGINE DIAGNOSTIC UNIT (EDU) I PW2201 The anti-ice system routes high-pressure engine bleed air to and through the fixed fan inlet guide vanes. Change 12 1-57 . The divergent nozzle floats freely and moves in conjunction with the convergent nozzle.000 feet MSL. Use of the AB RESET switch overwrites any previously recorded data. In either case. the DEEC attempts AB light-off up to three times. 1M!] . At all altitudes. The DEEC prevents anti-ice operation above 30. In PRI with the LG handle down. ENGINE OIL SYSTEM I PW2201 The exhaust nozzle is variable and consists of two sections. Refer to SERVICING DIAGRAM. It provides a minimum fuel pressure for MFC operation at low rpm and dumps the engine fuel manifold when the throttle is retarded to OFF. data is recorded 8 seconds prior to and 2 seconds following the event or switch movement. As the throttle is advanced. the nozzle is positioned to the closed position and AB operation is inhibited. and altitude.o. ~ In addition. if the ANTI ICE switch is in AUTO and a sensor located in the inlet senses the accumulation of ice. System pressure is nonregulated and varies with rpm. provides AB no-light and blowout detection. The system is controlled by the DEEC and a three-position ANTI ICE switch.000 feet MSL and when engine inlet or bleed air temperatures are high. If these attempts are unsuccessful. oil temperature. Additionally. • The EDU operates in conjunction with the DEEC to automatically acquire and record diagnostic data whenever the engine is operating. All EDU operation takes place automatically. The inlet strut is electrically heated to prevent ice buildup.T.000 feet). The anti-ice system can be activated manually by placing the ANTI ICE switch to ON or automatically. In addition.16A. Activation can also occur if the detection system fails or if essential dc bus No. the nozzle is approximately 70-95 percent open at IDLE (idle area reset). which. This heater is also controlled by the ANTI ICE switch for manual or automatic operation.

AB ignition is automatically resequenced by the DEEC up to three additional times. 5. 11.Ice detector is operating.10. AB ignition is activated by the DEEC for up to 3 seconds or until the LOD detects an AB light. Engine and Accessory Drive Gearboxes ENGINE F100-PW-220 2 1. 9.Electrical power closes the engine anti-ice valve (loss of power opens the valve). the engine alternator. The engine gearbox drives the main fuel pump. Functions are: The ADG powers the main generator (through the constant-speed drive (CSD». 7. • OFF . For subsequent AB ignition. The ignition system is powered by the engine alternator and contains four igniter plugs (two for the engine and two for the AB). 3. inlet pressure probe heater.1 Engine ANTI ICE Switch I PW2201 The engine ANTI ICE switch is located on the right console. the oil pump assembly. 8. 14. 4. 10. When an ice accumulation is sensed (automatic detection may not occur on the ground or above 7 degrees AOA). The inlet strut heater and ice detector are turned off. In the event of an AB blowout or no-light condition with the throttle left in AB. and the PTO shaft. system A and B hydraulic pumps.16A. and the rpm signal to the RPM indicator. 1-58 . 2. which powers the accessory drive gearbox (ADG). the throttle must be retarded to MIL or below and then returned to AB. ENGINE ALTERNATOR I PW2201 • ON . ENGINE AND ACCESSORY DRIVE GEARBOXES The engine alternator is driven by the engine gearbox and provides sale power for the DEEC. 1F. 13. the engine anti-ice system activates (unless inhibited by the DEEC) and the inlet strut electrical heater turns on. The JFS is also mounted on the ADG. The inlet strut electrical heater turns on. engine and AB ignition. 6. • AUTO . and FLCS PMG.Engine anti-ice system is activated if not inhibited by the DEEC. Tower Shaft (From Engine) Main Fuel Pump Engine Gearbox Engine Alternator JFS Exhaust Duct Jet Fuel Starter PTO Shaft System B Hydraulic Pump Accessory Drive Gearbox FLCS PMG System A Hydraulic Pump Constant-Speed Drive Main Generator Engine Oil Pump 8 7 1F-16A-1-0013X@ Figure 1-12. ENGINE IGNITION SYSTEM I PW2201 I PW2201 Refer to figure 1-12. With the throttle at or above IDLE and engine rpm at 12 percent or above. 12. engine ignition is continuous. When the throttle is moved into AB.

The JFS is used to start the engine on the ground and to assist in engine airstart. • START 1 . but the clutch prevents it from rotating the ADG. Refer to JET FUEL STARTER LIMITS.T. The JFS can be shut down at anytime by selecting OFF. the JFS runs. The JFS receives fuel at all times regardless of the FUEL MASTER switch position.Vents both brake/JFS accumulators to the hydraulic start motor. the brake/JFS accumulators begin to recharge after the engine accelerates through 12 percent rpm. MAX POWER Switch ~ For ENG CaNT switch. The ENG & JET START control panel is located on the left console. During a ground engine start. a sensor causes the JFS to shut down automatically and the JFS RUN light goes off. JFS Switch 3.Normal switch position. • START 2 . The switch returns to OFF automatically during a normal ground start at 50 percent rpm. seized €ngine). ENG & JET START Control Panel (Typical) 1 ~ETFUEl~ N ENGINE F100-PW-220 0 ~START rID lOFF START? 3 2 G & ENG CONT PRI 1 T L. refer to F-16S AIRCRAFT. The JFS is started by power from two brake/JFS accumulators used either singly or together. F. JFS Operation I PW2201 ENG & JET START CONTROL PANEL I PW2201 I Refer to figure 1-13. .: F C T I 0 A~3 NORM R I ENG DATA N \J f~~ 5 4 1. 6A-1 JET FUEL STARTER (JFS) I PW2201 JFS Switch ~ mEl I PW2201 Functions are: The JFS is a gas turbine which operates on aircraft fuel and drives the engine through the ADG. If the ADG is not able to rotate (i. 1F-16A-1-1049A@ Figure 1-13. As the engine accelerates through 50 percent rpm. ENG CaNT Switch 4. this section. Automatic recharging takes between 40 seconds (hot ambient conditions) and 60 seconds (cold ambient conditions). The JFS is connected by a clutch to the ADG and only provides torque when required to maintain engine rpm. 1-59 . RUN Light (Green) NOTE: 2.. JFS RUN Light ~ mEl I PW2201 The green JFS RUN light illuminates within 30 seconds after initiating JFS start to indicate that the JFS has attained governed speed.O. The brake/JFS accumulators are charged automatically by hydraulic system B or manually by a hydraulic hand pump located in the left wheel well. AS RESET Switch 5..e. Section V • OFF .Vents one of the brake/JFS accumulators to the hydraulic start motor.

The indicator is powered by essential ac bus No. The ENGINE FAULT caution light goes off when the fault is acknowledged. The indicator is powered by ~ battery bus No. ~ For ENG CONT switch differences. PW2201 fI!) The ENGINE FAULT caution light. this section. SEC Caution Light' PW2201 Refer to figure 1-14. AB operation may be partially or completely inhibited. ENGINE FAULT Caution Light~. 1F-16A-34-1-4 for a detailed description of fault recall. If the JFS RUN light does not illuminate within 30 seconds or the JFS RUN light goes off once illuminated. • OFF . LESS . The engine instruments are located on the right side of the instrument panel. FTIT Indicator I PW2201 I The ENGINE FAULT caution light. Functions are: • AB RESET . spring-loaded to center (NORM) position.This position may be used to record engine data in the EDU. Refer to ENGINE LIMITATIONS I PW2201. The indicator accurately reflects exhaust nozzle position in PRI and SEC unless both drive shafts are failed. LESS~ the battery bus. refer to F-16B AIRCRAFT. JFS spooldown takes approximately 17 seconds from full governed speed.When operating in primary. Refer to ENGINE LIMITATIONS . indicates that the engine is operating in SEC or that main fuel pump pressure is low. • NORM .O. MAX POWER Switch ~ rnfJ' PW2201 The ENG CONT switch (guarded out of SEC) is located on the left console.T.O. When the light illuminates for an AB malfunction.Normal (deenergized) position.SEC operation. Section V. Section V.Normal (deenergized) position.Delivers maximum thrust by allowing maximum FTIT to increase by 22°C .1 mach or greater.2. loss of mach signal is the probable cause. Transfer occurs when the switch is moved to the SEC position. indicates that an engine PFL item was detected. 2. NOZ POS Indicator I PW2201 fI!)' PW2201 The NOZ POS indicator displays the position of the CENC exhaust nozzle drive shafts which are calibrated from 0 percent (closed) to 100 percent (fully open). Refer to T. ENGINE CONTROLS AND INDICATORS I PW2201 ENGINE FAULT Caution Light LESS ~. located on the left console. 1-60 Change 13 The FTIT indicator displays an average FTIT in degrees c. Functions are: • MAX POWER . is solenoid held in the MAX POWER position when the throttle is at MAX AB and airspeed is 1. supersonic flight should be avoided due to potential inlet buzz. located on the caution light panel. PW2201. The RPM indicator has a pointer display and the rpm signal is supplied by the engine alternator. the brake/JFS accumulators begin to recharge (provided system B hydraulic pressure is available) when the JFS reaches 70 percent of governed speed (3-4 seconds before the JFS RUN light illuminates). the JFS does not shut down until the JFS switch is manually positioned to OFF. ENG CONT Switch' PW2201 The SEC caution light. this position is used to attempt to clear the DEEC of an AB fault or to reestablish a mach signal to the DEEC. however. located on the left console.DEEC in operation (normal position). LESS ~ the battery bus. RPM is expressed in percent from 0-100. Once running. The indicator has a range of200o-1200°C in major increments of 100°C and is powered by [B:Q] battery bus No. is a three-position toggle switch. the JFS START switch will not reengage and the JFS cannot be restarted until the JFS has spooled down. Functions are: The MAX POWER switch.O. • SEC . located on the caution light panel. In this case. indicates an AB malfunction or loss of mach signal to the DEEC. AB RESET Switch 00 mEl' PW220 I The AB RESET switch. AB operation is not inhibited. . • ENG DATA . 1F-16A-34-1-1 or ~ T. located on the caution light panel. RPM Indicator I PW2201 • 00 [!ffi PRI . If the CADC caution light also illuminates.1. 1F-16A-1 During in-flight operation.

16A. 9. 6. 12. 5. 10. 4. OIL Pressure Indicator RPM Indicator NOZ POS Indicator FTIT Indicator Caution Lights (Amber) ANTI ICE Switch 11 1F-16A-1-1 046X ® Figure 1-14. 2. Throttle ENG CONT Switch ENG FIRE Warning Light (Red) FUEL FLOW Indicator HYD/OIL PRESS Warning Light (Red) ENGINE Warning Light (Red) 7. (Sheet 1) 1-61 . O. 3. 11. F gNORIot ENG DATA 12 OVERHEAT ENGINE FAULT I C T I R 0 N 'V SEC FUEL HOT OVERHEAT ENGINE FAULT 1.1 Engine Controls and Indicators (Typical) Block 10 ENGINE F100-PW-220 4 & ENG CONT PRI s T A R T 01SEC SEC 2 ENGINE ~~". 1F. 8. OFF I: FUEL HOT L 11 s TE AS RESET t.T.

5. 11. 3.10. 1 F-16A-l Engine Controls and Indicators (Typical) ENGINE F100-PW-220 4 START 2 ENG CONT T A S u-tSEC PRI 2 OVERHEAT ENGINE FAULT A NI TC IE ENGINE T R AS RESET QNORM ENG DATA 11 f: 12 C " rEF A Ns TE L SEC FUEL HOT 3 ENGINE FAULT SEC FUEL HOT 1. 9. 10. 4. (Sheet 2) 1-62 . 6. 11 OIL Pressure Indicator RPM Indicator NOZ POS Indicator FTIT Indicator Caution Lights (Amber) ANTI ICE Switch 1F-16A-1-1047X® Figure 1-14. 12. 2. Throttle ENG CONT Switch ENG FIRE Warning Light (Red) FUEL FLOW Indicator HYD/OIL PRESS Warning Light (Red) ENGINE Warning Light (Red) 7. 8.

T. however. or approximately 2 seconds after FTIT indication exceeds IOOO°C.O. located on the left sidewall just aft of the throttle.000 pph and is powered by essential ac bus No. LESS ~ the battery bus. this section. Regardless of temperature. Forward of the MIL position. flameout. FTIT is usually 890°-960°C with rpm of 89-94 percent for any outside air temperature above 2°C. LESS~ the battery bus. RPM and FTIT vary as a function of flight conditions. in pph.2. The throttle must be rotated outboard to allow advancement from OFF to IDLE and from MIL to AB. At IDLE. nozzle position should not exceed 30 percent at MIL. OIL Pressure Indicator I PW2201 The RIT switch. The warning light goes off when the condition that turned it on is eliminated. The OFF position terminates engine ignition and fuel flow. Throttle IPW2201 The OIL pressure indicator displays engine oil pressure from 0-100 psi and is powered by essential ac bus No. illuminates when RPM and FTIT indicator signals indicate that an engine overtemperature. is inoperative. the throttle modulates the operation of the AB (through five segments) while maintaining constant basic engine operation. The throttle is mechanically connected to the MFC. ENGINE OPERATING CHARACTERISTICS I PW2201 ~ The HYD/OIL PRESS warning light. HYD/OIL PRESS Warning Light I PW2201 Refer to figure 1-15. or stagnation has occurred. and MAX AB. For hydraulic pressure. The IDLE position commands minimum thrust and is used for all ground starts and airstarts. the warning light illuminates when oil pressure has been below approximately 10 psi for 30 seconds (time delay minimizes warning light illuminating during maneuvering). The warning light is powered by ~ battery bus No. ~ mE A throttle friction control is located inboard at the base of the throttle. refer to F -I6B AIRCRAFT. Change 2 1-63 . a cutoff release at the base of the throttle must be actuated to allow the throttle to be rotated outboard and retarded to OFF. 00 The throttles are mechanically linked together. 1. the DEEC controls fan speed and engine pressure ratio to maintain consistent thrust. The warning light is powered by ~ battery bus No. including AB.1. rpm varies with temperature and pressure altitude (higher temperature or pressure altitude results in higher rpm). Non-AI Operation In Flight I PW2201 After a MIL takeoff. acceptable operation is indicated if the light goes off before exceeding 70 percent rpm and remains off when the throttle is retarded to IDLE. serves as a monitor of engine oil pressure and hydraulic system pressure. MIL. FTIT and engine rpm are lower for temperatures below 2°C. A single white reflective stripe is located IAl rntl on both the upper surface of the throttle foot and on the sidewall fairing. ENGINE Warning Light I PW2201 rm Ground Operations I PW2201 The ENGINE warning light. Retarding the throttle from AB to MIL automatically rotates the throttle. The engine is controlled by a throttle mounted above the left console with detents at OFF.1. g on both the lower throttle radius next to the console and on the panel outboard of the throttle radius. the throttle controls the output of the engine. located on the edge of the right glareshield. The warning light illuminates when the rpm decreases to subidle (below 55 percent). Six switches are located on the throttle.1F-16A-1 FUEL FLOW Indicator I PW2201 REDUCED IDLE THRUST (RIT) Switch I PW2201 The FUEL FLOW indicator is a pointer-counter indicator which displays the total fuel flow to the engine. the warning light illuminates when either A or B system pressure decreases below 1000 psi. The light goes out when both system A and B pressures are above 1000 psi. For engine oil pressure. During engine start. Illumination also occurs for an engine alternator failure and may occur as a result of an RPM or FTIT indicator failure. when engine stagnates (determined from rpmlFTIT rates). At MIL. ~ For throttle differences. the warning light usually goes off before reaching idle rpm. From IDLE to MIL. The light goes out when oil pressure exceeds approximately 20 psi. IDLE. The indicator has a range of 0-80. Alignment of the two stripes aids in identifying the IDLE position. Since the DEEC maintains constant idle thrust. located on the edge of the right glareshield.

Center Detent) DOG FIGHT Switch (3-Position. refer to THROTILE and F-16B AIRCRAFT. 1F-16A-1-1050X® Figure 1-15. 10. Momentary Rocker) MAN RNG/UNCAGE Knob/Switch (Rotate. 13. 11. Slide) SPD BRK Switch (3-Position. 8. Aft Momentary) RDR CURSOR/ENABLE Switch (Depress Multidirectional) Throttle Foot Throttle [AJ~ Throttle Friction Control [AJ~ IDLE Stripe [AJ~ Throttle Stripe NOTE: ~ For throttle differences. 1-64 . 2. this section. 7. 1 F-16A-l Throttle (Typical) ENGINE F100-PW-220 13 6 9 8 11 1. [AJ[jfJ Throttle Cutoff Release UHF VHF Transmit Switch (2-Way. 6. 9. Depress) ANT ELEV Knob (Rotate.o. 3. 12. 5. 4. Momentary Rocker) 18:Q][AJ UHF HF VHF Transmit Switch (3-Way.T.

84-1. Near sea level. The vibration has no adverse effect on engine or aircraft structure and should disappear if engine rpm is either increased or decreased.1 Engine operation is continually optimized as flight conditions change. idle rpm increases to provide the engine sufficient stall margin during throttle transients. Section V for transfer and throttle movement restrictions. idle rpm should always be equal to or slightly higher than the ground idle rpm. At high altitude. This is evident by slight changes in the NOZ POS. When the engine transfers to SEC. AB operation occurs immediately after AB is selected. • AB recycle capability: The DEEC. Refer to ENGINE . • AB fuel flow redistribution: Flight at high altitude and low airspeed results in the redistribution of segment 5 fuel flow to segment 3 to maintain AB stability. Transfer to SEC also occurs automatically if the DEEC senses a major engine control system malfunction or ifloss of electrical power to the DEEC occurs. All of the minimum operating level features are deactivated during SEC operation. during an IDLE-to-MAX AB throttle transient at low altitude. AS Operation in Flight I PW2201 • AB segment sequencing limiting: When AB is selected at extremely high altitudes and low airspeeds. throttle movement is unrestricted between 15. NATO F-40.10. The throttle may be moved in the AB range. If the LOD is failed. the minimum thrust level increases from idle to MIL between 0. At low altitudes (below approximately 10. The engine transfers to SEC when the ENG CONT switch is manually switched to the SEC position. if this area is entered with AB above segment 1. RPM may increase or decrease slightly except at high altitude where rpm and FTIT decrease significantly if the transfer occurs with the throttle at or near IDLE.OPERATIONAL ENVELOPE. the AB lights just above idle thrust and the total time from idle thrust to MAX AB thrust is approximately 4 seconds. however. This level provides a measure of protection against exceeding engine operating limits and provides sufficient thrust for safe flight operations. A self-recoverable AB stall may occur during this automatic sequencing if the engine is operating on approved fuels other than JP-4. At 1. No caution lights result from unsuccessful AB recycles. SEC provides 80-100 percent of normal MIL thrust. only segment 1 AB is scheduled. the minimum thrust level is MIL even though the throttle may be retarded below MIL. SEC idle thrust is approximately twice that in PRI with a normal nozzle during landing approach and ground operations because the nozzle is closed.4 mach and above. provides automatic AB recycle capability in the event of an AB blowout or no-light condition (if the throttle is left in AB).1. in conjunction with the LOD. In AB. there will be no change.000 and 40.000 feet MSL. For example. but may also occur at higher thrust settings. As altitude increases.000 feet). the DEEC provides the following: • Fast acceleration capability: The AB has no limitations during throttle transients from IDLE to MAX AB. However. In contrast. the DEEC automatically resets the control system to MIL. Typically. RPM. I Change 13 1-65 .4 mach. In that event. and reattempts to light the AB up to three additional times before returning the engine to MIL. While subsonic in SEC. The DEEC monitors AB operation and takes appropriate action to prevent engine stalls. the AB is inhibited. and FTIT indicator indications. or JET B. A low frequency engine vibration may be sensed in flight or on the ground primarily at or near idle. SEC Operation I PW2201 I Refer to figures 1-16 and 1-16. performs a control system check. Vibrations that change in intensity with throttle movement and are present across the throttle/rpm range may indicate a potential engine malfunction. Additional AB attempts can be made by moving the throttle to MIL or below and then back into AB. the SEC caution light illuminates and AB operation is inhibited. 1F-16A. If AB segment 2 or greater is selected while in this area. the engine automatically sequences up to the requested throttle position as the aircraft exits the area. the DEEC attempts one AB relight using a duct pressure signal to verify AB lightoff. at high altitude. the time from idle thrust to MAX AB thrust is approximately 11 seconds. a higher fan speed must be attained prior to AB operation.

J>"..4 0.. "l"'-~ fI I / . 7 I I I I -1 :-It-j --f/-7 1/+/ / / I I / -/ I t./ ~~ ~-v . ~ 7 / q<0 4?7 ~ / / / /.. <'"" y~ 1--. "'<1''\. • Region 3 .>. T':::. 0.tv 'I I I"YO .6 0..O...~. ~ -.4 2. - / I '1--1.Y "'~ '\1>'" ~'/ J' [7 7.I '-..~~~~ I 1 I I o 0.- .AB segment 1 available.ry .. I '" '/. ~.-f-'ll \. iJh t>-~.AB inhibited.T. / / IV / " / / / A 1/1 ~'2 ""1--..f- f- ~- -~ - ~ ~~ "~-~- f-e- --l ~ .2 1. . REGION 3 '/.AB segments 1 through 4 available.> . 1. II I I --I . '( .L / ..'y 7 I I' ) / ~I ~~y ~/" 'f --. ::J C 0 0 0 / / .1'\ >£ II .2 MACH NUMBER IF-16X-l-0006X@ Figure 1-16..IV / / / / 1/ / / / 7 / /.L -.hJ-· " 1/ 7 I / 7 1/ )'" 1/ - .rv .. ~ 1 /-.~'\..' '" 7 17 / II II I . • Region 1 . III I II II I 1--/ 1/ I r I I 1 / - / I 17 f-) }"':'- ~ " IT / j II ! I rT I "- T 1.-11I I I 1/ 1 II I -~. REGION 4 '\').). K. 5 <t 20 - ~ t.( I ~7 I r[ '\.f'y -. ~ . 70 f .V 11~ I I / I l/'.2 0. I 'I 1/ 1/ I I I I / 1/ / 7 l./ I"1'\ '\. • Region 2 .~\:)~ "\-.. 50 i.0 2. .. .. Y' ~ 1 Y1-.. ~~~ ~I-'/' .L ~- " w w u.6 1. '\.8 1.. . I '--'1 7 /..1 1-1-1/ / I 7 il r7 / / -) 1/ /IV~~ ~r-- / I / .I / / / If i". ~ 1.~ v/ ~-- ~'V .. . VI ~ w 30 .0 1. ~ KI-rI'\.>~ . • Region 4 .Unlimited 5 segment AB operation.- 7J.\y '\.1- / / I I'\. .'7 / / '\ I '\.. I I ".~~./ 1/ / 1/ / -+ 40 '" I I REGION 2 / II II 17 I VI IV / 1/ i 7 -- / . I I I ... .0 . 1-66 . I ..'\. 1 F-16A-l AS Envelope NOTES: Light-Off ENGINE F100-PW-220 • Throttle movement is unrestricted throughout the aircraft flight envelope../ ~- .'1-1.8 . 7 ~/ ~I--1--- 60 --- y y "'t-'~lY / ~ /."t1.I. 1/ 1/ l7 / / / 1/ /' .~ I ~ -l- / ~/ ~ L /1 /1 Y J~~ IA S-'\ '\ '\ '\.I I. '\.'\.~/r .···c~I-rI-r- / 1-V- . 1/ 1/ /. r". r-f I--/L if.~- I I !/ I / II I ~- 10 ! -11 .II II I . / / 1 / '\~ y I I I . !7 I 1/ I i - ~~ -II "7 iJ I REGI0!'l 1 1/ -..

/..-r~-r~~~ r+~+-!-+--+-+-+-+-+-!-+--+-+-+-+-+-!-+--+-+-+~+--+-+--+-I-d->..~.6 0.~ I 1/ / / ~...' 0. r+~+I4-~~+-r+4-~~+-r+4-~~+4r+~~~+4~~V~ / ~ 70'-rT~~~-r~-r~-rrT'-~~-r~-r"'-rT~~.dv~v-+"S')'r-.' ~ <-.o. IF-16X-1-3QQ6X@ Figure 1-16.0 2.<:.0 1 J J J..e-L 'I ~:~Y-+-!~-+-r+~+-!~'J'.1"<'-. 10-r+4--H-~J~~I~~*-hf~I~/~~/~HJ~~.1. I J I I I I / II / I / / / / V r-../ I l- I I I I I 1/ / 1/ "\....~~ REGION 2 'f ILL ! - I I § j "'~~~::::N~ 'f I I ~ / ./~IL~I/~H/~~~'4-~-r~r+4-+4~+-r+~ I II I I 1 I j I I I I II II I I III J I JIlL I I V\.~y~ '\ 1/ ~:~~y~~ I'\. Change 13 1-66.~~ / l v /(1 ~ I I I II II II I I. / ~~i"\-r- ~I~~I~~~~~ J 1/ / v I'\. W w 40 o C o o w 30 II I I I ::::) S « 1.-c.. J I I 1 I J I I L / I I II I II" I '" I o 0..8 2.Unlimited AB Operation • AB recycles not expected but occasional recycles may occur during AB selection and operation ..1/(1-66. the throttle must be placed to MIL and back to AB for additional attempts.~rll'..6 1.. 1\".--+--+-:P+. 1 F-16A-l AB - Operating Envelope ENGINE F 1 OO-PW-220 • Region 1 .2 MACH NUMBER NOTE: There are no throttle restrictions on AB use.I II I I I I / II " I/' I I II J I I I I'-. If the recycles are unsuccessful.(r-~ A '\ t-t--+-+-+-+--+-!-t-:i'd~P1<:-R:-'t' l~r::: ~~:~J 50 r+-+-.0 1.2 blank) .~~'1+4J~-+-+-+/A-----I~ 1/ I-+~+-+I-+--+-+~+---l-+--+-f-.8 1.Unlimited AB Operation • • AB recycles may increase with decreasing airspeed and increasing altitude../ V j ~yt-'<r-/v /Y ~L~r-- r+~~--+--+-+-+-+--+-!--+--+-+-+~+-!--+-~~A~~~~'I 60-r~--~~-r~~~r+-r~~~~~~~~~r+~/r~ r+-+-~--+--+-+-+~+-!--+--+-brr~T~_~I~-kb~~~~--+--+-~~ / r+-+-~--+--+-+-+~+-+--+--+-+-+-+-d-'-ctK'Yk-~JI./ . The DEEC will attempt up to three recycles if the initial AB attempt is not successful or if the AB blows out.. J .4 1.2 1.4 0.rl>.10. V ~ 'r'T. '" I J I I I I I ~ 20-r~--'irr:~/rr+~/~~~f-r~-+'1-~/~I-+~~/~~-rFV1-~/1-~j~r+1-~~-+-r+~ II I I I J I I il II 1I 1/ / lL' II I I ! !I I II .. • Region 2 .!""'k-~"I-~ .2 0. The DEEC monitors and controls AB operation.

.

2. In case of failure of the siphoning system. Fuel is pumped to the Change 1 1-67 Figure 1-17. The primary method provides a siphoning action through standpipes connecting the fuel tanks. The aircraft has seven internal fuel tanks located in the fuselage and wings that are integral to the structure.1 FIRE AND OVERHEAT DETECTION SYSTEM The fire and overheat detection system consists of two separate parallel loop sensing systems. allowing the ENG FIRE warning or the OVERHEAT caution light to go off. FUEL TRANSFER SYSTEM TEST Switch Panel ~ IBFI (Typical) I 1. fuel transfer system. Both methods operate simultaneously and independently to transfer fuel through the system. one for fire and the other for overheat. and forward reservoir. These are the fuel tank system. Siphoning action depends on the absence of air in the bays receiving fuel. 5. When the temperature of the element drops below the critical temperatures. and the aft fuselage tank (A-1). FIRE & OHEAT DETECT TEST BUnON ~ [If! FUEL SYSTEM Refer to figure 1-18 for a simplified system diagram and figures 1-19 and 1-20 for system schematics. There are provisions for carrying three external tanks on the wings and the centerline station.16A. FUEL TANK SYSTEM Refer to figure 1-17. The aft system consists of left external tank (if installed). F-1.1. located on the TEST switch panel. 3. Air ejectors in each reservoir tank automatically expel air. 7. The fire detection loops are routed through the engine compartment. 8. If a centerline tank is installed. The forward system consists of right external tank (if installed). powered fuel pumps work continually to pump fuel from the internal tanks to the reservoirs. The detection circuit is powered by the essential ac bus No. Five of the internal tanks are storage tanks: the left and right wing tanks. The fuel system is divided into seven functional categories. 4. two forward fuselage tanks (F-1 and F-2). O. The powered transfer system also scavenges tanks to minimize unusable fuel by using electrically driven pumps and pumps powered by bleed fuel pressure from the engine manifold. and aft reservoir. LESS ~ the battery bus. 00 The F -1 fuel tank is reduced in size to allow room for the rear cockpit. left internal wing tank. A-1. MAL & IND LTS Test Button OXY QTY Indicator Test Switch FLCS PWR Lights (Green) FLCS PWR TEST Switch [!f] STICK CONTROL Switch EPU/GEN Test Switch PROBE HEAT Switch FIRE & OHEAT DETECT Test Button 1F-18A-1-1052Xct Fuel is transferred by two independent methods. fuel tank vent and pressurization system. The fire warning signal causes the ENG FIRE warning light to illuminate. The FIRE & OHEAT DETECT test button. checks continuity of both systems and illuminates the ENG FIRE warning light and the OVERHEAT caution light. The overheat signal causes the OVERHEAT caution light to illuminate. . MLGwheel wells. The two internal reservoir tanks (forward and aft) supply fuel directly to the engine. the forward and the aft. ECS bay. the signal ceases. and refuelingldefueling system. Activation of the overheat detection loops occurs approximately 100°C below the activation temperature of the fire detection loops. Fuel flows from the internal wing tank to the fuselage tanks and then to the forward and aft reservoirs. 1F. right internal wing tank. fuel quantity/fuel level sensing system.T.2 and the ~ battery bus No. F-2. The wing external tanks empty into the respective internal wing tanks. The transfer system is divided into two separate tank systems. fuel tank explosion suppression system. it is considered to be part of both forward and aft systems. Refer to figure 1-21. 6. engine fuel supply system. The overheat detection loops are routed through the engine compartment. and EPU bay.

Fi6urc 1-18..0 ./TRANSfER DISCONNECT TRANSFER SHUTOFF VAlVE C ) ()J FUEL TANK COhHECTING STANDPIPE o - m o o TRANSfER PUMP FUEl PRESSURE DRMN) TRANSFER PUMP IELECnUCAU BOOST PUMP !ELECTRICAl) REFUEL SHUTOff VAlVE OR _ fUEL FlOW DIRECTION STANDPIPE OPENING AT TOP OF TANK STANDPIPE OPENING AT 8OnOM Of TANK <I> Q:J o NOTE: This is • simplified (AI diagram.16A-1 Fuel Tank System (Typical) Q.T... _ _ _ J FUEL TRAHSF£R AFT/lEFT FUEL TANK SYSTEM FWD/RIGHT FUEL TANK SYSTEM EXTERNAl.ils. 1-68 .NTERUNE FUEL TANK LEFT EXTERNAL FUEL TANK RIGHT EXTERNAL FUEL TANK LEGEND: _ BOOST PUMP .. Not . -106lJt... etd. FUEL TANK ENGINE ELECTRlCAl • ::~: • TRAHSffRlREFVEl PRESSURlZAnON RfFUEl.. Ref.. 'F-16A-.1 F. mouve Row.r to FUEL SYSTI:M SCHEMATIC for ctet. SS r .11 Iv-' system items are shown Icroufeod.

Two fuel lines with check valves can bypass the FFP in case it fails so that fuel flow will not be interrupted. fuel tank pressurization continues and external fuel still transfers. (The JFS receives fuel at all times regardless of the FUEL MASTER switch position. tank pressurization is not available and external fuel cannot be transferred.T. the automatic forward fuel transfer system depends on a properly functioning fuel quantity indicating system. The external tank fuel transfer valve in each internal wing tank shuts off fuel to prevent overfilling the internal tanks. By placing the EXT FUEL TRANS switch to WING FIRST. This system does not correct a forward fuel imbalance since it only transfers fuel from aft to forward. The automatic forward fuel transfer system supplements the function of the FFP by preventing undesirable aft CG. air pressure transfers fuel to the internal wing tanks.O. If the EXT FUEL TRANS switch is in NORM.) After passing through the main fuel shutoff valve. FUEL QUANTITY INDICATING SYSTEM I The fuel tank vent and pressurization system supplies cooled pressurized air from the ECS to force fuel from the external tanks to the internal wing tanks and to power the air ejector pumps whenever the AIR SOURCE knob is in NORM or DUMP. The totalizer shows all fuel in the internal and external tanks in pounds. the main generator CSD. In the [1]. is mixed with air and the internal tank vent and pressurization valve controls the pressure. boost pumps in the forward and aft reservoirs pump the fuel through the engine feedline to the fuel flow proportioner (FFP). In the FFP. With multiple generator failures. After fuel flows through the FFP. fuel passes through the fuel flow transmitter (which operates the FUEL FLOW indicator) to the engine. The AL and FR pointers show the fuel quantity in the tanks as selected by the FUEL QTY SEL knob. by moving the FUEL QTY SEL knob out of NORM. Mter the centerline tank empties. 1F. 1b automatically maintain the CG. and the float switch does not prevent fuel from spilling overboard if a transfer valve fails. twin constantdisplacement pumps. The difference between the forward and aft tanks should remain essentially constant since the FFP maintains an equal flow of fuel. Halon. forward fuel transfer starts when the forward heavy fuel differential drops below 300 pounds and stops when the forward heavy fuel differential reaches 450 pounds. Fuel is transferred through a solenoid-operated trim valve powered from essential dc bus No. fuel is transferred through the forward and aft systems simultaneously. If one of these valves fails. ENGINE FUEL SUPPLY SYSTEM I Refer to figure 1-22. IPW2201 DEEC and then returned to the reservoirs. a float switch senses fuel and shuts off all external tank fuel transfer before fuel flows overboard. In the~. each external wing tank flows to its respective internal wing tank. The fuel quantity indicating system displays the amount and location of fuel remaining. When the ENG FEED knob is in NORM. The automatic system is deactivated if electrical power is lost through failure. forward fuel transfer starts when the aft heavy fuel differential exceeds 900 pounds and stops when the aft heavy fuel differential reaches 750 pounds. powered by hydraulic system A. For proper operation. If the combat schedule (reduced pressure) is activated by the TANK lNERTING switch. If external tanks are installed. if available. The remainder of the fuel passes through a fuelloil heat exchanger to cool hydraulic systems A and B. Then fuel flows through an electric main fuel shutoff valve which has a full travel time of 2-4 seconds and is controlled by the FUEL MASTER switch. a small amount of cooling fuel is routed to the IPW200i EEC. Change 1 1-69 .2. the external wing tanks empty before the centerline tank. and the ADG. The automatic forward fuel transfer system operates only when the FUEL QTY SEL knob is in NORM and the total forward fuselage fuel quantity indication is less than 2800 ([I] 1500) pounds. It also prevents fuel in internal tanks from vaporizing at Refer to figure 1-23. If the AIR SOURCE knob is placed in OFF or RAM or if the ECS is inoperative. or during gravity feed conditions. An external tank vent and pressurization valve regulates pressure supplied to the external tanks. Erroneous fuel indications may occur during or immediately after maneuvering flight. FUEL TANK VENT AND PRESSURIZATION SYSTEM high altitude. supply equal amounts of fuel from each reservoir to maintain CG.16A-1 engine from the reservoirs. the sequence offuel flow is from the centerline tank to the internal wing tanks. The selected tanks should normally be the fuselage tanks (FUEL QTY SEL knob in NORM).

to. (SM. 1) 1-70 ..1F-16A-l Fuel System [Al (Typical) RIGHT WING TANK lNERTING SWITCH Fun QUAHTn' IfI)fCATaot EXTERNAL TANK (TYPtCAL) LEFT WING Figuro 1-19.

(F.1F-16A-l ENG FEED KNOB FUEL MASTER SWITCH LEGEND.~~ FUEl flOW INDICATOR PUMP DRIVE PRESSURE FROM "YO A SYS FUEL flOW PROPORTIONER FUEL FLOW TRANSMlnER o o (J) © o TRANSfER SHUTOFF VALVE TRANSFER PUMP IELECTR1CAL) BOOST PUMP (ELECTRICALI REFUEL SHUTOFF VALVE SOLENOlD VALVE CROSSFEED VALVE TRANSFER PUMP !FUEL PRESSURE DRIVEN) SUCTION FEED VALVE DISCONNECT GROUND COOLING RECEPTACLE FUEL EJECTOR PUMP ELECTRIC MOTOR OPERATED SHUTOFF VALVE ORIFICE CHECK VALVE TEMPERATURE SENSOR STANDPIPE OPENING AT TOP OF TANK STANDPIPE OPENING AT BOTTOM OF TANK FUEL.O. TANK CONNECTING STANDPIPE TO RIGHT WING EXT TANK TO CENTERLINE TANK HALON/AIR MIXING VALVE EXT TANK VENT & PRESS VALVE INT TANK VENT & PRESS VALVE REMOTE SENSING PRESSURE RELIEF VALVE AR RECEPTACLE ELECTRICAL OVERBOARD VENT FUEL SUPPLY BOOST PUMP PRESSURE PUMP DRIVE PRESSURE TANK INERTING PRESSURE TRANSFEA/REFUEl PRESSURIZATION TANK PRESSURIZATION REFUEVTRANSFER ECS PRESSURIZATION SUPPLY TRANSFER BLEED o CD CAUTION liGHT 9 @ []) FUEL/Oil HEAT EXCHANGER G O IT] [!] 9 ():::] A-I o 0:::) • •• A o B C E GROUND REFUEliNG RECEPTACU: CAUTION LIGHTS Figure 1·19. 1-71 .T. (Sheet 2) rz:zI c::::::J ~ FUEL TRANSFER r::=- IF·HIA-'-1054·2)(.

(Sheet 1) 1-72 .re 1·20. 1F-1M-1 Fuel System rn:J (Typical) RIGHT WING * F-2 TAlI< ItuTING SW"'" LEFT WING FWD .1)(e Figu.ll QUANTITY INOICATOfiS I F·l6A-'_ l OSS. AfT fl.IO.

IO. STATUS INDICATOR STATUS INDICATc:J AFT.:::~~... © rn ® REFUEL SHUTOFF VALVE SOLENOID VALVE CAOSSFEED VALVE TRANSFER PUMP (FUEL PRESSURE DRIVENI SUCTION FEED VALVE DISCONNECT g @ ~ ..IF-16A-l FWD fUEl ArT ML fWD FUEL MASTER SWITCH MASTER SWITCH flOW INDICATOR AFT FUEl flOW INDICATOR LEGEND: ''''' FEED KNOO o o (J) FUEL flOW PftOPORTlOfD AFT CAUTION ® TRANSFER SHUTOFF VALVE TRANSFER PUMP (ELECTRICAl! BOOST PUMP {ELECTRICAl! PUMP DRIVE PRESSlJIE fROM SYS HY.~ rI~. (Slu!et 2) 1-73 .t£AT TO ENGINE CD GROUND COOLING RECEPTACLE FUEL EJECTOR PUMP ELECTRIC MOTOR OPERATED SHUTOFF VALVE FLOW TRANSMITTER EXCHANGER O OJ [!] ORIFICE CHECK VALVE TEMPERATURE SENSOR STANDPIPE OPENING AT TOP OF TANK STANDPIPE OPENING AT BOnOM OF TANK FUEL TANK CONNECTING STANDPIPE Q:::l A-I 'VI o 0::::> • •• A B C TO RIGHT WING EXT TANK TO CENTERLINE TANK HALON/AIR MIXING VALVE EXT TANK VENT & PRESS VALVE INT TANK VENT & PRESS VALVE REMOTE SENSING PRESSURE RELIEF VALVE AR RECEPTACLE ELECTRICAL o E ~ OVERBOARD VENT C:=J _ _ FUEL SUPPLY BOOST PUMP PRESSURE PUMP DRIVE PRESSURE GROUND REFlElING RECEPTACL£ ~ TANK INERTING PRESSURE ~ FUEL TRANSFER FWD . Figure 1-20.iI. 1} iii _ B -=_ _ _ TRANSFER/REFUEL PRESSURIZATION TANK PRESSURIZATION REFUEl./TRANSFER ECS PRESSURIZATION SUPPlY TRANSFER BLEED FWD fWD CAUTION LIGHTS AFT CAUTION LIGHTS FUEl LOW AFT FUEL LOW If 161\ 1 10551X.

F. RIGHT INTERNAL WING 3. LEFT EXTERNAL WING 10. RIGHT EXTERNAL WING NORM RSVR RSVR EXT CTR EXT WING EXT WING AL *2800± 100 **2940± 100 *2800± 100 **2940± 100 FR AL FR AL FR 460±30 460±30 1800± 100 2300± 100 2300± 100 480±30 480±30 1890± 100 2420±100 2420±100 460±30 460±30 1800± 100 2300± 100 2300± 100 480±30 480±30 1890± 100 2420± 100 2420±100 I TOTAL INTERNAL FUEL TOTAL EXTERNAL FUEL *6950±300 6400±300 **7290±300 6730±300 *5650±300 6400±300 **5930±300 6730±300 I NOTES: 1. F-2 FUSELAGE 5.10. 1-74 Change 12 . Tolerances are due to indication errors with the variations in density resulting from temperatures. 5. 1 F-16A-1-0019B@ ~ TANK LOCATION 1. AFT RESERVOIR 8. 2.1 Fuel Quantity Indication and Tank Arrangement (Typical) FUEL QUANTITY INDICATIONS (JP-8) WITH NORM SELECTED AND FULL INTERNAL TANKS WITH TWO FULL 370-GALLON EXTERNAL WING TANKS. 4.16A. FWD RESERVOIR 6. The quantity of wing fuel varies depending upon aircraft attitude during refueling. Usable fuel and indicated fuel quantities are approximately equal. FWD RESERVOIR FUEL QTY SEL KNOB SETTINGS POINTER INTWING INTWING AL FR FUEL QTY (LB) JP-4 525 ± 100 525±100 FUEL QTY (LB) JP-5/8 550± 100 550± 100 [ID FUEL FUEL QTY (LB) JP-4 QTY (LB) JP-5/8 525±100 525±100 550± 100 550± 100 } } NORM FR 3100± 100 3250± 100 1800± 100 1890± 100 I 6. etc.1 FUSELAGE 4. additives. Figure 1-21. 3. AFT RESERVOIR 7. ~ */** Subtract 125/130 pounds. CENTERLINE 9. 1F-16A-1-1 for detailed information. LEFT INTERNAL WING 2. Indications are approximate and shall not be used for computing weight and balance data. A-l FUSELAGE 5. 1F. Refer to 10.

FUEL MASTER Switch TANK INERTING Switch ENG FEED Knob AIR REFUEL Switch 1 3 4 lEm 1F-16A-1-1057B@ CONTROL 1.16A.T. O. FUEL MASTER Switch (lever lock) POSITION MASTER (guarded) FUNCTION Opens main fuel shutoff valve which then opens the engine electronic control cooling fuel shutoff valve Closes main fuel shutoff valve which then closes the engine electronic control cooling fuel shutoff valve Reduces internal tank pressurization. 1F. (Sheet 1) Change 2 1-75 . A-I. TANK INERTING Switch (lever lock to OFF) TANK INERTING OFF Figure 1-22. allows a small metered flow of Halon to the F-1. and internal wing tanks Stops Halon flow.1 Fuel Control Panel (Typical) ENG FEED AIR REFUEL 7TN Off\0 @GSE LESS N~~OO~ WU Em LESS m I:t o 1. Returns internal tank pressurization to normal schedule OFF 2. allows 20 seconds of initial Halon flow. thereafter. 4. 2. 3. If Halon is available.

Fuel is transferred from forward tanks to the engine and aft tanks. and allows the refuel valve in each reservoir to open when a centerline tank is installed and refuel pressure is applied ENG FEED Knob FWD 4. AIR REFUEL Switch OPEN CLOSE Reverses the OPEN actions Figure 1-22. CG moves forward Energizes pumps in forward tanks and opens crossfeed valve. (Sheet 2) 1-76 . CG maintained automatically Energizes pumps in aft tanks and opens crossfeed valve. POSITION OFF NORM AFT FUNCTION Deenergizes all electric-driven pumps. Fuel is transferred from aft tanks to the engine and forward tanks. Engine supplied by FFP Energizes all pumps. CG moves aft Opens slipway door. Turns on AR floodlight and vertical tail-mounted floodlight Reduces internal tank pressurization.1 Fuel Control Panel (Typical) CONTROL 3. 1F. O. Places FLCS in takeoff and landing gains Enables slipway light. depressurizes external tanks.T.16A.

POSITION AL and FR pointers Totalizer Red portion of AL pointer showing FUNCTION Display fuel quantities as determined by the FUEL QTY SEL knob Displays total fuel in all fuel tanks (fuselage + wing + external) Indicates fuel imbalance between forward and aft fuselage tanks AUFR pointers drive to 2000 (± 100) pounds Totalizer drives to 6000 ( ± 100) pounds Both fuel low caution lights illuminate FUEL Quantity Indicator 2. LESS ~ trapped fuel warning. EXT FUEL TRANS Switch CONTROUINDICATOR 1.10.1 FUEL Quantity Indicator and Select Panel (Typical) BLOCK 10 BLOCK 15 ~C~SNORM YE L ~ RS~'" TEST" 2 WING EXT FUEl EXT WING XT CTR .%3 n I ~ 1 F-16A-1-0021 A ® WING FIRST 1. FUELQTYSEL Knob TEST NORM AL pointer displays sum of fuel in the aft (left) reservoir and A-I fuselage tanks FR pointer displays sum offuel in the forward (right) reservoir and F-I. FUEL QTY SEL Knob 3. FUEL Quantity Indicator 2. 1 F.16A. and bingo fuel computation based on fuselage fuel Figure 1-23. F-2 fuselage tanks Enables automatic forward fuel transfer system. (Sheet 1) I Change 12 1-77 .

The caution lights are powered by the essential dc bus No.continued POSITION RSVR INTWING EXT WING EXTCTR FUNCTION AUFR pointers display fuel in aft/forward reservoir tanks Al1FR pointers display fuel in left/right internal wing tanks Al1FR pointers display fuel in left/right external wing tanks AL pointer drops to zero FR pointer displays fuel in centerline tank 3. the warning will only be triggered when total fuel decreases below the bingo value. The AFT FUEL LOW caution light illuminates when aft reservoir fuel quantity drops 1-78 Change 13 I .O. O. the aft tank fuel quantity is 700-1350 pounds greater than the forward fuel quantity.2. associated sensor circuitry. 1F. ~ T. a fuel low condition may be indicated by the word FUEL in the HUD in conjunction with the home mode of the FCC or the previously entered bingo fuel value. RESERVOIR FUEL LEVEL SENSING SYSTEM below 250 ([ID 400) pounds. bingo fuel warning will be triggered when either fuselage fuel or total fuel decreases below the bingo fuel value. [ID Normally. EXT FUEL TRANS Switch NORM WING FIRST Centerline tank transfers first and then external wing tanks External wing tanks transfer first and then centerline tank Figure 1-23. O. With the FUEL QTY SEL switch in NORM. That is. a red portion of the AL pointer becomes visible. If these values are exceeded in either direction. When a reservoir tank is not full.T. this could lead to fuel starvation before the bingo warning is triggered. The lights function independently of the fuel quantity indicating system.1 FUEL Quantity Indicator and Select Panel (Typical) CONTROLIINDICATOR 2. HUD FUEL LOW/BINGO INDICATION In addition to the fuel low caution lights. the bingo computation is based on the lesser of fuselage fuel weight or total fuel weight. Fuel level sensors in the reservoir tanks are used to turn on/off the air ejectors and the fuel low caution lights. The reservoir tank sensors. IF-16A-34-1-1. Fuel Low Caution Lights The fuel low caution lights. with the FUEL QTY SEL switch in NORM. the forward tank fuel quantity is 0-600 pounds greater than the aft tank quantity. the air ejector in that tank is operating. indicate either a low fuel quantity in the reservoir tanks or a reservoir fuel level sensing system malfunction. With the FUEL QTY SEL switch out of NORM. refer to T. For a more detailed description of the home mode and the bingo fuel option. and fuel level sensing unit operate independently of the fuel quantity indicating system.O. With trapped external fuel. the VMS provides a BINGO-BINGO message in the headset when the entered bingo fuel value is reached. located on the caution light panel. IF-16A-34-1-3 or lM!I T. The FWD FUEL LOW caution light illuminates when fuel quantity in the forward reservoir drops below 400 ([ID 250) pounds. (Sheet 2) 00 Normally. FUELQTYSEL Knob . Fuel distribution can be changed by rotating the ENG FEED knob to the FWD or AFT position until the imbalance is corrected. IF -16A-34-1-4. In addition to the HUD FUEL low indication.16A.

1 • HUD TRAP FUEL WARNING LESS ~ A false TRAP FUEL warning may occur after the following: • A fuel leak which exceeds the transfer rate of the external tank(s). Change 12 1-78. • Fuselage fuel is 500 pounds less than fuselage capacity.2 blank) . O.O. For a more detailed description of the HUD TRAP FUEL warning. 1F. refer to T. IF-16A-34-1-3. Three conditions must be met for a TRAP FUEL warning to occur.T. The TRAP FUEL warning clears automatically after the condition is corrected. • Receiving a partial fuel load during air refueling with an external tank(s). • Prolonged AB use if fuel flow to the engine exceeds the transfer rate from the external tank(s). IF-16A-34-1-1 or ~ T. A trapped external fuel condition is indicated by flashing TRAP FUEL in the HUD.O. the warning may be manually reset by placing the DRIFT C/O switch to TEST. • Total fuel is 500 pounds greater than fuselage fuel.16A.1/(1-78. Conditions are: • FUEL QTY SEL knob is in NORM.

T. O. 1F- 16A- 1
FUEL HOT CAUTION LIGHT

The FUEL HOT caution light, located on the caution light panel, illuminates when the temperature offuel to the engine becomes excessive.
FUEL TANK EXPLOSION SUPPRESSION SYSTEM

When a partial fuel load is required, fuel distribution should be corrected prior to flight by selective operation of the fuel transfer pumps controlled by the ENG FEED knob.
Air Refueling (AR) System

The fuel tank explosion suppression system places the fuel tank vent and pressurization system on a reduced pressure schedule and inerts the fuel vapors inside the tanks (if serviced with Halon). The system, intended for use only in combat or during emergencies, is controlled by the TANK INERTING switch on the fuel control panel. The system uses Halon as an inerting agent which prevents combustion when mixed with air. For the agent specification and reservoir location, refer to SERVICING DIAGRAM, this section. The Halon reservoir has a heater, controlled by a thermostatic switch, which assures sufficient operating pressure. The RMLG WOW switch prevents operation of the heater while the aircraft is on the ground. When the TANK INERTING switch is placed to TANK INERTING, the fuselage and internal wing tanks are placed on a reduced pressure schedule and a valve at the Halon reservoir is opened. At each activation of the TANK INERTING switch, Halon (if available) is released into the F-l, A-I, and internal wing tanks for 20 seconds for initial inerting. Thereafter, a continuous metered flow of Halon is mixed with the pressurization air to maintain the inert condition. The metered flow continues until the system is turned off or until the MAIN PWR switch is positioned to OFF. Because of limited Halon supply, the system should be activated after the external tanks have emptied, but before half of the internal fuel is depleted. Since the 20 seconds of initial inerting occurs each time the TANK INERTING switch is placed to TANK INERTING, do not cycle the switch. The fuel tank explosion suppression system does not protect the external fuel tanks.
REFUELING SYSTEM

The AR system consists of a hydraulically actuated receptacle and slipway door, a signal amplifier, and the associated controls and indicators. Hydraulic system B provides pressure for operation of the door and latch mechanism. The receptacle is located on the top fuselage centerline aft of the canopy. When the slipway door is opened, a mechanical linkage retracts the aft end of the slipway door into the fuselage, forming a slipway into the receptacle. When the AIR REFUEL switch is placed to OPEN, the external tanks are depressurized, external fuel does not transfer, and the FLCS is placed in takeoff and landing gains. When closed, the slipway door is flush with the fuselage skin. The AR receptacle is equipped with four lights, two located on each side. An AR floodlight is located on the top fuselage centerline immediately aft of the canopy. A light on the upper leading edge of the vertical tail floods the AR receptacle area and the upper fuselage. During AR operations, the AR boom enters the receptacle and is automatically latched in place by a hydraulic actuating mechanism. The HOT MIC switch allows intercom communications with compatible tankers through the AR boom. When the last refuel shutoff valve closes, a pressure switch automatically provides a signal to unlatch the boom from the receptacle. A disconnect signal can be manually initiated at anytime during AR by the receiver or by the tanker boom operator.

lID Disconnect from the boom may occur before all
tanks are full if the external fuel tank configuration consists of only a centerline fuel tank. Such a disconnect typically occurs when refueling with an initial internal fuel load of 4000 pounds or more and the centerline tank empty. At disconnect, the aircraft total fuel may be up to 1600 pounds less than full, with many occurrences resulting in approximately 1000 pounds less than full. Fuel venting from under the left wing can occur during AR, particularly when the aircraft is configured with external tank(s). Terminating the AR operation in a partially filled condition could result in fuel imbalance. When a partial fuel load is required, fuel distribution should be monitored and corrected as required by use of the ENG FEED knob.

Ground Refueling

All external and internal fuel tanks can be pressure filled from a single-point ground refueling receptacle located on the lower left side of the fuselage just forward of the wing trailing edge. Electrical power is not required to refuel the aircraft unless fuel quantity is to be monitored. Terminating refueling with partially filled tanks could result in fuel imbalance.

Change 11

1-79

T. O. 1F- 16A- 1
NWS AIR DISC MSL STEP BUnON

The NWS AIR DISC MSL STEP button is located on the outboard side of the stick. The AIR DISC function of the switch is activated when the aircraft is airborne and the AIR REFUEL switch is positioned to OPEN. The button provides a means of manually disconnecting the AR boom. Depressing the switch causes the boom latching mechanism to unlatch and release the boom.
AIR REFUELING (AR) STATUS INDICATOR

There is no interruption of bleed air flow due to a loss of electrical power. All pressurization functions (servo PBG, and fuel tank • air, canopy seal, g-suit, pressurization) operate normally since the bleed air function continues to operate.

m

AIR-CONDITIONING
Engine bleed air is directed through a turbine compressor and air-to-air heat exchangers where it is cooled by ram air. The conditioned air is then used for the functions shown in figure 1-24. A cockpit temperature controller receives signals from temperature sensors and from a manually operated control panel to automatically control the cockpit temperature. Conditioned air enters the cockpit on both sides, the top rear of the seat, through the angle vent on the instrument panel, and through the canopy defogger. In the event of an ECS malfunction, emergency ram air operation can be selected for ventilation and cooling. A ground cooling cart can be connected to the ground cooling receptacle on the lower left side of the fuselage just above the nosewheel area to provide cooling air to the cockpit and avionic equipment.

The AR status indicator, located to the right of the HUD, contains three lights. Functions are: • RDY - Illuminates blue when the AR slipway door is open and the system is ready. • ARINWS - Illuminates green when the boom is latched in place. • DISC - Illuminates amber when a disconnect occurs. After the disconnect, the system automatically recycles to ready, and the RDY light illuminates after a 3-second delay. A lever for dimming the three lights is located on the right side of the unit.

PRESSURIZATION
Refer to figure 1-25 for the automatically controlled cockpit pressure schedule. Air pressure is provided by the pressurization system for controVoperation of PBG, fuel some of the ECS, canopy seal, g-suit, tanks, and radar. A cockpit pressure safety valve relieves pressure anytime the cockpit pressure exceeds ambient pressure by 5.4 psi.

ENVIRONMENTAL CONTROL SYSTEM (ECS)
Refer to figure 1-24. The ECS combines air-conditioning and pressurization functions to provide temperature-controlled, pressure-regulated air for heating, cooling, ventilating, canopy defogging, cockpit pressurization, canopy sealing, g-suit pressurization, fuel tank pressurization, electronic equipment cooling, and pressure breathing for g (PBG). Most of these functions are lost when the AIR SOURCE knob is placed to OFF or RAM. Refer to AIR SOURCE KNOB, this section.

I

m

The canopy seal is inflated/deflated with the mechanical locking/unlocking of the canopy.

m

AIR SOURCE Knob ~ rnrl
Refer to figure 1-26. The AIR SOURCE knob located on the ECS panel. Functions are: • OFF - Engine bleed aIr valves close. All air-conditioning, cooling, and pressurizing functions shut off, including g-suit, m PBG, canopy seal, and fuel tank pressurization. • NORM - Air-conditioning system set for automatic temperature and pressure regulation.
IS

ELECTRICAL FAILURES
When the ECS loses electrical power, cabin temperature control and water separator anti-icing become inoperative. The cockpit receives cold air only. The water separator coalescer sock freezes at altitudes where there is enough moisture in the air (below 30,000 feet) and the built-in bypass valve opens allowing air to flow to the cockpit and avionics.

1-80

T.O. 1F-16A-l

Environmental Control System (Typical)
Block 10
COCKPIT

CAUTION LIGHT

MECHANICALLY OPERATED FlAPPER VALv[
- - - - - - - - - - - - - --I

,

ANTI-G VALV£ _ _. . . AND CANOPY SEAl.

,""''''''..:,>
lolli

SERVO AIR

'\o""''''''~ FUEL TANK

PRESSURIZATION

./ __ ,-.. E.lCTOR

""'liE

ENGINE COMPRESSOR

'''' ~::::;
l OW
HIGH

BlEED AIR

PRESSURE

PRESSURE

LEGEND:

®
@

SOLENOID VALVE

- - - MECHANICAL - - ELECTRICAL

ws
H.

WATER SEPARATOR
AIR -lO-AIR HEAT EXCHANGER SENSOR/CONTROLLER
IF_16A_l _1059X.

TIC TURBINE/COMPRESSOR

MODULATING VAlVE

®

~ CHECK VALVE

PRESSURE REGULATOR

9

TEMPtpRESS SENSOR

~

Figure 1-24. (Sh«et 1)

1-81

T.0 . 1F-16A_l

Environmental Control System (Typical)
Block JS
COCKPIT CAUTION LIGHT

MECHANICALLY OPERAltD FlAPPEII VAlVE
- ~ -----------I

,

,

ANTI-G VALVE _ _. . AND CANOPY SEAl

I

,=-=-~

""VO AIR

~<::iII<:>-t> FUEL TANK PRESSURIZATION

NACEllE

EPIJ

COMPRESSOR SUEO AIR
GROUNO COOLING RECEPTACLE

ENG""

lOW

HIGH

PRESSURf

PRESStJI:E

TOTAL
TEMP FROM

n

PROBE

LEGEND:
_ BLEED AIR

~ WARMAIR
COOL AIR RAM AIR

o G o

SOLENOID VALVE MODULATING VAlVE PRESSURE REGULATOR

- - - MECHANICAL - - ELECTRICAL

~

CHECK VALVE TEMP/PRESS SENSOR SENSOR/CONTROLLER

WS WATER SEPARATOR TIC TURBINE/COMPRESSOR

Ii

H,

AIR-TO-AIR HEAT EXCHANGER ELECTRONIC FLOW CONTROL SET
IF_16A _l _l060X.

~

~

Figure 1·24. (Shat 2)

1-82

T. O. 1F- 16A- 1

Cockpit Pressure Schedule
60
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,
u.
0 0 0

.......

~

w w

t-

50
....... ~

...... ~ ...... ~

...
;:)

40

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~

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.......

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C

w

5
~

t-

30
......

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......

.......

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5 PSI DIFFERENTIAL PRESSURE

ii:
0
0 0
~

t-

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.......

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....... ~

......

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,
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>- -

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-~~II II SL ~ I
SL

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c::r:;·.J~

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.......

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I

......
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CONSTANT PRESSURE RANGE I I I I
I

I I I I
I

10

15

20

25

30

35

40

45

50

55

60

AIRCRAFT ALTITUDE - 1000 FEET

1F-1eX-1-0001X@

Figure 1-25.

I

-

- DUMP - Cockpit pressure dump valve opens to atmospheric pressure. Cockpit pressure altitude increases if DUMP is selected above approximately 8000 feet MSL. Conditioned air ventilates cockpit and performs all other system functions.

Functions are: - AUTO - Cockpit temperature is automatically maintained (60°-80°F) relative to the setting of the knob. - MAN - The temperature control drives the air modulating valve to a set position. Cockpit temperature varies according to throttle setting, OAT, and cockpit heat load. If WARM is selected, the cockpit supply air temperature may exceed the maximum allowable limit of approximately 177°F. This causes the warm air valve to cycle on and off. This is a normal occurrence and can be stopped by selecting a cooler setting. - TEMP OFF - Hot air mixing is shut off. Only air at approximately 35°F is delivered to cockpit. Under extreme temperature conditions, system performance on the ground can be improved by advancing the throttle 1-3 percent above idle rpm. Ground operation with the radar in OFF improves cockpit cooling and ground operation with the radar in STBY improves cockpit heating.

RAM - Engine bleed air valves close and the cockpit pressure dump valve opens to atmospheric pressure. Cockpit pressure altitude increases if RAM is selected above approximately 8000 feet MSL. All air-conditioning, cooling, and pressurizing functions shut off, including g-suit, m PBG, canopy seal, and fuel tank pressurization. The ram air valve opens to admit ram air to ventilate the cockpit and avionic equipment.

TEMP Knob ~

mEl

Refer to figure 1-26. The TEMP knob, located on the ECS panel, only controls cockpit temperature.

Change 3

1-83

T.O. 1 F-16A-l

Environmental Control System Control Panel [8J IBF I (Typical)

Defog Control Panel [A] IBF I (Typical) L

1

I
1. DEFOG Lever

1. TEMP Knob 2. AIR SOURCE Knob
,
F-'6A-'~026A.

'F-'6A-1~025A.

Figure 1-26.

Figure 1-27.

DEFOG Lever ~ [lEI

Refer to figure 1-27. The DEFOG lever, located on the far aft portion of the left console, mechanically controls a flapper valve in the cockpit air supply line. Functions are: • MIN - Minimum airflow toward the canopy forward area and air vent in center pedestal; maximum airflow to outlets behind seat. • MAX - Most of the cockpit air supply is diverted to the canopy forward area for defogging and to the air vent in the center pedestal. A partial opening of the cen ter pedestal air outlet allows a more balanced defogging of the right and left sides of the canopy. When placed in the full forward defog (MAX) position and with the TEMP knob in AUTO, the lever activates a switch which shifts the cockpit air supply control to full warm. The full warm air supply automatically terminates 3 minutes after activation. The lever may be cycled to restart the full warm, 3-minute period.

Under extremely humid conditions or after initial engine start, fog may form at the cockpit air outlets as the cold air mixes with the moist cockpit atmosphere. This condition can be eliminated by selecting MAN and moving the TEMP knob toward WARM until the fog stops forming. In flight, while operating in AUTO, the most rapid method of eliminating air outlet fogging is by selecting the MAX position with the DEFOG lever. Fog may form on the interior surface of the canopy as a result of moisture in the cockpit air condensing on the cold surface. 1b warm the canopy surface above the dewpoint and permit the cockpit air to retain more moisture during cold weather operation, the DEFOG lever should be placed in a forward position and the TEMP knob positioned to MAN WARM.
EQUIP HOT Caution Light

The EQUIP HOT caution light, located on the caution light panel, illuminates when the avionic equipment cooling air temperature/pressure is insufficient.

1-84

T.O. 1F- 16A-1

Degraded equipment performance and/or damage can result from overheating. Therefore, when the EQUIP HOT caution light illuminates, the electronic equipment should be turned off unless it is essential for flight. Illumination of the EQUIP HOT caution light automatically interrupts electrical power to the radar. Turning the radar to OFF in flight does not close the radar cooling air shutoff valve. A short duration or intermittent EQUIP HOT caution light may occur when ground cooling air is disconnected.
Cockpit Pressure Altimeter ~

MAIN AC POWER SYSTEM

AC power is normally supplied by a 40 kva main generator located on and driven by the ADG. The main generator supplies power to the overcurrent protection panels and LESS ~ ECM power panel and nonessential and essential ac buses. The main generator contains a permanent magnet generator (PMG) which provides one source of start power for the emergency power unit (EPU) if the main generator fails but is still rotating.
Overcurrent Protection Units

mEl

The cockpit pressure altimeter, located on the right auxiliary console outboard of the stick, is labeled CABIN PRESS ALT.
CABIN PRESS Caution Light

I

The CABIN PRESS caution light, located on the caution light panel, illuminates when the cockpit pressure altitude is above W 22,500, LESS 00 27,000 feet.

The ~ eight, LESS ~ five overcurrent protection units, located on ~ overcurrent protection panels No.1 and No. 2, LESS~ overcurrent protection panel and ECM power panel, protect certain ac buses; stations 3, 5, and 7; ~ and inlet stations from overcurrent. The ELEC CAUTION RESET button on the ELEC control panel is used to reset a tripped overcurrent protection unit for the nonessential ac bus No. 1 ~ and the nacelle nonessential ac bus. The unit may not remain reset if the fault persists. The items with nonresettable overcurrent protection units are the radar ac bus; stations 3, 5, and 7; and left and right inlet stations.
EMERGENCY AC POWER SYSTEM

ANTI-G SYSTEM

The anti-g system includes the ANTI-G panel/valve, the g-suit, m and PBG equipment. The g-suit connector and TEST button are located on the ANTI-G panel at the aft end of the left console. The ECS delivers cooled bleed air to the g-suit and to the oxygen regulator as a control pressure for PBG. Airflow is proportional to the positive g forces sensed. If an ECS shutdown occurs, g-suit m and PBG protection are not available.

If the main generator fails, emergency ac power is

m

supplied automatically by a 5 kva EPU generator driven by the EPU. The system supplies power to the essential ac buses. The overcurrent protection units are not functional if the EPU generator is supplying power. The EPU generator has a PMG which supplies de power through an ac to dc converter to the four FLCS branches. Refer to EMERGENCY POWER UNIT, this section, for further discussion of the EPU.
DC POWER SYSTEM ~

The system can be manually tested by depressing the anti-g TEST button to inflate the g-suit m and to check the PBG function. The system incorporates an automatic pressure relief valve.

ELECTRICAL SYSTEM
Refer to figure 1-28. The electrical system consists of a main ac power system, an emergency ac power system, a de power system, an FLCS power supply, and provisions for external ac power.

DC power is supplied to the essential dc buses by ac to dc converters. With the main generator operating, one of these buses also powers the nonessential dc bus and nacelle dc bus. When the essential dc buses are powered, they power the battery buses; then the aircraft battery is disconnected and charged by a battery charger which receives power from essential dc bus No. 1. With the main generator failed and the EPU generator operating, only the essential de buses and battery buses are powered. If the main and EPU generators both fail, none of the dc buses is powered and the aircraft battery supplies power to the battery buses.

Change 13

1-85

T.O. 1 F-16A-1

DC POWER SYSTEM LESS [BQI

DC power is supplied to the essential dc buses by ac to dc converters. With the main generator operating, one of these buses also powers the nonessential dc bus ~ and nacelle dc bus. When the essential dc buses are powered, they power the battery bus; then the aircraft battery is disconnected and charged by a battery charger which receives power from essential dc bus No. 1. With the main generator failed and the EPU generator operating, only the essential dc buses and battery buses are powered. If the main and EPU generators both fail, none of the dc buses is powered and the aircraft battery supplies power to the battery bus.
FLCS POWER SUPPLY

battery bus No. 1 and the branch C and D converter/regulator also receives power from essential dc bus No. 1 and battery bus No.2. Each converter/regulator channel converts ac power from the FLCS PMG to dc, selects the power source with the highest voltage (within limits), and provides dc power to the respective inverter. Converter/regulator output voltages are regulated to prevent overvoltage to the FLCS inverters.
LESS ~ Two converter/regulators, having two channels each, provide a separate channel for each inverter. The converter/regulators normally receive power from the FLCS PMG, dc essential bus No.1, and the battery bus. If the EPU is running, the EPU PMG also provides power to the converter/regulators. Each converter/regulator channel converts ac power from the FLCS PMG to dc, selects the power source with the highest voltage (within limits), and provides dc power to the respective inverter. Converter/regulator output voltages are regulated to prevent overvoltage to the FLCS inverters.

The primary FLCS power supply includes a dedicated FLCS PMG, two dual-channel converter/regulators, and four inverters. Other FLCS power sources are the main generator, the EPU generator, the EPU PMG, the aircraft battery, and the FLCS batteries. The FLCS PMG is the primary power source for the FLCS during normal operations. The FLCS PMG is located on the ADG and shares the hydraulic system A pump shaft and generates power whenever the ADG is rotating. The PMG has four outputs, one for each branch of the FLCS, and generates sufficient power to operate the FLCS at 40 percent engine rpm or greater.
~ Two converter/regulators, having two channels

Each inverter then changes dc to ac power for the FLCS. If the converter/regulator output voltage is less than the FLCS battery voltage, the FLCS battery powers the FLCS branch until balance is reached or the battery is depleted. The converter/regulators also provide fault indications for display on the ELEC control panel and provide test indications to the TEST switch panel. The primary function of the FLCS batteries is to provide temporary emergency power to the FLCS; the batteries are not intended to be a continuous emergency power source. The FLCS batteries are continually charged by power from the converter/regulators when the MAIN PWR switch is in BATT or MAIN PWR. When the MAIN PWR switch is OFF, a trickle charge circuit maintains the FLCS battery charge with power from the aircraft battery.

each, provide a separate channel for each inverter. Both converter/regulators receive power from the FLCS PMG and, if the EPU is running, the EPU PMG. The branch A and B converter/regulator also receives power from essential dc bus No. 1 and

1-86

10.lF-16A-l

Electrical Power Distribution Diagram
Block

to

MAIN P\NR CONTACTOR

LEGEND:
ELECTRICAL
- - - - - MECHANICAL RESETTABLP 0

I

MONITOR UNIT

0

I

!

NONRESrnABLE·
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,

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·OVERCURRENT PROTECTION UNIT

-

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0

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AND 0

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CONTROL ASSEMBLV

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~

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Figure 1·28. (Sheet 1)

Change 2

1·87

T.O. 1F·16A·l

Electrical Power Distribution Diagram
Block 1.5
LEGEND:
- - ELECTRiCAl ----- MECHANICAL RESETIABLP 0 NONReSETIABlE· I2l

, UNI1

MAIN PWR CONTACTOR

f

L;.;; ,

PWR

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I
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0

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NONESS AC BUS NO. 1

I
, 6 71

c:::J

Prot PeMI No. 2

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EPU ON

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·OVERCURRfNT PAOTECT10N UNIT

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TYPICAL

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f
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IF·l'lA-l_108''''.

1·28. (Sheet 2)

, -88

Change 2

I I Bus No. : '~ . . : I OVERCURRENT PROT P~NE~ N ~ 1 I I ". .. . BU' ~~Aii. . P .1--- 'PU ~ACTQOC I I L . K L ~~ a . . "" .2 Powered thru Overcurr 001 c::::::J I~ NONESS AC BUS NO.-------1 A IWZJ IIIIIIIIIl I. ADO NONRESETTABLECan be powered by EPU Powered with EPU Run nlng and Main Gan on Une Powered thru NONESS AC . . L L ~t ~ 'W I AC BRANCH B ! . .~ R I a G C H 1 T P R I B G A H Y T A N C A / C a C ~Ai~ 1 H s .6&71 R I A G C H ~ . . W R P P Bu~SSI B."'o~. . c.ELECTRICAl MECHANICAL I MAIN PNR CONTACTOR MONITOR UNIT -. . . p T F a C rn I.. . 2 · OVERCURRENT PROTECTION U NIT I" I~ L I L I 'C-BU .M~ >~ T P a p UW I R p N B A L Y . . " 'A PMG 'PU U N I L 11111oC~ BRANCH A TYPICAL LBAT' I \I I CONV COMPUTER . .E CABLE RECEPTACLE I I -M ~IJ M · .1 1 ' BOX BUS ~ _OA~ '~~< ..1 Prot Panel No. . . K W S R T R p A N L 1 .oeu. AND 0 1 ::t FlCS PMG ~ -- 1--- ! . 1 : . . .IO. T R p A N W R . . . l :TO I~ ~NU ~ J W · . (Shftt 3) Change 2 1-89 . . .FLCS lr·15A-l-. . 1 Powered ttlru Overeurr onl Prot Panel No.--0 0 RESETTABLP I t EXTERNAl f'INR . I ~ 0 1 . . . I ~ ~~ I I BATTERY CONTROL ESSENTIAl DC BUS NO. Figure 1·28. l F·16A-l Electrical Power Distribution Diagram Air Defense Fighter LEGEND: . .

Refer to figure 1-29. The monitor unit allows external power to be connected to the aircraft buses if the phasing. With the FLCS PWR TEST switch 1-90 . the FLCS PMG light goes off before the engine reaches idle and the main generator comes on line at approximately 45 percent rpm. the ELEC SYS caution light and FLCS PMG and MAIN GEN lights come on as the engine spools down. the ACFT BATT TO FLCS and FLCS PMG lights go off. During the EPU test. Anytime after selecting MAIN PWR. the FLCS PWR lights come on to indicate that EPU PMG power is available to the FLCS. External power. when the MAIN PWR switch is moved to MAIN PWR for start on battery power. is disconnected from the aircraft buses when the main generator comes on line.T. the lights do not change. The ELEC SYS. if used. If external power is used. and the FLCS PWR lights come on to indicate that the FLCS inverter outputs are good.16A. With the FLCS PWR TEST switch in NORM. including in flight. the FLCS PWR TEST switch may be held momentarily in TEST to check inverter output. and MAIN GEN lights come on. the MAIN PWR switch is placed to BATT to permit a check of the aircraft and FLCS batteries. and frequency of the external power are correct. When connected. NORMAL OPERATION Prior to engine start. voltage. The ACFT BATT TO FLCS light may also illuminate. ELECTRICAL POWER DISTRIBUTION Refer to figures 1-30 and 1-31.1 EXTERNAL POWER PROVISIONS The external power provisions include a standard external power cable receptacle and a monitor unit which are part of the airframe. the MAIN GEN. ACFT BATT TO FLCS. In addition. During engine shutdown. 1F. and the FLCS PWR lights go off when the MAIN PWR switch is moved to MAIN PWR. During engine start. ELECTRICAL SYSTEM CONTROLS AND INDICATORS held in TEST. O. FLCS PMG. The FLCS BATT lights come on and the FLCS PWR lights remain on to indicate that the FLCS batteries are good. the external power provides the same power as the main generator. the ACFT BATT TO FLCS light comes on to indicate that the aircraft battery is powering the FLCS.

determines function of FLCS PWR TEST switch. 10. disconnects main generator or external power. If ac power is not available. 8.inoperative On ground . NWS. and is used to reset the main generator In flight .10. 6. MAIN PWR Switch NOTE: POSITIONIINDICATION MAINPWR FUNCTION Connects external power or the main generator to the electrical system and detennines function of FLCS PWR TEST switch. 5. 3. 11. connects aircraft battery to the battery bus Connects aircraft battery to the battery bus. 7. (Sheet 1) 1-91 . 2.disconnects all power from aircraft electrical system. 9. the EPU does not activate and electrical power for braking. MAIN PWR Switch FLCS PMG Indicator Light MAIN GEN Indicator Light STBY GEN Indicator Light EPU GEN Indicator Light EPU PMG Indicator Light FLCS BAIT Indicator Lights ACFT BATT Indicator Lights ELEC SYS Caution Light ELEC CAUTION RESET Button FLCS PWR TEST Switch FLCS PWR Indicator Lights 3 4 5 6 12 8 11 7 1F-16A-1-1067X@ CONTROUINDICATOR 1. Canopy operation and FLCS battery trickle charge are available During ground operation. 4. hook. BATT OFF Figure 1-29. and radios is lost. 12.lF-16A-l Electrical System Controls and Indicators ~ IBFI (Typical) 2 1. if the MAIN PWR switch is moved from MAIN PWR to OFF without a delay of one second in BAIT.

FLCS PMG power is not available at one or more FLCS branches.1 Electrical System Controls and Indicators [8] [1!E] (Typical) CONTROUINDICATOR 2. (Sheet 2) 1-92 .indicates battery bus power is going to one or more FLCS branches and voltage is 25V or less On ground . 8. FLCS BATT Indicator Lights ACFT BATT Indicator Lights A. 5. MAIN GEN Indicator Light STBY GEN Indicator Light EPU GEN Indicator Light MAIN GEN (amber) STBY GEN (amber) EPU GEN (amber) Indicates external power or main generator not connected to the electrical system Not operational Indicates the EPU has been commanded on but the EPU generator is not providing power to both essential ac buses.T. 6. Light is delayed 60 seconds after MLG WOW 9. I POSITIONIINDICATION FLCS PMG (amber) FUNCTION In flight. and D (amber) TO FLCS (amber) FAIL (amber) In flight .indicates battery bus power is going to one or more FLCS branches 4.indicates aircraft battery failure or cell voltage imbalance condition. EPU PMG Indicator Light EPU PMG (amber) 7. 1F. B.16A. The light does not function with the EPU switch in OFF (WOW) and the engine running Indicates the EPU has been commanded on but EPU PMG power is not available to all branches of the FLCS Indicates the respective FLCS battery discharging to the indicated FLCS branch In flight . O. C. ELEC SYS Caution Light ELEC SYS (amber) Illuminates in conjunction with any of the above lights.None of the FLCS branches are receiving power from the FLCS PMG On ground . Also illuminates if one or more FLCS batteries are not connected when the main generator is on line Figure 1-29. Light is delayed 60 seconds after initial NLG WOW FLCS PMG Indicator Light 3.indicates aircraft battery failure (20V or less) On ground .

For maintenance use on the ground.T. (Sheet 3) Change 2 1-93/{1-94 blank) .16A. C. Tests EPU PMG power availability during EPU/GEN test on ground Tests FLCS inverter output on aircraft battery MAINT 12.1 Electrical System Controls and Indicators [8J [IE] (Typical) CONTROLIINDICATOR 10. 1F. and D (green) Figure 1-29. POSITIONIINDICATION Push FUNCTION Resets resettable overcurrent protection units and ELEC SYS caution light and clears MASTER CAUTION light for future indications When MAIN PWR switch is in: MAINPWR BATT ELEC CAUTION RESET Button 11. FLCS PWR TEST Switch TEST Tests FLCS inverter Tests FLCS inverter output output on FLCB batteries on ground NORM Nonnal position. Inoperative in flight Illuminate to indicate proper FLCB inverter output during FLCB power tests FLCS PWR Indicator Lights A. O. B.

.

Nav/Fraq Display Primary Console Lights Primary Instrument Ughts ON Air Dale Probe Heaters Inose &. 'CA FUEL FLOW Indicator HUD/eTVS ADI AIM-9 Engine Ice Detector Fire/Overheat Detect & Test FUEL Quantity Indicator Anticolli.ion Strobe Light AR Ught (Flood) Data Transfer Unit DC Converter G. EO &.2 Powered thru Overcurrent Prot Panel Powered Ihru ECM Power Panel IF·l&A·l·118 .O. 7 .ECM.. (Sheet l) Change 3 1-95 . fusel...EO &. 6 .1F-16A-l AC Power Distribution Diagram Block 10 MAIN GENERATOR QVERCURRENT PROT PANEL SUI 3. 5.T. o tzI ELECTRICAL MECHANICAL RESETTABLE NONRESITTABLE c::::J _ Figure 1·30...ge l Altimeter (ELEen ADA Indicalor ADA Probe Heater. Transfer Pumps Radar-Guided Weapons Taxi Ught TlSL EPU GENERATOR TWS ON 'PU 'PU -w CAOC DC Converter INS LEF'. FCC INS Heater Interference Blanker REO TT Probe Hester Aircraft Banary HeatBr Flight loads Recorder Flood Console Ughts Flood Instrumant lighll Formation Ughts Fuel Boost &.. Redar-Guided Weapons FCR I Halon Haeter Seat Adjust Stations 4 &." HSI HYD PRESS Indicators 1All§fJ IFF (mode 41 Inlet Strut Heater Lan~ Ught UQUID OXYGEN Quantity Indicator NOZ POS Indicator OIL Pressure Indicator Position Lights TACAN LEGEND: ~ Can be powered by EPU _ Powered thru NONESS AC Bus No.

"""""". Powered thru Overcurrent Prot Panel No. 5 .. Radar-Guided Weapons EPU EPU GENERATOR -w ----------~ A1M-7/A1M-9/AIM. 2 MECHANICAL RESEnABLE NONRESETTABLf Powered thru OverCUfrent Prot Panel No. Figure 1·30.". (SMet 2) 1-96 Change 3 . 1 Oal8 Control I Sia 3 .10."""""" ~ .. •: I Anticollision Strobe Light AR Light !nood) DC Converter Engine Ice Detector FUEL Quantity Indicator G.... EO & Radar-Guided Weapons Oata Trenlifer Flight loads Recorder NONESS AC aus NO. .1.lF-16A-l AC Power Distribution Diagram Block 15 MAIN GENERATOR IADI QVERCURAENT PROT PANEL NO.1'1111111111111: 1111: Lan~ .. 2 1f-1SA-1-1198A. 1 GPS INS Heater Interference Blanker REO Flood Console Lights Flood Instrument Lights Formation Lights Fuel Boost & Transfer Pumps Halon Heeler Inlet Strut Heater S•• t Adjust TT Probe Heater Station 4 & 6 ."""""""""""""""".n "51 HYD PRESS Indicators [!]lIEJ Light LIQUID OXYGEN Quantity Indicator OIL Pressure Indicator Position Lights TACAN Can be powered by EPU Powered thru NONESS AC Bus No.1 20 ON - Taxi Light TISL TWS EPU -w Air Data Probe Heater. 7 ..EeM.. ."". Inose & fuselage} Ahimetaf (ELECT) ON CADC DC Converter LEF's Nav/Freq Displav Primary Console Lights Primary Instrument Lights ADA Indicator ADA Probe Healers EC' FCC FUEL FLOW Indicator HUO/CTVS .EO &.

120 -w Air Data Probe Heaters Inose &: fuselagel Altimeter (ELEen ON - ADA Indicator ADA Probe Healers CAOC DC Converter ECA FUEL FLOW Indicator HUD/ClVS INS lEF's Nav!Freq Display Primary Console Lights Primary Instrument Lights Anticollision Strobe Light AR Light [flood) Data Transfer Unit DC Converter Engine Ice Detector Fire/Overheat Detect &: Test FUEL Quantity Indicator Goo HSI HYD PRESS Indicators LESS ~ IFF (mode 4 ) Landing Light [!1[1f] LIQUID OXYGEN QuantilV Indicator OIL Pressuro Indicator Position Lights TACAN • LEGEND: .1F-16A-l AC Power Distribution Diagram LESS M Block 1. EO &: RadlH-Guided Weapons Flood Console Lights NONESS AC BUS NO.T. 2 IF.11988. Transfer Pumps Halon Heater Inlet Strut Heater n REO AIM-9/AIM-120 Probe Heater Seat Adjust Station 4 & 6 .ELECTRICAL MECHANICAL ~ Can be powered by EPU o o RESETTABlE NQNRESETTABLE c:::::J CJ _ Powered thru NONESS AC Bus No. 1 Powered thru Overcurrenl Prot Panel No.16A-1 . 2 Powered Ihru Overcurrent Prot Panel No.5 MAIN GENERATOR OVERCURRENT PROT PANEL NO. 1 FCC INS Heater Interference Blanker Flood Instrument Lights Formation lights Fuel Boost &. 5. 1 NONESS AC BUS NO. Figure 1·30. 2 Aircraft Banery Heater Data Control Flight Loads Recorder Sla 3.EO &: Radar-Guided Weapons ON EPU EPU GENERATOR - Taxi light nSl • • EPU TWS AIM-9/AIM.ECM.0.. 7 .. (Sheet 3) Change 12 1-97 .

Jetti.T.1F-16A-l DC Power Distribution Diagram Block 10 IAl AlT AEl Button ADA Indexer AR System Environmental Control Test FCNP FLCP 'aU Hghts.<E Control Caution faulta] ANTI ICE Switch LEF Motor . Figure 1·31. 5. 4. reset. & 8 Arm Release Store. arm..eM FeR ena11IFtara Dispensers ENG FEED Knob Flight load_ Recorder FUEL HOT Caution light Fuel Tank lnortlng Mal & Ind Light T08VDim Feature MAX POWER Switch Necelle Ejector Shutoff TISl IF_l$A_l_1'''5-1.on (SEL and EMER) • Autopilot Benary BUI Feeder CAOC Caution light eJU FlCS Power Source IFF INSTR MODE Select 'N'~. (Sheet 1) 1-98 Change 5 . and self-test capabifity MASTER ARM Switch MSl Step Switch MLG WOW NUCLEAR CONSENT Switch Stations 1. 7.O.1) LG Handle DOWN Permission Button lG WHEELS Down lights lim Probe Hoat Monitor PROBE HEAT Switch Radar Altimeter SCP (18ft half) NWS TACAN VHF Redio ~ VVPN REL Button Speedbrakes MAIN GEN FAil o W :- Battery Charge Power .

. Jenison (SEL at EMERI [!J~ WPN REL Bunon TWS Altimeter (PNEUI AMi. MaIn Power Indicator MAIN PWFI Switch Ma.ON Command MASTER ARM Switch OXY LOW Caution Light SCP (right halfl SEAT NOT ARMED Caution light Seeur. Feeder CABIN PRESS Caution Ught CAMERA/GUN Trigger EngIne Bleed Air Valve..kJd/Brake. 2 Powered thru ECM Power Panel from the battery bu.. er Caullon Light MLG WOW NLG WOW Parking Brake RPM Indicator SAl IpW2201SEC Caution Light TO/lOG CONFIG UHF Radio Utility Ught VMS LEGEND: . ANTl-SKIo Caution Ught Sanery Ind Power Te.. box with MAIN PWFI switch OfF. 3 . {CION capabllityl IPW220I ENG!NE FAULT Caution light EaUIP HOT Caution Ught FUEL LOW Caution Ught CIU Cockpit Pressure Oump G.O. FLCS Power Source FTIT Indicator FUEL MASTER Switch Hook at HOOK Caution Light HYO/OIL PRESS Werning Light Intercom JFS LG Downlock Relays (WHEELS down lights) LG Warning Light thandle.n HUD ILS ECA LANOING/TAXV£XT/ !QlJfm[AJ 10 Light Switches LEF Motor (1 1 LEF at ACe Caution Lights LG Door Close LG Hyd Isolation LG UP.ELECTRICAL MECHANICAL • Power ~ailable ~ Can be powered by EPU I!IJIIID _ _ Powered by EPU with tha Main Gan on Une Powered thru NONESS AC Bus No. Voice Stetlon. Figun 1-31.T. 6 at 9 Ann Release Stick Trim STORES CON FIG Ceution Ught Store. (Shat 2) Change 2 1-99 ..1F-16A-l Auto Fwd Fuel Tren. 2. Autopilot AVTR Banary Bu. IPW200I SUC Caution Light ·Canopy CANOPY Warning Light I ELEe SYS Caution Ught ~ Engine Auto Lean ~ Engine History Recorder ENGINE Warning Light EPU Fire/Overheat Light Bulbs FLCC (FLT CaNT SVS and DUAL FC FAIL light.

' CM FlCS Battery Heater Inlet Stations lIeft & rig ht) Nacelle DC Bus Feeder Station 5 Control Power Chaff/Flare DIspensers TWS TISl Upper/lower Antenna Arrays (AIFF interrogation) CWI ENG FEED Knob FCR FUEL HOT Caution light MAX POWER Switch Nacelle Ejector Shutoff Altimeter (PNEUI Antiskid/Brakea IChan Battery Ind Power Test CANOPY Warning light Cockpit Spotlights ~ E DU l' ~ Engine Auto lean ~ Engine History ELEC SYS caution light Recorder ENGINE Warning Ught ~ EEC caution light 'PU Firo/Overheat LIght Bulbs (switch position only) FlCC (FlT CaNT SYS end DUAL FC FAIL lightsl FlCS Power Source Ibrand. reset.0 DC Power Distribution Diagram [AD[ Block J5 AI FF [KJ AlT REl Button ANTI ICE Switch AOA Indeller AR System Autopilot Battery Bus Feeder 88ttery Charge Power CAOC Caution light CIU Control faults) ~~~~o~'~~~'~1 Control Test FlCP lall lights. 4 . 7 & 8 Arm Release Station 7 Control Power Stores Jettison ISEL & EMERJ TACAN Cockpit Temp Control MAIN GEN FAIL Probe Heat Monitor IIRI VHF Radio WPN AEl Button o We- " . 5 . 1F. (Sheet 3) 1-100 Chang e 2 .16A-l . arm and self-test capability) FlCS Power Source Fuel Tank lnening INST MODE Select LEF Motor '1 I lG Handle DOWN Permission Button lG WHEELS Down lights Mal & Ind light TesVDim Feature MASTER ARM Switch MSl Step Switch MlG WOW NUCLEAR CONSENT SWltdi NWS PROBE HEAT Switch Radar Altimeter SCP (left half) Speedbrake$ Stations 1.T .es A & B) FTlT Indicator fUEL MASTER Switch HYD/Oll PRESS Warning light JFS Main GCU Main Power Indicator MAIN PWR Switch MlG WOW (branches A & 8) SAl TO/lDG CON FIG Warning light Utility light VMS 1f-l$A-l_11H·lxe Figure 1-31.

O. (Shut 4) Change 2 1-100._ OVercurrant Trip Brake I Caution Light I LEGEND: ELECTRICAL MECHANICAL ~ Can be powered by EPU IIIIIIIID c::::::J Powered by EPU with MaIn Gen on Line Powered thru NONESS AC Bus No.T. LG Warning Light {handlet Maater Caution Light NLG WOW """w. EO.olatlon LG UP-ON Command MASTER ARM Switch OXY LOW caution Ught SCP (right half) AVTR Battery Bu.. • Power available from the battery bu. . JenilOn (SEL & EMERt [!][@!] WPN REL Button Antlskid/Brakes ANTI-SKID Caution Light I PW2001 EEC Caution Light EPU EPU Fuel Indicator FLCS Power Source (branches C & OJ Hook & HOOK Caution LIght Intercom LEF Aaymmetry Brake.1F-16A-1 Autopilot Auto Fwd Fuel Tran. box wtth MAIN PWR awitch OFF. Bleed AIr Valvas FAULT I C. Figun 1-31. light EaUIP HOT caution Light FUEL LOW Caution Light IlS LANDING/TAXVEXTI 10 LIght Switches Swltche. Feeder CABIN PRESS Caution Light CAMERA/GUN Trigger ·Canopy CIU Cockpit Prassure Dump 'o.1 1F-1 . _1_11"_ZX. LEF Motor (1) LEF & ADC Caution Lights LG Door Close LG Hyd I. 6 & 9 Arm Relea..1 .e Stick Trim STORES CON FIG Caution Light Store.. G" [AJ HF Radio HUD SEAT NOT ARMED Caution Light Secure Voice Station 3 Control Power Stations 2. 3. 2 ~ Powered thru OVercurrent Prot Panel No.

2 Change 12 .O. right! Station 5 Control Power TISl • Chaff/Flare Dispensers ENG FEED Knob FeR lESS ~ Flight Loads Recorder FUEL HOT Caution light MAX POWER Switch Nacelle Ejector Shutoff If 1SA 1 1197 18. reset. 5... 7 &.. EMER) TACAN VHF Radio ftfil WPN REl Button MAIN GEN FAIL o - FLCS Banery Heater Inlet Stations (left &. arm and self-test capability) FLeS Power Source LG WHEELS Down Ughts Mal &. Ind Light Test/Dim Feature MASTER ARM Switch MSL Step Switch Fuel Tank Inerting IFF INSTR MODe Select LEF Motor 11) MlG WOW Data Control NWS LESS~ NUCLEAR CONSENT Switch m Probe Heat Monitor PROBE HEAT Switch Radar Altimeter SCP Ueft halfl Speedbrakes Stations 1.' Control Test FLCP (all lights."".1f-16A-1 DC Power Distribution Diagram LESS Block 15 Ml • REL Button ANTI ICE Switch ADA Indexer AR System Autopilot Banery Bus Feeder Battery Charge Power CADC Caution Light CIU Cockpit Temp Control [!] ALT LG Handle DOWN Permission Button .".. B Arm Release Station 7 Control Power Stores Jettison ISEl &. Figure 1-31_ (Sheet 5) 1-100."". 4.1.T.

1F-16A-1 Autopilot Auto Fwd Fuel Trans AVTR Banery Bus Feeder CABtN PRESS Caution Ught CAMERA/GUN Trigger Engine Bleed Air Valves (close capabilityl IpW220lENGlNE FAULT Caution Ught EaUIP HOT Caution Ught FUEL lOW Caution light G. 3.1197.4 blank) .n CIU Cockpit Pressure Dump HUD ILS ECA LANDING/TAXI/EXT/ ~rmI00 10 Ught Switches lEF Motor III lEF &.O.2A8 c::::. (Sheet 6) Change 12 1-100..16A-1. 1 1F. ADC Caution Ughts lG Door Close lG Hyd Isolation lG UP-ON Command MASTER ARM Switch 0')('( LOW Caution light SCP Iright half) SEAT NOT ARMED Ceution Ught lESS ~ Secure Voice Station 3 Control Power Stations 2.T.:::] c::::::::J • Power available from the battery bus box with MAIN P'VVR switch OFF. 6 &. 9 Arm Release Stick Trim STORES CONFIG Caution light Stores Jenison (SEl & EMERI • [AJ1D. 2 Powered thru Overcurrent Prot Panel No.. HOOK Caution Ught HYD/OIL PRESS Warning light Intercom JFS LG Oownlock Relays (WHEELS down lightsl LG Warning Light Ihandlef Mltin PO)Ner IndicltlOI MAIN P'VVR Switch Master Caution Ught MLG WOW NlG WOW Parking Brake RPM Indicator SAl IPW2201SEC Caution Ught TO/lDG CONFIG UHF Radio Utility Ught VMS (switch position onlyl lEGEND: .f] WPN REl Bunon TWS BATTERY Altimeter jPNEUJ Antiskid/Brskes ANTI-5KIO Caution light Banery Ind Power Test Bleed Air Control IPW200 1BUC Caution light ·Canopy CANOPY Warning light Cockpit Spotlights ~INOJ Drag ChUie ~EDU ~ EEC Caution light ElEC SYS Caution Ught ~ Engine Auto lean ~ Engine History Recorder ENGINE Warning Ught EPU Fire/Overheat light Bulbs FleC (FlT CONT SYS and DUAL FC FAtl lightsl FlCS Power Source FTIT Indicator FUEL MASTER Switch Hook &.3/(1-100. Figur:e 1-31.ELECTRICAL MECHANICAL ~ Can be powered by EPU []]]]J Powered by EPU with Main Gen on Una Powered thru NONESS AC Bus No..

o o o o o o .

engine bleed air is used to maintain operating speed. consisting of the gun and gun purge door. Hydrazine is always used when the EPU is commanded to start except when activated during ground test using the EPU/GEN test switch. the FLCS accumulators provide adequate hydraulic pressure to the flight controls while the EPU comes up to speed. The indicators are powered by essential ac bus No. Irrn IHQ] System B also contains a drag chute accumulator which provides hydraulic pressure to the drag chute system in case of hydraulic system B failure. (Refer to EMERGENCY POWER UNIT (EPU). this section. are located on the right auxiliary console. the EPU also powers the nonessential dc bus. All remaining utility functions. The EPU uses engine bleed air and/or hydrazine to operate. If one of the systems should fail. Each system has a reservoir to store hydraulic fluid.10. the EPU is the only source of system A pressure. The EPU is a self-contained system which simultaneously provides emergency hydraulic pressure to system A and emergency electrical power. System B takes between 40 seconds (hot ambient conditions) and 60 seconds (cold ambient conditions) to recharge the brake/JFS accumulators. HYD PRESS INDICATORS AND WARNING LIGHT HYD PRESS Indicators The HYD PRESS indicators. brakes. hydrazine is forced by nitrogen pressure into a decomposition chamber. Both systems operate simultaneously to supply hydraulic power for the primary flight controls and LEF's. When bleed air is insufficient. however. this section.1. LG. Should both hydraulic systems fail. Normally. For hydraulic system cooling. hydrazine augmentation automatically occurs. if both hydraulic systems fail. provided the engine is rotating at a minimum of 12 percent rpm. located on the right glareshield. If demand exceeds the pump maximum flow rate during rapid control surface movement. one for system A and one for system B.) Each hydraulic system has an FLCS accumulator which is isolated from the main system by check valves. The systems are powered by two independent engine-driven pumps located on the ADG. Hydrazine exhaust is vented overboard on the I • Refer to figure 1-33. LESS ~ the battery bus. this section. The EPU is automatically activated when both hydraulic system pressures fall below 1000 psi or when the main generator disconnects from the bus system. for servicing/specifications information. When the EPU is operating. the FLCS accumulators provide additional hydraulic pressure. comes on when hydraulic system A or B pressure drops below 1000 psi or when engine oil pressure drops below 10 ( ± 2) psi. The light is powered by ~ battery bus No. For the oil pressure function only. On system command. If the normal system A hydraulic pump fails. EMERGENCY POWER UNIT (EPU) Refer to figure 1-34. refer to ENGINE FUEL SUPPLY SYSTEM. the EPU augments hydraulic system A as required. The EPU requires battery bus (~ either battery bus) or main generator PMG power for automatic or manual activation. If the main generator is on line. System A also supplies power to the FFP and the speedbrakes. NWS. The LG can be extended pneumatically in the event of hydraulic system B failure.2. HYD/OIL PRESS Warning Light A HYD/OIL PRESS warning light. When operating. a third hydraulic pump located on the EPU automatically provides hydraulic pressure to system A. The gaseous products of the reaction spin the turbine/gearbox which then powers the EPU generator and hydraulic pump. for a further discussion of the EPU. These FLCS accumulators serve a dual function. AR system. The EPU may be operated manually regardless of failure conditions. the essential ac and de buses are powered by the EPU generator. The reservoirs are pressurized by their respective hydraulic system to insure positive pressure at the pump. and the main generator powers the nonessential ac buses.lF-16A-1 HYDRAULIC SYSTEM Refer to figure 1-32. the maximum actuation rate of the FLCS is reduced. Refer to SERVICING DIAGRAM. there is a 30-second time delay in the light circuit to minimize transient lights during negative g maneuvers. System B also charges the brake/JFS accumulators (which provide start power for the JFS and backup pressure for the brakes). 1-101 . Hydraulic pressure is supplied by 3000 psi hydraulic systems designated as systems A and B. Also. the remaining system provides sufficient hydraulic pressure. and ~ ~ drag chute system are supplied by system B.

. FILTER FLAPERONS ~ SPHDBRAKES FFP l~ LG SYSTEM I I NWS WARNING LIGHT BRAKE/JFS ACCUMULATORS ~ f) r' '~ ~ HYD PRESS INDICATOR I@~DRAG CHUTE SYSTEM GUN SYSTEM DUMP I ::J AR SYSTEM AND cr:J f- RELIEF MANIFOLD BRAKE SYSTEM L @ 'I .I I FU'UOIL II '- "n :.!~: ~ LEF'S ENGINE DRIVEN HYDRAULIC PUMP RUDDER HORIZONTAL TAILS HYDRAULIC PUMP 'PU l.1 F-16A-l H}'Idraulic Power Supply (Ty. DUMP AND JFS SYSTEM RESERVOIR PRESSURIZATION ACCUMULATOR REUEF VAlVE ~ RESERVOIR PRESSURIZATION ACCUMULATOR 10M-IX. (Shut 1) 1-102 .O.T. Figure 1-32..pical) SYSTEM A~ FLCS ACCUMULATOR =. l! . r ----.

1F-16A-1 SYSTEM B FILTER LEGEND: ELECTRICAL ENGINE DRIVEN FLCS § cS ISOLATION VALVE BLEED VALVE FILL CONNECTOR ACCUMULATOR [] ~ 8 QUICK DISCONNECT CHECK VALVE PRESSURE SWITCH PRESSURE TRANSMITTER BYPASS m FILTER ffi rn PRESSURE RETU RN LG DOORS UPLOCK SUPPlY ACTUATE D [@!'lQJ DRAG CHUTE ACCUMULATOR DUMP ANO _ _ _~ RELIEF VALVE Figure 1·32. 2) 1-103 .O.T. (811«.

HYO/OIL PRESS Warning Light (Red) 2. • Prevents EPU operation in flight if switch has remained in the OFF position since takeoff (since WOW). is used to disable the EPU on the ground. With WOW and throttle in OFF. and should be avoided to the maximum extent possible. System B HYD PRESS Indicator 2 3 1F-16A-1-0028A ® Figure 1-33. EPU Switch The EPU switch is a three-position toggle switch. are irritating to the nose and eyes. The exhaust gases have an ammonia odor.The system is armed for automatic operation except during engine shutdown on the ground. With the EPU safety pin installed. • Refer to figure 1-35.T. EPU CONTROLS AND INDICATORS • Prevents or terminates EPU operation on the ground (WOW). hydrogen. lower inboard side of the right strake and consists primarily of nitrogen. System A HYD PRESS Indicator 3. located on the right side of the engine inlet. EPU Ground Safety Switch A ground safety switch.O.Commands EPU to run regardless of failure conditions. Operation will cease when switch is positioned to OFF except for a main generator failure in flight . and water. • Does not prevent or terminate EPU operation in flight for main generator failure if switch was cycled or placed to NORM at anytime since takeoff (since WOW). Functions are: • OFF 1-104 . 1 F-16A-1 HYD PRESS Indicators and Warning Light (Typical) HYD/OIL HYD/OIL PRESS \ 1 PRESS 1 1 2 1. • ON . The temperature of exhaust gases can reach 1600°F and will ignite in the presence of a flame. ammonia. the EPU does not operate. the EPU does not activate when the main generator drops offline. • Terminates EPU operation in flight except during main generator failure. • NORM .

AUGMENT MODE BELOW IDlE 0 EPU!GEN TEST o I I ARM! CLOSED ON START.D FOR EPU RUN LIGHT PRESSURE .".J ~~~=~~1~-=~r'!:..O. Figure 1-34. ESSENTIAl.: .J LEGEND: _ BLEED AIR o o OJ FIll CONNECTOR QUICK DISCONNECT 2B VDC PW....~t~~A~C~PO~W~E~Rg.. U '0 :" BLEED AIR EPU TEST RUN COMMAND EPU START UP AND CONTROL POWER MODE ONLY I L--' c n -I==~~~~~:=~ EPU GROUND SAFETY SWITCH GENON ___ -.~~..ELECTRICAL . ~~"~~. .. -t:=~~==:J-' OPEN IF EPU SAFETY PIN INSTAlLED ~ HVORAZlNE FUEL _ _ _ HYDRAULIC FlUID SUPPlY HYDRAUUC PRESSURE GASEOUS NITROGEN . 2000 PSI PUMP __ _ J I EPU TEST RUN COMMAND {BLEED AIR ONLY} SPEED MONITOR RUN COMMAND TO CONVERTER! REGULATORS AC TO BUSES +---+-----1~111 .. _ . MAIN ___ J MAIN GENERATOR .1F-16A-1 Emergency Power Unit Schematic (Typical) HYD SYS A RSVR NOTE: Shown in augment mode with main generator failed. 1-105 .-.I:I__ j: E.1 5 KVA • . ~. GENERATOR { AUGMENT} EPU FUEL I .0 ---.T. HYDRAULIC .MECHANICAL 1F_16o'_' _101 0)ll.r l OVERSPEED SHUTOFF !TERTIARY CONTROLI BLEED AlR SOLENOID MAIN GENERATOR FAIL INDICATION EPU GENERATOR FAIL INDICAnON VAlVE HIGH PRESSURE o+--{ "PU PMG FAIL INDICATlON FROM CONVERTER/REGULATORS BLEED AIR EPU CONTROLLER IHYDSYSAIIHYDSYSBI RUN UGHT FOR OVER OR UND£RSPEEO CONDITION CLOSED FOR PRESSURE < 1000 PSI wow OPeN WITH & THROTTLE CLOSED IF MAIN GENERATOR OfF UNE .-.

When both sections of the guard are down. The indicator is powered by ~ battery bus No.2. mustard yellow disc visible through access door 3208. illuminates when the EPU is commanding hydrazine for operation (whether hydrazine is available or not) or if a primary speed control failure has occurred. The viewing area is black on one half to provide contrast with the mustard yellow disc. located on the EPU control panel. The primary and secondary speed con troIs are based on EPU rpm. EPU startup may not be audible. The mustard yellow turns purple/black in the presence of hydrazine and/or its vapors.T. EPU Fired Indicator Figure 1-35. 4. The EPU can also be activated manually. 2. located on the right auxiliary console. located on the EPU control panel. dual hydraulic system failure. PTO shaft or ADG failure. is graduated 0-100 and indicates the percent of hydrazine remaining. The EPU FUEL quantity indicator. located on the TEST switch panel. has positions of OFF and EPU/GEN. illuminates whenever the EPU has been commanded to run with the EPU safety pin removed. the top half can be raised to move the switch to ON and the bottom half can be raised to move the switch to OFF.16A. 1F. the EPU may be heard but does not sound the same as during the EPU ground check. EPU rpm is controlled by three speed controls. EPU Run Light The EPU fired indicator is located next to the EPU ground safety switch on the right side of the engine inlet. the EPU requires approximately 2 seconds to come up to speed. O. The switch has a split guard. the switch is retained in the NORM position. The tertiary speed control is based on EPU PMG frequency. the indicator displays a gray and black disc. HYDRAZN Light (Amber) AIR Light (Amber) EPU Run Light (Green) EPU Switch 1 F-16A-1-0029A<t The hydrazine leak detector is a silicone base. EPU FUEL Quantity Indicator ~ [I£] Refer to figure 1-3. illuminates when the EPU turbine speed is within the proper range and the EPU-driven hydraulic pump discharge pressure is above 2000 psi. Normally. and engine flameout or if the engine is shut down in flight. EPU OPERATION The EPU run light. The EPU is designed to operate automatically for main generator failure. The switch is spring-loaded to the OFF position. 1-106 Change 2 . 3. AIR Light The AIR light. however. A lack of sound during EPU startup does not indicate lack of EPU operation which must be confirmed by monitoring the EPU run light. It provides a means to test the EPU generator and EPU PMG output to FLCS on the ground without using hydrazine. HYDRAZN Light The HYDRAZN light. LESS ~ the battery bus. indicating a leak in the EPU and/or fuel tank system. Once operating. located on the EPU control panel.1 EPU Control Panel [8J IBF I (Typical) EPU/GEN Test Switch The EPU/GEN test switch. If the EPU has been activated. the indicator displays six equally spaced black and white triangles. After receiving any start command. It remains on even when the EPU is augmented by hydrazine. I 4 Hydrazine Leak Detector 1.

Section III. The DN LOCK REL button may not unlock the LG handle while any appreciable downward force is applied. The handle is locked in the DN position when the aircraft is on the ground (weight on wheels). The warning light The ALT GEAR handle. and shut off the LG selector hydraulic valve. DN LOCK REL Buffon !Al ~ The DN LOCK REL button.000 feet. The NLG is extended and retracted by hydraulic pressure. The button energizes an electrical solenoid which releases the spring-actuated handle lock. ALT GEAR Handle The two MLG are independent of each other and retract forward with a mechanical wheel twist into two separate wheel wells. NOSE LANDING GEAR (NLG) I The NLG retracts aft with a 90-degree mechanical wheel twist into the wheel well. If the engine fails. MAIN LANDING GEAR (MLG) The LG handle down permission button. located just outboard of and below the LG control panel. A warning light in the LG handle. located on the LG control panel. is used to extend the LG if normal extension is not possible. extend the NLG. An LG reset button. Refer to SERVICING DIAGRAM. has a wheel-shaped grip. this section. located on the LG control panel. With hydrazine only. The handle is locked in the UP position to prevent LG extension during high g maneuvers. powered by IAQJ battery bus No. The LG control panel is located on the left auxiliary console. LESS IAQJ the battery bus. The MLG's are retracted hydraulically but are extended by free-fall assisted by airloads. EPU loss results in loss of aircraft control. engine thrust settings should be maintained to prevent using hydrazine. less than the normal extending force is available. for servicing/specifications information.2) to command LG retraction or extension. The button must be depressed before downward force is applied to the LG handle.T. All the LG doors are hydraulically activated with electrical sequencing during retraction and mechanical sequencing during extension. located on the ALT GEAR handle. Each MLG wheel is equipped with three fusible (thermal pressure relief) plugs. unlocks the handle electrically to permit movement to the DN position. 1F. the LG may be extended pneumatically. a signal from the left MLG WOW switch automatically activates a solenoid which unlocks the handle. located on the LG handle. This normally requires a minimum of 75-80 percent rpm depending on pressure altitude. hydrazine alone is used to power the EPU. O. mechanically unlocks the spring-actuated handle lock if the electrical solenoid should fail or not be powered. airspeed is less than 190 knots. Refer to LANDING WITH LG UNSAFE/ UP. illuminates when the LG and doors are in transit or have failed to lock in the commanded position. A torque ann quick-disconnect is provided so that the nosewheel can be turned beyond the steerable range for towing. Since pneumatic pressure is reduced by expansion as the actuators extend. and rate of descent is greater than 250 feet per minute. In flight. also illuminates when all LG's are not down and locked. It overrides all electrical LG control signals. LANDING GEAR CONTROLS AND INDICATORS I Refer to figure 1-36.16A. The electrical solenoid may not unlock the handle while any appreciable downward force is applied. The LG/hook emergency pneumatic bottle is also used to lower the hook and contains sufficient pneumatic pressure for one LG extension and to hold the hook down. allowing movement to the UP position. Pulling the ALT GEAR handle supplies pneumatic pressure to open all LG doors. ~ For DN LOCK REL button differences. If hydraulic system B fails. Movement of the handle operates electrical switches (powered by essential dc bus No. Landing Gear Handle The LG handle. Landing Gear Handle Down Permission Buffon LANDING GEAR (LG) SYSTEM The LG system is normally operated by hydraulic system B. operating time of the system is approximately 10 minutes under normal load requirements. Depressing this button and raising the LG handle on the ground retracts the LG. this section. provides a means of retracting the LG after an alternate extension if system B hydraulic pressure is available.2. I Change 1 1-107 . when depressed. Increased flight control movement reduces this operating time. altitude is less than 10. When the EPU is the sole source of hydraulic power. refer to F -16B AIRCRAFT. The bottle cannot be recharged in flight.1 When the EPU is operating.

16. 12."-:"'--7 8 ••• ••• ••• 8 14 3 19 ~ 5 6 1. 18. 11. 15.. EMER STORES JETTISON Button (Covered) WHEELS Down Lights (Green) HOOK Switch (Lever Lock) ANTI-SKID Switch DN LOCK REL Button LG Handle Down Permission Button LG Handle LG Handle Warning Light (Red) ALT GEAR Handle ALT GEAR Reset Button SPEED BRAKE Position Indicator BLOCK 10 LE FLAP POSITION Indicator (Deactivated) LANDING TAXI LIGHTS Switch HORN SILENCER Button STORES CON FIG Switch BRAKES Channel Switch GND JETT ENABLE Switch (Lever Lock) ALT FLAPS Switch ~INQIDRAG CHUTE Switch 7 11 8 10 ••• ••• ••• 9 8J 1F-16A-1-1072A@ Figure 1-36. 13. 4. 10. O. 5.1 Landing Gear Control Panel (Typical) 3 4 5 6 11'='. 8.16A. 3. 6. 17.'. 19. 9.T. 1-108 . 2. 1F. 14. 7.

operate as a function of LG strut extension to allow or terminate various system functions. O. • LG unlocks and retracts. located on the left glareshield. and either of the following conditions exists: • TEF's not full down. its respective light is on.ILAND CONFIG warning light to momentarily illuminate if the altitude. and rate of descent conditions outlined above are met or WOW. and lock into place. • TEF's extend. T. • Pressure altitude is less than 10. • Hydraulic pressure is removed from LG. If the warning condition is eliminated. • Three WHEELS down lights go off. WHEELS Down Lights I The three green WHEELS down lights. • LG doors and LG unlock. When any LG is down./LAND CONFIG Warning Light The T. Refer to figure 1-37 for a list of systems affected by the WOW switches and symptoms of WOW switch failure. A safe up and locked LG condition is indicated when all three of the lights and the LG handle warning light are off. • LG UP nozzle scheduling is activated. • MLG wheel spin is stopped. • Speedbrakes close to 43 degrees if not overridden. airspeed.O.O. • TEF's retract to streamlined position. With TEF's full down. • Electrical power is supplied to brake channell. illuminates in flight whenever pressure altitude is less than 10. subsequent LG audio warnings do not occur. The HORN SILENCER button is located on the LG control panel. • LG DN nozzle scheduling is activated. • FLCS switches to cruise gains. If it is not eliminated. • Rate of descent is greater than 250 fpm. located on the LG control panel.1 (to illuminate lights).O. • NLG or either MLG not down and locked (accompanied by LG warning hom). the horn resets. • Three WHEELS down lights illuminate.O. • LG handle warning light goes off.16A.000 feet. • LG handle warning light goes off.1 LG Warning Horn Landing Gear Welght-on-Wheels (WOW) Switches The LG warning horn is an intermittent fIxed volume signal which sounds in the headset when the NLG or MLG is not down and locked and all the following conditions exist: • Airspeed is below 190 knots.ILAND CONFIG warning light. extend. located on both MLG's and on the NLG. rate of descent is greater than 250 fpm. • Electrical power is removed from brake channell. 1F. The lights are powered by the ~ battery bus or buses. Change 7 1-109 . airspeed is less than 190 knots.T. HORN SILENCER Buffon The LG WOW switches. • FLCS switches to takeoff and landing gains. LESS ~ battery bus (to energize downlock relays) and essential dc bus No. rapid reversals of roll command inputs may cause the T.000 feet. The T. • LG doors close and lock. Movement of the LG handle to the DN position causes the following events: • LG handle warning light illuminates. LANDING GEAR OPERATION Movement of the LG handle to the UP position causes the following events: • LG handle warning light illuminates.ILAND CONFIG warning light illuminates on the ground if TEF's are not full down. are arranged on the silhouette of the aircraft. Depressing the button silences the LG warning hom.

CADC. toe brakes are inoperative when groundspeed is less than 20 knots With simultaneous failure of left and right MLG WOW switches. and LE FLAPS lights may be on if AOA probes are not equally positioned FLCS self-test cannot be initiated Figure 1-37. 1F-16A-1 LG WOW Switch RIGHT MLG .O. operation cannot be terminated with the EPU switch mProbe heat monitor is inoperative unless TEST or PROBE HEAT is selected mProbe heat monitor is operative All probe heaters except total temperature are on ACC. ANTI-SKID switch must be held in PARKING BRAKE to operate parking brake ACFT BATT FAIL light indicates aircraft battery failure only ANTI-SKID switch holds in PARKING BRAKE with throttle in OFF to IDLE range With simultaneous failure of left and right MLG WOW switches. ACFT BATT FAil light indicates aircraft battery failure (voltage 20V or less) or cell voltage imbalance condition ~ LG and low speed warning tones are inoperative EPU is commanded on during engine shutdown. DUAl Fe FAIL.SYSTEMS Aircraft Battery Air Data Probe Altimeter (ElECn ~ Chaff/Flare Dispenser EPU FCR FLCC FlCP lG Warning Pitot Probe AOA Probes Bra kes/Antiskid ECA ECS Engine Controls @!) Probe Heat Monitor SMS BLOCK 15 ~ VMS Falls to Ground Position In Flight ~ Chaff/flare dispenser is inoperative Falls to In-Flight Position on Ground ~ Chaff/flare dispenser is operative FCR can not transmit FCR can transmit Stores can be emergency jettisoned with GND JETT ENABLE switch in OFF I Stores cannot be emergency jettisoned unless GND JETT ENABLE switch is in ENABLE I BLOCK 15 ~ VMS is inoperative Brakes can be applied before touchdown if toe brakes are depressed BLOCK 15 ~ VMS is operative unless INHIBIT is selected With simultaneous failure of left and right MLG WOW switches and ANTI-SKID switch in ANTI-SKID. (Sheet 1) 1-110 Change 7 .T.

O. toe brakes are inoperative when groundspeed is less than 20 knots With simultaneous failure of right and left MLG WOW switches. 1 F-16A-l LG wow Switch LEFT MLG .10.O. DUAL Fe FAIL. and LE FLAPS lights may be on if AOA probes are not equally positioned EPU is commanded on during engine shutdown. ACFT BAn FAIL light indicates aircraft battery failure (voltage 20V or less) or cell voltage imbalance condition ACFT BAn FAIL light indicates aircraft battery failure only ADC.SYSTEMS Ground Test Panel (fuel pump lights) JFS Ground Cutout LG Handle LG Warning Aircraft Battery AOA Probe (right) Brakes/Antiskid ECA EPU FlCC FLCP FLCS Batteries Total Temperature Probe BLOCK 15 ~ VMS BLOCK 10 VMS Falls to Ground Position in Flight Fails to In-Flight Position on Ground AOA probe heater (right) is on JFS shuts down automatically during engine start LG UP position cannot be seleded unless ON LOCK REL button is depressed T. operation cannot be terminated with the EPU switch FLCS self-test cannot be initiated FLCS batteries do not turn off after shutdown rm LG and low speed warning tones are inoperative Figure 1-37. (Sheet 2) Change 7 1-111 ./LAND CONFIG warning light is on with TEF's not down Total temperature probe heater is inoperative JFS does not shut down automatically during engine start LG UP position can be selected without ON LOCK REL button depressed T. ANTI-SKID switch must be held in PARKING BRAKE to operate parking brake Fuel pump lights on external ground test panel are inoperative ANTI-SKID switch holds in PARKING BRAKE with throttle in OFF to IDLE range With simultaneous failure of right and left MLG WOW switches./LAND CONFIG warning light is off with TEF's up Total temperature probe heater is on BLOCK 15 is seleded I BLOCK 15 lID and BLOCK 10 VMS is inoperative rm and BLOCK 10 VMS is operative unless INHIBIT Brakes can be applied before touchdown if toe brakes are depressed With simultaneous failure of right and left MLG WOW switches and ANTI-SKID switch in ANTI-SKID. CADC.

.ltlon In . (Sheet 3) 1-112 Change 4 .lIght Falls to In-Flight Position on Ground Air data.s em NWS can be engaged and follows rudder inputs with NLG down Speedbrakes are not limited to 43 degrees with right MlG down and locked ACFT BAn TO FLCS light indicates aircraft battery bus is IUpplying power to one or more FLCS branches FLCS PMG light indicates FLCS PMG power is not available at one or more FLCS branches ~ Chaff/flare dispenser is inopera1ive ACFT BAn TO FLCS light indicates battery bus is supplying power to one or more FLCS branches (bus voltage 25 vdc or less) FLCS PMG light indicates the FLCS PMG is not supplying power to any FLCS branches Gm Chaff/flore dispenser is operative Figure 1-37.16A-1 LG WOW Switch NLG ... 1F. pitot.T.SYSTEMS Air Data Probe ~ Chaff/Flare Dispenser FLCS Power rm and (DI) 1m ~ 10 light AOA Probe (left) ~ NWS Pitot Probe Speedbrakes [!] AR FLCP Falls to Ground Po. TEST position is inoperative [QEl m[!] 10 light is inoperative ~ 10 light is operative if TAXI position of LANDING TAXI LIGHTS switch is selected NWS is inoperative Speedbrakes do not remain open more than 43 deg . O. and left AOA probe heaters are on [!] AIR DISC button is inoperative ~ AIR DISC button is operative I ~ 10 light is inoperative unless TEST is selected FLCS fails self·test !m2110 light is operative if 10 UGHT position is selected.

illuminates green when NWS is engaged. NWS is engaged and the button may be released. NWS does not operate even though the NWS light is illuminated when the NWS FAIL caution light is on or when system B hydraulic pressure is unavailable. Depressing the button/indicator transfers control of the NWS. NWS can only be engaged and operated from the cockpit which has control. The NWS light. NWS is automatically disengaged when the NLG strut is extended. NWS CONTROLS AND INDICATORS down and/or electrical power is removed. depletes brakelJFS accumulator fluid and causes loss of all braking capability after approximately 75 seconds (brakelJFS accumulators initially fully charged). The pedal signals are supplied to the (P£) brake control/anti-skid assembly LESS ~ brake control box which. An an tiskid system protects against blown tires and is only available when using toe brakes. Once depressed. The front cockpit paddle switch cannot override the aft cockpit regardless of the position of the STICK CONTROL switch. NWS AIR DISC MSL STEP Buffon The NWS AIR DISC MSL STEP button. turn radius can be reduced by using inside brake. The brakes are electrically controlled by conventional toe brake pedals.O. mJ Brakes may be applied singly or simultaneously from the forward or rear cockpits. NWS FAIL Caution Light Brake hydraulic power is supplied by system B. With the AIR REFUEL switch in OPEN. in turn. Section II. Should NWS be engaged with the rudder pedals displaced. When NWS is selected. The brake signals from both cockpits are additive so that the total signal to the brakes is the sum of the pedal forces from both cockpits. If system B fails or the engine is operating at less than 12 percent rpm. ~ CHAN 1 and CHAN 2 are powered by battery buses No. Continuous use of the toe brakes.T. the indicator illuminates green in the cockpit which has control.1 power and is hydraulically operated using system B pressure. NWS is limited to 32 degrees in each direction. The toe brakes use electrical power from the four FLCS inverters and CHAN 1 and CHAN 2 dc power sources. even with the parking brake set. Control is accom plished by means of an NWS con trol button/indicator located in both cockpits just aft of the stick. NWS continues to operate with the AIR REFUEL switch in OPEN even though the NWS light is off. 2. Refer to TURNING RADIUS AND GROUND CLEARANCE. however. continuous NWS is provided. use of the parking brake is preferred since brakelJFS accumulator fluid is not depleted. The brake pedals require FLCS inverter power to operate. 1 F-16A-l NOSEWHEEL STEERING (NWS) SYSTEM The NWS is electrically controlled using dc bus No. respectively. LESS ~ CHAN 1 and CHAN 2 are powered by the battery bus. The aft stick paddle switch allows immediate override of the forward cockpit if the STICK CONTROL switch on the TEST switch panel is in AFT. the center element of the ARlNWS status indicator located on the top of the glareshield. NWS is not available following an alternate LG extension and may not be available anytime the NLG WHEELS down light is not illuminated. A parking brake is also provided. the NWS control button/ indicator in the aft cockpit and OVRD light illuminates. If the button is held depressed. WHEEL BRAKE SYSTEM Refer to figure 1-3. On the ground. TOE BRAKE SYSTEM The NWS FAIL caution light. illuminates when a failure in the NWS system has caused electrical power to be switched off. uses both CHAN 1 and CHAN 2 dc power sources to operate valves for controlling hydraulic pressure to the brakes. the NWS light illuminates green in both cockpits. NWS Light Each MLG wheel is equipped with a hydraulically powered multiple disc brake. the nosewheel drives to the rudder pedal commanded position. is used to engage or disengage NWS when the aircraft is on the ground. When holding the aircraft stationary.1 and No. The amount of braking gradually increases as pedal pressure is applied. NOSEWHEEL STEERING (NWS) SYSTEM [I] Either cockpit can control the NWS. located on the caution light panel. Change 6 I 1-113 . the toe brakes and parking brake are available until the brakelJFS accumulators deplete. Steering signals are provided through the rudder pedals. NWS can be engaged or disengaged from either cockpit without using the paddle switch regardless of which cockpit has control. Control then remains in that cockpit even if the engine is shut Refer to figures 1-38 and 1-39. located on the outboard side of the stick.

BRAKES CHANNEL SWITCH ~ [If] The BRAKES channel switch. smoothly apply brakes in a single application. and supplies full. Regardless of which channel is selected. The electrical power sources are grouped to provide two redundant channels. more efficient stop than with previous antiskid systems.Active when either brake pedal deflection is less than 85 percent of maximum and runway surface can provide the requested deceleration. Th optimize braking performance and reduce wear on aircraft brakes and tires.2. SPIN DOWN BRAKING SYSTEM FlCS INVERTERS c A o B The spin down braking system provides hydraulic brake pressure to stop MLG wheel spin during LG retraction. If the LG handle is stuck in the UP position. The parking brake is powered by ~ battery bus No. &FE The antiskid system will deliver a corresponding deceleration rate to a given pedal deflection.O. If one inverter fails. LESS ~ the battery bus and system B hydraulics or one brakelJFS accumulator (the same brakelJFS accumulator which is used for START 1). hydraulic pressure to three of the six pistons in each brake is con trolled by electrical power from one de power source and pressure to the other three pistons of each brake is controlled by electrical power from another dc power source.-____ _ _ _ __ _ A BRAKE CHAN 1 BRAKE CHAN 2 same except that when CHAN 1 is selected. Channel 2 uses FLCS inverters Band D and CHAN 2 dc power. Labels adjacent to the lights indicate the brake and channel affected by each failure. If all dc power sources fail or if all FLCS inverters are off.T. the toe brakes are totally inoperative. It C81) also be used for emergency braking if the toe brakes are inoperative. with CHAN 2 selected. located on the LG control panel.. CHAN 1 is the nonnal position. • (PE Deceleration skid control. CHAN 2 must therefore be selected to achieve braking. the brakes only operate with the LG handle down. or one brake in each channel may be inoperative. If a dual inverter failure occurs. Functions are: • Thuchdown skid control . A loss of one dc power source when CH \N 1 is selected results in degraded brake operation (only one-half of the pistons are powered and significantly more brake pedal force than normal is required to stop). Channels 1 and 2 use separate redundant circuit elements for controlling the brakes and operate the 1-114 The parking brake is activated by the ANTI-SKID switch. 1F-16A-l Toe Brake System . located on the LG control panel. Channel 1 uses FLCS inverters A and C and CHAN 1 dc power. . Due to redundancy features. The hydraulic pressure is relieved when the LG is up and locked. The deceleration skid control will dampen brake pedal inputs to the brakes resulting in a smoother. both brakes in channel 1 or 2 may be inoperative. The parking brake holds the aircraft stationary without the use of toe brakes. the brakes are operable with the LG handle either up or down. Inverter failure can be indicated by the FLCS PWR lights on the TEST switch panel. has positions of CHAN 1 and CHAN 2 and allows wheel brake system switching. I Change 6 . ANTISKID SYSTEM The antiskid system is available in either brake channel anytime the toe brakes are powered. both dc power sources are switched off when the LG handle is up. With CHAN 1 selected. unmetered pressure to three of the six pistons in each brake. one toe brake in either CHAN 1 or CHAN 2 is inoperative. selecting CHAN 2 may restore full braking. TOE BRAKES L R PARKING BRAKE ~ em 1 F-16X-1-0008X II Figure 1-38.Prevents brake application prior to wheel spinup even if brake pedals are fully depressed.

• ANTI-SKID . If brake pedals are within 15 percent. Maximum braking below 12 knots groundspeed may result in tire flat spotting. The amount of pulsating braking is dependent on the toe pressure applied.00 OFF . the system uses the information from the remaining good wheel speed sensor and stopping distance is increased by approximately 25 percent on both wet and dry runways.Detects a failure affecting braking or in a system component. Braking effectiveness is reduced by 50 percent or greater.Full unmetered brake pressure is applied with the throttle in the OFF to IDLE range and WOW.Active when both brake pedal deflections are equal to or greater than 85 percent or runway surface cannot provide requested deceleration. Consequently. • 00 Antiskid failure detection . Pulsating braking continues until the ANTI-SKID switch is placed to OFF. maintaining maximum toe pressure while the aircraft comes to a complete stop may cause wheel lockup during the last 5-10 feet before stopping with resultant tire flat spotting. LESS (fj) Antiskid protection and failure detection are intentionally diminished as speed decreases below 20 knots to allow a complete stop without continuous brake release or an ANTI SKID caution light. located on the LG control panel. • With BRAKES channel switch in CHAN 2 . the ANTI SKID caution light illuminates. the ANTI SKID caution light illuminates and the brake system automatically switches to pulsating pressure (constant frequency pulsating on-off pressure). braking effectiveness is as good as can be obtained with . The brakes then can be locked by applying too much pedal pressure.Backs up the proportional skid control and operates at 20 knots groundspeed and greater. • LESS 00 Antiskid failure detection .Antiskid protection is available. Advancing the throttle more than 1 inch beyond IDLE automatically returns the switch to ANTI-SKID which releases the parking brake.Detects an antiskid system malfunction. the ANTI SKID caution light remains on. which may result in blown tires.Antiskid and parking brake features are deactivated. The ANTI SKID caution light remains on and braking is manual. if differential braking is applied (15 percent or greater difference between pedals).Prevents skidding due to overbraking at 5 knots groundspeed or greater. LESS mJ If a failure is detected. At that time. and the brake system reverts to manual control.10. 1F. braking effectiveness is reduced approximately 50 percent. Short field landing distances are increased approximately 60 percent for dry runway and 25 percent for wet runway from those normally computed. even if WOW has occurred before spinup. (fj) The alternate mode continues until the BRAKES mE channel switch is switched to CHAN 2 and the ANTI-SKID switch is placed to OFF. Functions are: • PARKING BRAKE .Parking brake feature is deactivated and antiskid functions are as follows: • With BRAKES channel switch in CHAN 1Touchdown skid control is not available. and the system switches to an alternate braking mode. In most cases this represents the loss of a wheel speed sensor signal. 00 Full antiskid function becomes active at 12 knots groundspeed when accelerating and is available to below 5 knots when decelerating. • LESS (fj) OFF . If WOW occurs prior to spinup of at least one MLG wheel. Avoid maximum braking at speeds below 20 knots whenever possible to prevent tire flat spotting and possible blowout. however. wheel brakes become operative without antiskid protection. In this mode. LESS 00 The antiskid system does not provide skid or locked wheel protection if MLG wheels are not spinning due to hydroplaning. The ANTI-SKID switch. ANTI-SKI D Switch [!] I (fj) If a failure affecting braking performance is detected while the aircraft is moving above 5 knots groundspeed. but deceleration and maximum performance skid control remain active. both brakes alternate between pedal pressure as metered and no pressure. The brakes then can be locked by applying too much pedal pressure.00 Maximum performance skid control. mD The antiskid system incorporates a hydroplaning protection function which prevents brake application until the wheels have spun up.All antiskid functions are deactivated. is not lever-locked in the ANTI. A dragging brake not correctly releasing in response to antiskid signals may also cause wheel lockup without an illuminated ANTI SKID caution light at speeds below 20 knots. which may result in blown tires.SKID position and can be bumped to OFF. Change 8 1-115 . in most cases.16A-1 . ANTI-SKID switch in OFF while avoiding wheel lockup and its associated risk of control difficulty. • LESS 00 Proportional skid control. In this mode. • LESS mD Locked wheel skid control.

. CHANNEL' OR CHANNEL 2 OUTPUT { F SHUTTlE VALVE BRAKE CHAN' ... 1 ~ t- I I~ ~ol ~ CHANNEL SELECTOR . 28 VOC ~~ BATTERY BUS I~ I~~ Np~~ I~~~ ~ I~ CHANNEL 2 1 .-L ANTISKIO CAUTION LIGHT RELAV PARK VALlIE I~ l::::t ~ !PM' I'" t--_ lr 28 VDC 8ATTERV .w. MLG W Ow I>:D~~H ~~ . 4 INDEPENDENT EXCITATION POweR SOURCES FROM FLCS INVERTERS • . ~~ ~ -L-L -L C A PREBRAKE RESTRICTOR VAlVE FLCS INVERTERS ~ ~ 0 B ~ ~ -I LESS WHEEL LG UP PRESSURE SPEED SENSOR fAQI L.----"-----. . 1F-16A-l Wheel Brake Schematic (Typical) ii fi) THROTTLE POSITION SWITCH INEAR 'DLE ..-. ~ C~2 28 VDC 8ATTERV BUS NO.O.----"-----....~~~~ VI~.. ~ "" .um·SllC ...T.. L R TOE BRAKES . (Sheet 1) 1-116 Change 6 .. Figure 1-39. 8RAKE CONTROLI ANTI-SKID ASSV BUS NO. 2 I e . BRAKE CHAN 2 . '-- '-- 26 VAC 800 Ii.

.T.O.. . (SMet 2) Change 6 1-116.. .ELECTRICAL .MECHANICAL _ HYD POWER SUPPLY I ~ HYD RETURN cz:D _ BRAKE HYD CIRCUIT PARKING BRAKE CIRCUIT [!] CHECK VALVE LEFT METERING VAlVE WHEEL LEFT BRAJ(£ SPeED SENSOR 1F-ll1A-1_2074-lJe Figure 1·39. LEGEND: .1 ...1F-16A-1 HYO SYS B PRESSURE .

:. r I. - L- 26 VAC 800 Hz 4 INDEPeNDENT EXCITATION POWER SOURCES FROM FLCS INVERTERS Figun 1·39......--m-.. I~"'II/I".... ..~ 1 ttt!i!i~ j::PAE BRAKE RES TRICTOR ~.:. 1F-16A-l I Wheel Brake Schematic (Typical) LESS ifO. (Soot 3) 1-11 6 _ 2 Cha nce 6 ...'..i. - ! ANTlSKID CONTROL BOX ANTISKIO N~~~ .T.../ I -. 2B VDC ~ 'i".t:1 THROTILE POSITION SWITCH MLG NEAR IDLE wow 28 VDC BAmRV BUS !}.~~~---. . ~ -f CAUTION LIGHT RELAY I~r-o-"::o--J r: 2 8 VDC BATIERV BUS NO..O. 2 ~LV E C I I A o B FLCS INVERTERS W HEEL LG UP PRESSURE SPEED SENSOR LESS IAQ] L R LTOE BRAKES "---~---' .. 1 I@l BRAKE CONTROL ~ BOX CHANNEl o<o<~no g~ANNEl 1 {~~t~ CHANNEL 2 OUTPUT F~ L.:: I~ r-~-h '.J SRAKe BRAKE CHAN 2 CHAN' BATIERY BUS NO.·-. )..

MECHANICAL _ HYDPOWER SUPPLY HYD RETURN BRAKE HYO CIRCUIT PARKING BRAKE CIRCUIT _ c:::J _ 8 CHECK VALVE LEFT BRAKE WHEEL SPEED SENSOR IF.-' ... (SMet 4) Change 6 1-117 .1074-2Xe Figure 1-39..o..s.T. O.ELECTRICAL .1 F-16A-l HYD SYS B PRESSURE • • •• HYO LEGEND : ..

the speedbrakes close when the other is released from the open position. The closed (forward) position has a detent.Both speedbrakes closed. ~ For DRAG CHUTE switch differences. holding in the open position. Extension of the actuator closes a set of jaws onto the parachute D-ring and pulls the ripcord that releases a spring-loaded pilot chute.T. The caution light is not latched and will extinguish above 5 knots if a failure that does not affect braking performance is present. 1-118 Change 11 . • If the drag chute is deployed uncommanded (i. is a two-position guarded switch used to deploy and release the drag chute. With the right MLG down and locked. SPEEDBRAKE SYSTEM The speedbrake system consists of two pairs of clamshell surfaces located on each side of the engine nozzle and inboard of the horizontal tail and is powered by hydraulic system A. • A deployed drag chute (or some residue thereof) resulting from placing the DRAG CHUTE switch to DEPLOY can be released by moving the switch to [ru mIl NORMIREL or ~ REL at any airspeed. 1 F-16A-1 ANTI SKID Caution Light 00 The ANTI SKID caution light. located on the caution light panel. the switch should be left in the closed position. Diagonals also appear momentarily during switching. both commanded and uncommanded: • Above 190 knots. DRAG CHUTE SYSTEM ~ ~ The ANTI SKID caution light illuminates when the LG handle is down and the switch is in OFF. loss of red un dancy) is detected. the light illuminates when groundspeed is below 5 knots. The speedbrakes open to 60 degrees with the right MLG not down and locked.g.O. the speedbrakes can be fully opened and remain fully open without holding the SPD BRK switch. The open (aft) position is spring-loaded to off (center) and allows the speedbrakes to be incrementally opened. The pilot chute functions to pull the main canopy from deployment bag located in an aerodynamic fairing below the rudder. located on the MISC panel. To prevent possible creeping. located on the throttle. If one switch is in the closed position.e. This brief illumination of the ANTI SKID caution light may be observed when power is first applied or after the LG handle is placed down with the BRAKES channel switch in CHAN 1. • Diagonals . refer to F-16B AIRCRAFT. • Speedbrake symbol . [ru mIl The DRAG CHUTE switch. the D-ring pulls out of the jaw mechanism. Deployment below 90 knots may result in improper deployment and damage to the drag chute. If a system malfunction not affecting braking performance (e. LESS ~ The ANTI SKID caution light. located on the caution light panel. this section. speedbrake opening is limited to 43 degrees to prevent the lower surfaces from striking the runway during landing.Speedbrakes not closed.Electrical power removed from the indicator. Positions are: • CLOSED . this section. three-position slide switch. the mechanical fuse section on the D-ring fails and releases the chute. SPEED BRAKE Position Indicator A three-position SPEED BRAKE indicator is located on the LG control panel. illuminates when a malfunction occurs with the ANTI-SKID switch in ANTI-SKID. is a thumb-activated.. allowing a single motion to close the speedbrakes. refer to F-16B AIRCRAFT. illuminates at groundspeeds above 5 knots when a malfunction affecting braking performance is detected. Drag chute deployment is obtained when hydraulic system B pressure is routed to the drag chute actuator by placing the DRAG CHUTE switch to DEPLOY. ripcord failure) and airspeed is above 60 knots. SPD BRK Switch A drag chute is provided to minimize stopping distance. When the NLG strut compresses on landing. ~ For SPD BRK switch differences. 00 The ANTI SKID caution light illuminates when power is applied to the brake controlJantiskid assembly and goes off when power-up BIT has been successfully completed (approximately 1/2 second later). DRAG CHUTE Switch ~ ~ mIl The SPD BRK switch. The switch is powered by the battery bus. Drag chute accumulator pressure is available in case of hydraulic system B failure. The drag chute system has safety provisions for accidental deployments. ~ rID The speedbrake switches are connected in parallel and function so that either can override the other by Refer to figure 1-40. This limit can be overridden by holding the SPD BRK switch in the open (aft) position.

releasing the D-ring from the attachment jaws and then returns to midrange Figure 1-40. [IB] DRAG CHUTE Switch NOTE: [IB] For DRAG CHUTE switch. O. 1F.T. this section. !AJIIEJ DRAG CHUTE Switch 2. refer to F-16B AIRCRAFT.16A.1 Drag Chute Controls INEIINOI (Typical) DRAG CHUTE DEPLOY 2 1. 1-119 . 1F-16A-1-1075X@ SWITCH POSITION NORM Chute stowed Attachment jaws at midrange DEPLOY Hydraulic actuator extends FUNCTION Ripcord pulled to release spring-loaded pilot chute Attachment jaws close on D-ring REL Hydraulic actuator retracts for 2 seconds.

At all airspeeds below 240 knots. airspeed. located on the caution light panel. LE FLAPS Caution Light The HOOK switch. LE FLAPS Switch The LE FLAPS switch is covered as a part of the FLIGHT CONTROL panel. Returning the switch to UP partially retracts the hook. The TEF's are controlled as a function of the LG handle position. HOOK Switch • When the throttle is at IDLE and MLG wheel speed is greater than 60 knots groundspeed (the LEF's are 2 degrees up). WING FLAP SYSTEM LEADING EDGE FLAPS (LEF'S) The LEF's consist of a spanwise flap on each wing leading edge controlled as a function of mach number. The ALT FLAPS switch is located on the !AI on the FLCP.16A. the TEF position is 20 degrees down. The ALT FLAPS switch does not affect the operation of the LEF's unless the FLCS is operating on standby gains. this section.1 ARRESTMENT SYSTEM The hook is electrically controlled and pneumatically operated. the hook rises enough to allow the cable to drop off the hook or to be disengaged. With the switch in NORM. Placing the switch to EXTEND lowers the TEF's only. the TEF's are controlled by the LG handle and airspeed. Not all LEF malfunctions result in illumination of the LE FLAPS caution light. Both switches must be positioned to UP to raise the hook. An asymmetry sensing and braking mechanism prevents LEF asymmetry. rm 1-120 . illuminates for dual air data signal failures (mach number computations). • When the FLCS is operating on standby gains. the TEF's reduce deflection as a function of airspeed until nearly/fully retracted at 370 knots. The hook is spring-loaded partially up to allow taxiing over a cable. dual AOA failures. allowing for cable disengagement and for taxi over the cable. located on the caution light panel. illuminates anytime the hook is not up and locked. Pneumatic pressure is supplied by the LG/hook emergency pneumatic bottle which contains sufficient pressure to lower the LG and hook. the deflection is downward. Above 240 knots. located on the LG control panel. the deflection is up or down. Positioning the LG handle to DN or the ALT FLAPS switch to EXTEND causes the TEF's to deflect downward and the FLCS to switch to takeoff and landing gains. Refer to STANDBY GAINS.10. Positioning the switch to DN causes the hook to extend. as commanded. The light may also illuminate after main generator failure. Both functions are operable whenever the FLCS is powered. The LEF's are automatically programmed when the LE FLAPS switch is in AUTO. this section. The flaperons have a maximum command deflection of 20 degrees down and 23 degrees up. • LEF asymmetry brakes are locked. and detection of flap command servo failures or when the LE FLAPS switch is positioned to LOCK. and altitude by command signals from the ECA. the ALT FLAPS switch. 00 Either HOOK switch may be used to extend the hook. Refer to STANDBY GAINS. TRAILING EDGE FLAPS (TEF'S) (FLAPERONS) The HOOK caution light. Exceptions are: • When weight is on both MLG (the LEF's are 2 degrees up). The flaperons are located on the wing trailing edge and function as ailerons and TEF's. depending on airspeed. HOOK Caution Light The LE FLAPS caution light. detection of LEF asymmetry. AOA. When extended. is lever-locked in the UP or DN position. The hook must be raised manually to reset it to the stowed position. ~ on the LG control panel. when acting as ailerons. ALT FLAPS Switch the LEF's lock and the LE FLAPS caution light illuminates. When subsequently retracted. If an asymmetry is sensed. pneumatic pressure holds the hook on the runway. 1 F. When acting as flaps. and mach number.

If the LG handle remains down. However. In takeoff and landing gains. the yaw rate limiter overrides stick roll inputs. The processed signals are transmitted to the ISA's of the horizontal tails. It is a fixed limit. This authority is reduced as airspeed decreases. rudder pedals. It can also override the AOA function of the limiter when the AOA is above 29 degrees. 1-121 . Pitch motion is controlled by symmetrical movement of the horizontal tails. In eAT III. The negative g available is a function of airspeed. Maximum positive g is a function of airspeed and AOA. As AOA increases. or trailing edge down horizontal tail deflection increases. The positive g limit and maximum AOA depend on the position of the STORES CONFIG switch. 10-20 seconds are required for the MLG wheels to spin down and activate ARI. the roll rate limiter reduces available roll rate authority to help prevent roll coupled departures. The FLIGHT CONTROL panel (FLCP) provides malfunction indications and controls. the AOAlglimiter reduces the positive g available as a function of AOA. Maximum commanded AOA is approximately 25. Refer to MPO. In takeoff and landing gains. and accelerometers. Below 250 knots. and power supplies. positive g decreases to a value of 19 at 25 degrees AOA. where the maximum negative g available is zero g. After takeoff. In cruise gains. Yaw Rate Limiter Refer to figure 1-44. The negative g available above approximately 250 knots is -3g. Roll Rate Limiter In cruise gains.5 degrees. the STORES CONFIG switch has no effect on limiting or gains. flight control rate gyros. Electrical signals are generated through a stick. In eAT I. hydraulic systems. AOA increases.T. the yaw rate limiter provides no protection against yaw departure. category I rudder authority limiting is provided. airspeed. and rudder which are positioned to give the commanded response. Rudder Authority Limiter Refer to figure 1-43 for limiter values. The yaw rate limiter provides rudder against and flaperon with the yaw rate until AOA is below 29 degrees to enhance spin resistance.16A. maximum AOA varies from When AOA exceeds 29 degrees. These signals are processed by the FLCC along with signals from the air data system. the maximum positive g available is +9g. stability augmentation. ARI is activated within 2 seconds after the LG handle is raised (spin down braking system). Below 15 degrees AOA. and STORES CONFIG switch position for departure protection. roll rate limiting is available but is a fixed value independent of AOA. FLCS limiters are provided in all three axes to help prevent departures/spins. Roll coordination is provided by an ARI. Roll motion is controlled by differential movement of the flaperons and horizontal tails. Refer to figures 1-41 and 1-42. roll rate. FLCS LIMITERS approximately 16-18 degrees as a function ofGW and g. The maximum AOA for 19 is approximately 21 degrees. flaperons. The ARI function is not available whenever MLG wheel speed exceeds 60 knots or if AOA exceeds 29 degrees. Redundancy is provided in electronic branches. the maximum allowable positive g decreases. Yaw motion is controlled by the rudder. In takeoff and landing gains. and a MANUAL TRIM panel. In inverted or upright departures. or horizontal tail position. Command signals to the FLee are initiated by applying force to the stick and rudder pedals. 00 1F. and trim authority are not reduced. this section. ARI authority. The MPO can always override the negative g function of the limiter. the AOAlg limiter overrides stick pitch commands if the MPO is not engaged.1 FLIGHT CONTROL SYSTEM (FLCS) The FLCS is a computer-controlled. AOA/G Limiter In cruise gains. the available negative g decreases until below approximately 100 knots. four-channel. fly-by-wire system that hydraulically positions control surfaces. The yaw rate limiter is not functional for inverted departures. below 29 degrees ADA. The negative g command limit is not a function of airspeed. the rudder authority limiter reduces the pedal commanded rudder deflection as a function ofAOA.

-I..1 FLCS Functional Schematic (Typical) COMMANDS • Cockpit • Self-Test FLIGHT CONTROL PANEL • SWITCHES • INDICATORS • STBY GAINS AIRCRAFT MANUAL TRIM MANUAL TRIM PANEL TRIM INPUTS • Side Panel .122 Change 1 ~ ~~ AOA DUAL AIRFLOW SENSORS ~-...~ j ~-.AIR.T. ~ ASSEMBLY (PSA) r ASSEMBLY (ECA) I L -------------1--.. MANUAL PITCH OVERRIDE • Override ------+t SWITCH PANEL FLCS POWER INPUTS ~ DC POWER ~ QUADRUPLE FLIGHT CONTROL SYSTEM INVERTERS ~ I CONTROL INPUTS • Stick • Rudder Pedals • QUADRUPLE FORCE SENSORS 3-AXIS COMMANDS TEF COMMAND-- R:T~~I • Pitch • Yaw . 1 F. QUADRUPLE RATE _S_E_N_S_O_R_S_ _ _ _ _-----' STABILITY/COMMAND AUGMENTATION AOA LIMITER ACCELERATION _ _ _.......AOA AIR DATA • Total Pressure • Static Pressure ·AOA AIR DATA • Total Pressure • Static Pressure • Total liemperature NAV INPU TS • Roll Angle • Pitch Angle Figuree 1-41.16A.J I I --+ CENTRAL AIR DATA COMPUTER (CADC) AOA ~ ALTITUDE DATA 1 F-16A-1-1076-1A@ .. ------+4 I L-.. J I ~-.. O...... ~ • TRIM CONTROLS • Stick • TRIM/AP DISC MANUAL PITCH "'1 .1 ....DATA CONVERTER I PNEUMATIC SENSOR ELECTRONIC COMPONENT ...-..~- ~_.. QUADRUPLE 1 ACCELEROMETERS • Normal • Lateral AIRFLOW .... (Sheet 1) 1...

SERVOS ANGLE OF SIDESLIP .T.. - ______________________________________________~~IDUAL LEF COMMAND I . I I .16A. 1F.1 WARNING and CAUTION LIGHTS ..MECHANICAL 1F-16A-1-1076-2A@ Figure 1-41... AIR DATA • Static Pressure I SIDESLIP PRESSURE SENSORS LEF ACTUATION SYSTEM LEGEND: .ELECTRICAL .. . (Sheet 2) Change 3 1-123 .-.. • STRUCTURAL FILTERS • YAW RATE LIMITING • HIGH AOA ROLL RATE LIMITING LEFT FLAPERON INTEGRATED SERVOACTUATOR (lSA) AUTOPILOT COMMANDS GAIN SCHEDULING RUDDER 1------'" I NTE GRATE D SERVOACTUATOR (ISA) SENSOR POWER AND TEST ...... O. ~ RIGHT HORIZONTAL TAIL INTEGRATED SERVOACTUATOR (lSA) FLIGHT CONTROL COMPUTER • QUADRUPLE ELECTRONICS • CONTROL DYNAMICS • GAIN SCHEDULING • QUADRUPLE SELECTORS • AC POWER MONITORS • AILERON-RUDDER INTERCONNECT (ARI) RIGHT FLAPERON INTEGRATED SERVOACTUATOR LEFT HORIZONTAL TAIL INTEGRATED SERVOACTUATOR (ISA) t---"' r (lSA) ..

r .... . I - I HORIZ TAIL STICK FORCE I.-~ LIMIT II.. SELECTOR A RUDDER INTERCONNECT TURN ~O~~"'_I----I TE FLAP --+ COORD .T...0 4~ ~ 29" ~~ COMMAND '1 - ~ I I I I I I I I...TI--e-----..--~ll 1 MECH LIMIT I I 1 -.1 . . SELECTOR I J I""""R-IG-HT-H-OR-IZ""" TAIL '-------' LEFT HORtz TAIL ROLL RATE II I I Vr 4 J h/j-_... SELECTOR ...J PITCH INTEGRATOR SELECTOR J . 1F..... '------' ISA NOTE: - @.-____---.-t PITCH COMMAND 1'1 .-.....I II _.- -. _________ Figure 1-42. - I I YAW TRIM II... i STICK LIMIT MANUAL PITCH ~ OVERRIDE ~.. .-40--_~.. SELECTOR ~ STAB ILlTY/ COMMAND AUGMENTATION ISA - I I .... Roll & Yaw Schematic (Typical) I PITCH I 1--FLIG~CONmmCOMPUTER--1 MECH LIMIT " I I I PITCH TRIM LL I AUTOPILOT PITCH I . .... -----......-<>-].... ..-------. II I LEGEND ELECTRICAL ... . ~A I I ~I ISA AOA PITCH RATE NORMAL I .!.J .16A-1 FLCS Pitch.. ACCELERATION I L_ l IMPACT PRESSURE ROLL II I IL... -I ....c YAW AXIS LATERAL I! l ~ ACCELERATION I I I L _____ ~29· ~ 1. O.----+-_':. I YAW RATE 1t---+-tI..... AILERON STICK FORCE ROLL TRIM MECH LIMIT :1-++-+----. I I 1F-1SX-1-0009xe 1-124 .. I ./ ~A SERVO AMPLIFIER RUDDER PEDAL FORCE 11-+-____.: LIMIT ~. I r- I ROLL RATE ll-----+--L~... GUN COMPENSATION I I tH AO~-+-+..~ ~ ~ '-0 I I '-----------' I AILERON.. _ __I----J ~ r- ...=====::~ r .1 I T f-- I~_ _ _ _+--. AUTOPILOT ROLL SELECTOR A " ISA --1 ~ON I ... yAW It------t-'I I FLCS lains scheduled by air data inputs. - I - I I.J ~RON ~ I GUN FIRE .. ..MECHANICAL AOA L. L.• • : SELECTOR ~ ~ ~ ..-- hI .. r:=l ISA -- ~ .

airspeed. Maximum g decreases as a function of AOA and airspeed. the yaw rate limiter cuts out stick roll commands and provides roll axis antispin control inputs.T. 1. and horizontal tail position NOTE: Zero rudder authority available at 15° AOA. 2. the FLCS operates as a pitch rate command system until 10° AOA and a pitch rate/AOA command system above 10° AOA.16A. Above 29° AOA with MPO engaged. 3. 2. O. Above 29° AOA. Maximum deflection (pedal command) reduced for: • AOA>3° (zero roll rate) • Roll rate>200/sec Maximum AOA= 16°-18° pending on GW) (de- CAT III g command system until 7° AOA at 100 knots to 15° AOA at 420 knots and above g/AOA command system above these values 1.1 FLCS Limiter Functions PITCH AXIS ROLL AXIS YAW AXIS Maximum AOA=25° Maximum roll rate command decreases with: • AOA above 15° • Airspeed less than 250 knots Maximum deflection (pedal command) reduced for: • AOA> 14° (zero roll rate) • Roll rate>200/sec CAT I g command system until 15° AOA g/AOA command system above 15° AOA • Horizontal tail deflection more than 5° trailing edge down NOTE: Zero rudder authority available at 26° AOA. maximum roll rate is fixed at approximately one-half the maximum roll rate available in cruise gains. In takeoff/landing gains. +9g available until 15° AOA. 2. Change 1 1-125 . 1F. the yaw rate limiter provides yaw axis antispin control inputs. Maximum deflection (30°) always available thru ARI and stability augmentation. In takeoff/landing gains. Above 29° AOA. airspeed. pedal-commanded rudder deflection is possible. Maximum roll rate command reduced by approximately 40 percent of CAT I authority. NOTES 1. Additional decreases as function of AOA. I I Figure 1-43. or horizontal tail deflection. regardless of AOA.

.. I I I IJ I CAT III SELECTED GW = 30... I -r---t II r--... 1\ I 0 ... I . I I - Q <C 0 <C I I' ~ CAT III SELECTED GW 25.000 POUNDS '\ \.. 1 I !\ I ' I ' . I I I :i 0 4 2 I ... 1-126 ... 1F-16A-1 AOAlG Limiter Function (Cruise Gains) 10 I I I 9 .. .O. 1-... I I ...CAT GW I = 35. I ~ CAr I SELECTED 17"-1-. \ r.-- I L\ :\. r . II. I i 8 I I .....000 POUNDS = 1\ I ' I .. \ I'\.... \ 1\ 1\ 1 J 15 16 17 18 19 20 21 22 23 24 25 26 AOA . a:: 5 1\ \ I\.. CJ .--r-( If I . '\ 3 II I J I II 2 ..000 POUNDSI I II I I I I I I I I III SELECTED ...--- '\ I\. ...T. ""'i-... I I I III II .. ...DEGREES 1F-16X-1-0010X® Figure 1-44.... CJ a:: ~ I 7 6 I I II I I I II toI- ..

FLCS DATA RECORDER [!] ~ The FLCS is in cruise gains with the LG handle in UP. Roll commands are generated by a maximum of 17 pounds in cruise gains and by 12 pounds in takeoff and landing gains. Takeoff and Landing Gains The FLCS data recorder is attached to the ejection seat and departs the aircraft on ejection. and the FLCS continues to operate on fixed gains even if the failure clears. The following lights illuminate: STBY GAINS. GUN COMPENSATION The FLCS is in takeoff and landing gains with the LG handle in DN. the pitch axis of the FLCS is a g command system. the LEF's are at zero degrees with the LG handle in UP and the ALT FLAPS switch in NORM. LE FLAPS. or the ALT FLAPS switch is in EXTEND.lF-16A-l FLCS GAINS During normal operation. or horizontal tail position. the ALT FLAPS switch in EXTEND. Failure monitoring of gun compensation circuits is not provided and there are no caution light indications for incorrect compensation. This information is particularly valuable in determining the origin of abnormal FLCS response. The stick is a force-sensing unit which contains transducers in both pitch and roll axes. When operating on standby gains. 600 knots is used when the LG handle is in UP. ADC. and elapsed time from takeoff. In the event of a dual air data failure. Gun compensation is optimized for 0. the FLCS switches to standby (fixed) gains. Standby Gains The FLCS automatically compensates for the offcenter gun and the aerodynamic effects of gun gas emissions during firing by moving the flaperons and rudder. the ALT FLAPS switch in NORM. airspeed. airspeed. all excursions may not be eliminated. the FLCS switches to a blended g and AOA system to provide a warning of high AOAllow airspeed. control response is tailored for a fixed altitude (sea level. or the AIR REFUEL switch is in OPEN. AOA. The LEF's deflect 15 degrees down with the LG handle in DN or the ALT FLAPS switch in EXTEND. As AOA increases. and horizontal tail position. or the AIR REFUEL switch in OPEN. and the AIR REFUEL switch is in CLOSE. Change 7 1-127 . This response varies slightly depending on configuration. the FLCS receives inputs (gains) from the ADC and provides relatively constant aircraft response for a given stick input.9 mach range. the ALT FLAPS switch is in NORM. Cruise Gains The STBY GAINS light cannot be reset in flight. Roll rate limiting is available but is a fixed value independent of AOA. inadvertent inputs to the FLCS are possible. gunfiring at low mach may result in nose left excursions while nose right excursions are likely at higher mach. For example. the FLCS pitch axis operates as a pitch rate command system until 10 degrees AOA and a blended pitch rate and AOA command system above 10 degrees AOA. moves approximately 114 inch in both axes. regardless of altitude or airspeed. altitude.10. Refer to figure 1-45. At low AOA. and the AIR REFUEL switch in CLOSE. The operation of the TEF's is not affected in standby gains. 230 knots is used when the LG handle is in DN. and is rotated slightly cwo Maximum noseup and nosedown pitch commands are generated by 25 and 16 pounds of input. Roll rate limiting is available and maximum roll rate decreases as a function of low airspeed. and FLT CONT SYS. therefore. In takeoff and landing gains. When using the switcheslbuttons on the stick. standard day) and one of two airspeeds. high AOA. FLIGHT CONTROL SYSTEM (FLCS) CONTROLS Stick • In standby gains. control surface position data. The FCS CAUTION RESET button should be used sparingly under these circumstances since memory capacity is limited. The light may reset when weight is on the MLG. A frame of data can be stored in the FLCS data recorder anytime in flight by depressing the FCS CAUTION RESET button. The wristrest and armrest assemblies which may be used in conjunction with the stick are located on the right side wall aft of the stick. respectively.7-0. It retains the same information as the FLCC and ECA including FLCS failure data.

NWS AIR DISC MSL POSITION (NWS) Depress (on ground) Depress (2nd time) (AIR DISC) Depress (in flight) Depress (in flight) FUNCTION Activates NWS Deactivates NWS Disconnects boom latching. GUN BLOCK 10 1. Momentary) BLOCK 15 DSG RS DO DS Switch (4-Way. [AJ~ Chaff/Flare Dispense Button (if installed) 7. ~ T. 1F.O. IF-16A-341-3 or ~T. Momentary) 4. Momentary) 3. AIR REFUEL switch must be in OPEN position Activates missile step function. Paddle Switch 6.O. TRIM Button (4-Way.1 Stick (Typical) NWS AIR DISC MSL STEP CAMERAl. O. WPN REL Button 5. IF-16A-34-1-4 for a detailed description of switch functions Trims nosedown Trims noseup Trims left wing down Trims right wing down STEP Button I 2. momentary) (MSL STEP) (NOSE DOWN) (NOSE UP) (LWD) (RWD) Fwd Aft Left Right Figure 1-45. BLOCK 10 DESIG RET SRCH Switch (2-Way.way. TRIM Button (4. CAMERA/GUN Trigger (2-Position) BLOCK 10 1 F-16A-1-0034A @ CONTROL 1. IF-16A-34-1-1. Refer to T.T.16A. NWS A/R DISC MSL STEP Button 2.O. (Sheet 1) 1-'28 Change 13 .

refer to 6. IF-16A-34-1-31 or ~T.16A-1 Stick (Typical) CONTROL 3. Refer to T. 1F-16A-34-1-1.34-1-4 Starts operation of AVTRlCTVS with the HUn CAMERA switch in AUTO Fires gun (if selected and armed) and AVTRI CTVS operation continues (camera operation continues for 30 seconds after trigger is released) 7.O.10. DSGRS DO DS Switch Block 15 (DSG) (RS) (DO) ~ Down Up Down Left Right Right Depress Signals consent to FCC or SMS to initiate weapon release and operates AVTRlCTVS for 30 seconds when in AUTO Interrupts the autopilot while switch depressed F-16B AIRCRAFT. ~ T. 1F-16A. ~ T. this section IS (DS) (DS) 1m 4.O.O. DESIG RET SRCH Switch Block 10 (DESIG) Up POSITION FUNCTION Refer to T. ~ ~ ChaffIFlare Dispense Button (if installed) Depress Activates chaff/flare dispensers. WPN REL Button 5. 1F-16A-34-1-4 for a detailed description of switch functions I (RETSRCH) 3. 1F. 1F-16A-34-1-1. 1F-16A-34-1-3 or 1M T.O. (Sheet 2) Change 13 1-129 .O.O. Paddle Switch Depress rn:J For stick override function. CAMERA/GUN Trigger (2-position) Squeeze trigger to detent Squeeze trigger past detent Figure 1-45.

and indicator lights related to the FLCS. in an ISA. With WOW. The low speed warning tone has priority over the LG warning horn. Low Speed Warning Tone Refer to LANDING GEAR SYSTEM. Section V. Rudder pedal feel is provided by mechanical springs./LAND CON FIG Warning Light mEl I Refer to figure 1-48. for a description of categories I and III AOA limiter. DUAL FC FAIL Warning Light · I Refer to figure 1-49. located on the left console. contains indicator lights and controls related to flight control functions. with the switch in CAT I. illuminates to indicate that a dual malfunction has occurred in one of the electrical control axes. MANUAL PITCH Override (MPO) Switch mEl I Refer to figure 1-47. The DUAL FC FAIL warning light. contains trim controls and indicators. Refer to FLCS LIMITERS. The STORES CONFIG switch. If AOA exceeds 29 degrees. AND INDICATOR LIGHTS I The instrument panel.O. located on the left console. Depressing the HORN SILENCER button silences the low speed warning tone. STORES CONFIG Switch ~ Refer to figure 1-50. and TEST switch panel contain warning.T. right auxiliary console. The low speed warning tone is reactivated only after the original warning condition is eliminated. Force on the applicable rudder pedal produces electrical yaw command signals. T. FLT CO NT SYS Caution Light The FLT CONT SYS caution light. LESS rn Category II loadings can be flown with the STORES CONFIG switch in either CAT I or CAT III. located on the LG control panel. refer to AOA AND ROLLING LIMITATIONS. This switch is used during a deep stall condition to enable manual control of the horizontal tails. CAT I and CAT III. the OVRD position overrides the AOA/g limiter and allows rudder inputs. CAUTION. has two positions. The MAL & IND LTS test button does not test the low speed warning tone. ELEC control panel. 1-130 . or in the AOA portion of the air data system. located on the right upper edge of the glareshield. this section. caution. NORM and OVRD. A low speed warning tone (steady) sounds in the headset when either of the following conditions exists: AOA is 15 degrees or greater with LG handle down or ALT FLAPS switch in EXTEND. However. if a SERVOS light illuminates with the FLCS not in self-test. illuminates when a failure occurs in the FLCS. The MPO switch has two positions. MANUAL TRIM Panel ~ • Combined airspeed and pitch angle fall on a point within the tone on area with LG handle up and ALT FLAPS switch in NORM. The CAT III position shall be selected when the aircraft is configured with a category III loading. The MANUAL TRIM panel. Positioning and holding the switch to OVRD overrides the negative g limiter. this section. FLIGHT CONTROL Panel (FLCP) ~ I rnfl Refer to figure 1-46.O. Associated FLCP indicator lights also illuminate. The FLCP. FLCS WARNING. and is spring-loaded to the NORM position. as AOA monitoring is required to observe the category II maneuver limits. The FLT CONT SYS caution light and associated indicator lights on the FLCP also illuminate. located on the caution light panel. The rudder pedals are also used to generate brake and NWS signals. the FLCP. the FLT CONT SYS caution light cannot be reset until the ISA SERVOS is reset. 1 F-16A-l Rudder Peda Is The rudder pedals are force-sensing units containing transducers. AOA limiting is provided.

With A'fT HOLD selected. The altitude reference may be changed by depressing the paddle switch. • STBY GAINS light . however.1 AUTOPILOT The autopilot provides attitude hold and heading select in the roll axis and attitude hold and altitude hold in the pitch axis. otherwise. Positioning the ROLL switch to HDG SEL allows the FLCS to use a signal from the HSI to maintain the heading set on the HSI. a force applied in the appropriate axis large enough to activate stick steering causes the au topilot to drop the selected reference and the system accepts manual inputs from the stick.ON. Stick trim is inoperative with the autopilot engaged. engagement of any mode in other than a trimmed flight condition degrades autopilot performance. due to the limited authority of the autopilot. 1F.EXTEND. the ROLL switch remains engaged. Manual trim is operable and may be used while the autopilot is engaged. Positioning the ROLL switch to ATT HOLD routes an attitude signal from the INU to the FLCS which results in the aircraft maintaining the selected roll attitude. This mode does not function if pitch angle exceeds ± 60 degrees. Control accuracy of ± 100 feet is provided to 40.DN. This mode does not function if bank angle exceeds ± 60 degrees.16A. The ROLL and PITCH switches are two-position switches which allow mode selection. when the autopilot is engaged with the ROLL switch in HDG SEL. however. These modes are controlled by PITCH and ROLL switches on the MISC panel. or disconnect. The TRIMIAP DISC switch on the MANUAL TRIM panel disengages the autopilot. however.000 feet pressure altitude for normal cruise conditions. O. This mode does not function if bank angle exceeds ± 60 degrees. the engaged altitude may not be captured. the PITCH switch remains engaged. AUTOPILOT OPERATION commands to the horizontal tails which result in the aircraft maintaining a constant altitude. There are no caution light indications of autopilot operation. Positioning the PITCH switch to ALT HOLD enables the FLCS to use CADC information to generate Stick steering is operable only with the pitch and roll attitude hold modes. Engagement above rates of2000 fpm causes no unsafe maneuvers. and releasing the paddle switch. The paddle switch on the stick interrupts autopilot operation while the switch is held depressed. Stick steering operation is accomplished by applying force to the stick. Engagement of altitude hold at rates of climb or dive less than 2000 fpm selects an altitude within the pitch command g limits. however. The autopilot does not include the redundancy of the FLCS so its use must be closely monitored at low altitude or in close formation. malfunction. • LG handle .OPEN.DISC. The FLCS limits the pitch command to +0. However. The roll command does not exceed a 30-degree bank angle or a 20-degree/second roll rate. ALT HOLD in the transonic region may be erratic. Adjusting the HSI heading reference marker to the aircraft heading prior to engagement maintains the existing aircraft heading. the ROLL switch remains engaged.5g-+2g. STICK STEERING Positioning the AUTOPILOT switch to AUTOPILOT permits use of roll and/or pitch autopilot functions. Positioning the PITCH switch to ATT HOLD routes an attitude signal from the INU to the FLCS which results in the aircraft maintaining the selected pitch attitude.T. The AUTOPILOT switch is solenoid held in ON and returns to OFF if any of the following conditions occur: • AIR REFUEL switch . the aircraft turns to capture the heading indicated by the heading reference marker on the HSI. changing altitude. • ALT FLAPS switch . 1-133 . Autopilot options are selected by positioning the PITCH switch (ATT HOLD or ALT HOLD) and/or the ROLL switch (ATT HOLD or HDG SEL). • TRIMIAP DISC switch . Any combination may be selected.

and illuminates the DUAL FC FAIL warning light Normal position Arms servo monitor. 4.1 FLIGHT CONTROL Panel [8JlBFl (Typical) . 16.----7 ~AL-T-FL-AP-S---. 17. 12. 18. 21. and illuminates the DUAL FC FAIL warning light Indicates first failure of left flaperon ISA Center RARM 3. HORIZ Tail SERVOS Status Lights HORIZ Tail SERVOS ARM Switch FLAPERON SERVOS Status Lights FLAPERON SERVOS ARM Switch RUDDER SERVOS Status Light RUDDER SERVOS ARM Switch FCS CAUTION RESET Button SERVO ELEC RESET Switch ALT FLAPS Switch (Lever Lock) STBY GAINS Light LE FLAPS Switch P. 9. L HORIZ Tail SERVOS Status Light R HORIZ Tail SERVOS Status Light Indicates first failure of left horizontal ISA On (amber) Indicates first failure of right horizontal ISA 2. 5. Subsequent failure in left ISA positions left horizontal tail to neutral. 13. 1F..-. and Y Status Lights MON Receptacle Test Number Test ADV MAL Lights SELF TEST Switch ADV SLEW Switch AUTOPILOT Switch Autopilot ROLL Switch Autopilot PITCH Switch FLCC Data Word Dot Light ECA Data Word Dot Light Spare Rate Gyro Speed Detect Dot Light 22 21 CONTROUINDICATOR POSITIONIINDICATION On (amber) FUNCTION 1 F-16A-1-1 084X @ 1.. L FLAPERON SERVOS Status Light R FLAPERON SERVOS Status Light On (amber) On (amber) Indicates first failure of right flaperon ISA Figure 1-50. 2. 7....10. locks out roll commands to the right horizontal tail. 22. 3. 10. MISC Panel 1'+-----"'-- 6 _-----. locks out roll commands to the left horizontal tail.8 ---+!--9 1. Subsequent failure in right ISA positions right horizontal tail to neutral.16A. 6. (Sheet 1) 1-134 . R. 24. 19. 20. 8. HORIZ Tail SERVOS ARM Switch LARM Arms servo monitor.. 15. 14. 23. 11.

Y. ADC. locks out TEF commands to both flaperons. FLAPERON SERVOS ARM Switch POSITIONIINDICATION L ARM FUNCTION AnTIs servo monitor. and illuminates the DUAL FC FAIL warning light Indicates first failure of rudder ISA AnTIs servo monitor. R. locks out TEF commands to both flaperons. Depressing FCS CAUTION RESET button in flight also causes the FLCS data recorder to store a frame of data Resets all failed I SA's when the FCS CAUTION RESET button is depressed simultaneously (and illuminates five SERVOS lights to test bulbs) Normal position Resets malfunctioning P. (Sheet 2) 1-135 . FCS CAUTION RESET Button Push Normal position Resets FLT CONT SYS caution light so that subsequent failures can be indicated and gives consent to allow SERVO reset. and CADC electronics. LE FLAPS. Subsequent failure of ISA positions rudder to neutral and illuminates the DUAL FC FAIL warning light Not Armed (center) 7. Also resets FLT CONT SYS and MASTER CAUTION lights TEF's operation controlled by LG handle TEF's extend regardless of LG handle position Center I RARM 5. SERVO ELEC RESET Switch (momentary) SERVO Center (spring-loaded) ELEC 9. and illuminates the DUAL FC FAIL warning light Normal position AnTIs servo monitor. Also resets MASTER CAUTION light caused by FLT CONT SYS caution light illumination. Subsequent failure in left ISA positions left flaperon to neutral.lF-16A-l FLIGHT CONTROL Panel [A] rn:EJ (Typical) CONTROUINDICATOR 4.10. 6. ALT FLAPS Switch (lever lock) NORM EXTEND Figure 1-50. Subsequent failure in right ISA positions right flaperon to neutral. RUDDER SERVOS Status Light RUDDERSERVOSARM Switch On (amber) 8.

1 F-16A-l FLIGHT CONTROL Panel [A] mE] (Typical) CONTROUINDICATOR 10. and heading select functions Disengages autopilot functions 13.O. P. ADV SLEW Switch ADV SLEW 18. SELF TEST Switch TEST OFF 17. and Y (amber) i I Indicates signal malfunction in yaw control electronics Indicate loss of power to one or more FLCS branches Connection for external test equipment Indicates step number of test being performed If accompanied by a dot light. (Sheet 3) 1-136 . 15. indicates a malfunction in the FLCS was detected during self-test Indicates a stop in test program which requires manual advance Initiates FLCS self-test Deenergizes self-test circuits Advances the test program after a stop in test procedure Advances the test sequence approximately one test number per second Engages autopilot which provides attitude hold. altitude hold. 14. AUTOPILOT Switch AUTOPILOT OFF Figure 1-50.T. Locks LEF's in present position and illuminates LE FLAPS caution light Indicates signal malfunction in pitch control electronics Indicates signal malfunction in roll control electronics STBY GAINS Light LE FLAPS Switch 12. MON Receptacle Test Number Test ADV MAL Lights Capped 00 Camber) MAL Camber) ADV (green) 16. and Y Status Lights P Camber) R Camber) Y Camber) P. altitude. and AOA . R. II. R. POSITIONIINDICATION On Camber) AUTO LOCK FUNCTION Indicates FLCS is operating on standby gains LEF's are automatically controlled as a function of mach number.

22. 23.10. Autopilot PITCH Switch ALTHOLD ATTHOLD Autopilot maintains constant altitude as determined by CADC Autopilot maintains constant pitch attitude as determined by INS Indicates failure in FLCC Indicates failure in ECA 21. (Sheet 4) 1-137 . 24. FLCC Data Word Dot Light ECA Data Word Dot Light Spare Rate Gyro Speed Detect Dot Light On (amber) On (amber) On (amber) Indicates rate gyro failure Figure 1-50. POSITIONIINDICATION HDGSEL FUNCTION Autopilot turns the aircraft to capture and maintain the heading selected by the heading reference marker on the HSI Autopilot maintains determined by INS roll attitude as Autopilot ROLL Switch ATTHOLD 20.lF-16A-l FLIGHT CONTROL Panel lAl [DE] (Typical) CONTROLIINDICATOR 19.

The indicator has a vertically moving tape display indicating an operating range of -5 to approximately +32 degrees. ~il IS ~ ~ ~ • L [-6. The test should be performed with the dimming lever in the bright position. displays actual AOA in degrees. The indexer ligbts display AOA correction (based on approximately 13 degrees AOA). TheAOA indicator. the AOA indicator.O IF-16A-l AOASYSTEM The system consists of two AOA transmitters located on each side of the nose radome. The flightpath marker aligned with the bottom of the bracket indicates 15 degrees AOA. The CADC converts an indicated AOA signal received from the ADe to 8 second true AOA signal for use by the AOA indexer. color-coded symbols arranged vertically. The AOA indexer.0Figu11! 1-51. This correction may be used during landing approaches as visual direction toward optimum landing AOA. I AOA Displays INDICATOR INDEXER HUD DISPLAY ATTITUDE ~ • ~ • • q. AOA porta on the fuselage-mounted air data probe. located on the instrument panel. ~ ~1>. The fligbtpath marker aligned with the top oftbe bracket indicates 11 degrees AOA. The HUD AOA display is only available with the NLG lowered. The indexer provides a visual bead-up indication of aircraft AOA by illuminating the symbols individually or in combinations as shown.FAST Ia3sr~~~ - . and a vertical scale AOA indicator. The HUD AOA bracket and fligbtpath marker provide a visual head-up indication of aircraft AOA. The AOA indexer operates continuously with the LG handle up or down. located on the top left side of the glareahield. an ADe. A dimming lever. In flight. consists of three Refer to figure 1-51.. an AOA indexer. The fligbtpath marker centered on the bracket indicates 13 degrees AOA. an AOA correction device in the CADC. ~'LOW ~~S---ON . A true AOA signal is sent from the ADC to the FLCe and is used for stabilization and AOAlg limiting.:>- ~O~ ~ • 1-138 • I. The indexer lights are tested by activation of the MAL & IND LTS switch on theTESTswitch panel. the airflow direction is sensed by the conical AOA probes and the ADA ports of the fuselage-mounted air data probe. located on the left side of the indexer. AOA Indexer Refer to figure 1·51.:. HUD AOA Display AOA Indicator Refer to figure 1-51. . controls the intensity of the lighted symbols. and other avionic equipment.'0 13 Q ~ II ~'. The tape is color coded from 9-17 degrees to coincide with the color-eoded symbols on the AOA indexer. _.T . The AOA signals from all three sources are sent to the ADe for comparison and correction to true AOA which is used for LEF scheduling.".

this position energizes the pitot. The PSA supplies static and impact pressure signals and single AOA signals to the ECA. Ai r Data Probes The probe heat monitor monitors current flow to the pitot. internal or external) or improperly installed AOA transmitters can result in erroneous AOA data at weight off wheels. and the total temperature probe heaters ~ and the probe • heat monitor. PROBE HEAT Switch • The PROBE HEAT switch is located on the TEST switch panel. and AOA probes (total temperature probe current is not monitored). Interference from foreign objects (especially ice. Reporting of false high AOA concurrently from two sources can cause the FLCC to command full nose down pitch which is impossible for the pilot to stop. the probe heat monitoring system is inoperative. static pressure. The pitot. fuselage air data.1F-16A-1 AIR DATA SYSTEM Refer to figure 1-52. Ice on/in the probes is eliminated by using probe heat prior to takeoff. and air temperature inputs. this position • performs a functional test of the probe heat monitoring system. One air data probe (pitot probe) is mounted on the nose and provides a dual source of static and total pressure.O. LESS ~ the left side of the engine nacelle air inlet. AOA. These air data parameters are processed and supplied to various systems.T. Two air data probes provide data inputs to the air data system. AOA Transmitters • ~ • The AOA transmitters are mounted on each side of the radome and each provides four signals to the ECA proportional to local AOA. fuselage air data. The other air data probe is mounted on the forward right side of the fuselage and provides a source of AOA. circuits deenergized. Change 5 1-139 . fuselage air data. If the caution light does not illuminate or if it illuminates but does not flash.On the ground. regardless of the PROBE HEAT switch position. Probe Heat Monitor ~ I Proper AOA transmitter and fuselage air data probe operation is essential for safe flight operation. sideslip. Total Temperature Probe TEST . These two ports provide inputs to a differential pressure sensor for angle-of-sideslip measurement. and the total temperature probe heaters are on anytime the aircraft is airborne. AOA.On the ground.On the ground and in flight. Static Pressure Ports Two flush-mounted static pressure ports used for measuring sideslip are located on the fuselage left and right sides aft of the forward equipment bay doors. sideslip. Ground use of probe covers protects the system from foreign objects and moisture intrusion. The probe is located on the ~ underside of the right forebody strake. Functions are: • PROBE HEAT . The measurement is also used to compensate the third AOA source error. The monitor operates anytime the aircraft is airborne. The test feature does not verify proper operation of the probe heaters. and total pressure. If the current flow decreases below a certain value. • OFF . The PROBE HEAT caution light flashes 3-5 times per second. AIR DATA CONVERTER (ADC) The total temperature probe provides the CADC with an analog signal which is required for true airspeed and air density computation. The air data system uses probes and sensors to obtain static and total air pressures. AOA. the monitor illuminates the PROBE HEAT caution light. The PSA contains sensors which convert pneumatic inputs from the pitot probe and the fuselage air data probe pressure ports into electrical signals. The ADC is comprised of the PSA and ECA. regardless of the PROBE HEAT switch position. The probe of the transmitter protrudes through the radome to align with the airstream.

16A.e = PSL = PSR = ELECTRICAL TOTAL PRESSURE STATIC PRESSURE AOA PROBE STATIC PRESSURE STATIC PRESSURE.1 Air Data System Schematic (Typical) FLUSH STATIC PORT I I rRlGHTSiDE I I 0 0 0 0 0 0 I PSR I --J SIDESLIP DIFFERENTIAL PRESSURE SENSOR AOA TRANSMITTER LEFT/RIGHT SIDE CAUTION LIGHT PANEL L ___ HEMISPHERICAL (Portion of fuselagemounted air data probe) VERTICAL VELOCITY IND ----l ECA L--l FUSELAGE~ MOUNTED AIR DATA PROBE Pa 2 CE~====:===tt$===Et.10.:z::j AI R DATA CONVERTER PT3 (ADC) I I ~~~~ Pa 1 PSA I I I L ___ _ FLUSH STATIC PORT 'LEFT S I D E . LEFT STATIC PRESSURE. 1-140 Change 12 .i 0 l_ I I 00 AIRSPEED/MACH IND 1 L _ _o_~ FLCS COMPUTER CAUTION LIGHT PANEL AOA INDEXER CENTRAL AIR DATA COMPUTER (CADC) LEGEND: -PT = Ps = Pa = P. RIGHT USING SYSTEMS: • ALTIMETER • FIRE CONTROL SYSTEM (HUD AND FCC) • AOA INDICATOR • IFF TRANSPONDER • PROPULSION • NAVIGATION ECS FLIGHT CONTROLS AUTOPILOT (ECA) SELF TEST (ECA) • LESS ~ FLIGHT LOADS RECORDER • [8Q] SFDR 1 F-16A-1-1086X@ TOTAL TEMPERATURE PROBE I • • • • Figure 1-52. 1F.

The ADC and LE FLAPS caution lights and DUAL FC FAIL warning light may illuminate for high AOA (above 29 degrees) and/or sideslip maneuvers. The warning and caution lights (except MASTER CAUTION) are not press-to-test or press-to-reset lights. and then transmits the data to the using systems. Discrete voice messages are provided when certain conditions occur. The fixed volume voice message does not blank other audio and. and flight control gains scheduled for low airspeed flight conditions. A dual malfunction of static or impact pressure or pressure ratio signals results in the following: • Illumination of the ADC. caution. • Activation of FLCS standby gains. A signal malfunction in any of the sensor signals illuminates the ADC caution light. may not be heard. except the MASTER CAUTION light. To reengage a released light.141 . The CADC has continuous BIT and initiated BIT features. AOA. the IPW200 I EEC. The ratio of impact to static pressure is generated within the ECA and is used along with AOA and static pressure for LEF scheduling. The warning message (WARNING-WARNING pause WARNING-WARNING) is automatically activated 1. illumination of the ADC caution light. pull it out slightly and then press to reengage the module. All of the lights. The caution message (CAUTION-CAUTION) is automatically activated 7 seconds after the illumination of any light on the caution light panel. Red warning lights and the amber MASTER CAUTION light are all located on the edge of the glareshield. VOICE MESSAGE SYSTEM (VMS) The VMS provides a warning message.1 The ECA converts signals from the PSA into four identical signals for each required parameter (AOA. located on the caution light panel. The warning/caution messages are reset for subsequent activation by: • Resetting the HUD WARN RESET for VOIce warning. Pressing these lights releases them from their modules and deactivates them. After recovery. CADC Caution Light The CADC caution light. I The ADC caution light. This pressure ratio. and total temperature inputs. reset lights and continue normal opera- I tions. are described under their respective systems. illuminates whenever a malfunction is I 1. therefore. O.T. 1F. converts the inputs into digital data. initiated BIT is run during the FLCS self-test. AOA. ADC Caution Light detected. and impact pressure). WARNING. this section. CAUTION. If there is a mach signal failure from the CADC. • Eliminating the condition that originally activated the lights and messages. • Loss of autopilot. illuminates whenever a single or dual failure occurs in the sensing of static and/or impact pressures or AOA. and LE FLAPS caution lights and the STBY GAINS light (on the FLCP). and indicator lights are used throughout the cockpit to call attention to a condition or to allow an item to be easily read. FLT CONT SYS. The light also illuminates due to an error in impact/static pressure computation. The CADC receives total and static pressures. Monitoring is provided in the ECA to detect single and dual malfunctions of the triplex sensor signals.5 seconds after illumination of any warning light on the glareshield. the voice caution message does not occur. static pressure. Refer to STANDBY GAINS. If the MASTER CAUTION light is reset immediately after its illumination. a caution message. I PW2201 ENGINE FAULT caution light also illuminates. • Resetting the MASTER CAUTION for VOIce caution. Pitot probe tip icing results in erroneously low airspeed indications. CENTRAL AIR DATA COMPUTER (CADC) I • Refer to figure 1-53 for a signal flow diagram showing the systems interacting with the CADC. AND INDICATOR LIGHTS Refer to figure 1-54.16A. located on the caution light panel. and impact pressure are supplied to the FLCe for gain scheduling. or discrete messages. Warning.

. 1-142 Change 12 . ~ PRESSURE ALTITUDE . BAROMETRIC SETTING ALTIMETER AIMS CODE PRESSURE ALT VALID .. 1 0... p IFF TRANSPONDER . .. 400 Hz ELECTRICAL POWER ALTITUDE ENGAGE .92) TRUE AIRSPEED .92) p . O. DISCRETES .. CALIBRATED AIRSPEED AOA PRESSURE ALTITUDE (29. PRESSURE ALTITUDE (BARO) COMMAND WORD .T. AND PRESSURE ALTITUDE RATE PRESSURE ALTITUDE (29. ENVIRONMENTAL CONTROL SYSTEM .../LAND CONFIG WARNING LIGHT DISCRETE BASED ON CALIBRATED AIRSPEED. MACH NUMBER .. PRESSURE ALTITUDE (29.....PRESSURE ~ ALTITUDE RATE 115 VAC. p t AOA TRANSMITTERS MACH NUMBER po AOA INDEXER PROPULSION CONTROL SYSTEM FLIGHT CONTROL PANEL BIT ENGAGE ELECTRONIC RESET AOA .. 1F. PRESSURE ALTITUDE. AVIONIC SYSTEMS AND IpW220\ EDU CADC STATUS AIR DENSITY RATIO TRUE TEMPERATURE PRESSURE ALTITUDE MACH NUMBER ..1 6A... AOA INDICATOR CADC FAIL STATUS CAUTION LIGHT PANEL 1 F-16A-1-1 087X@ Figure 1-53.O..92) p PRESSURE ALTITUDE (BARO) CALIBRATED AIRSPEED TRUE TEMPERATURE AOA po ..1 CADC and Interfacing Systems STATIC PRESSURE NOSE-MOUNTED AIR DATA (PITOT) PROBE TOTAL PRESSURE CENTRAL AIR DATA ___ TOTAL TEMPERATURE COMPUTER (CADC) TOTAL TEMPERATURE PROBE T. p p ... p STANDARD FLIGHT DATA RECORDER (SFDR) ~ MACH NUMBER CADC FAIL STATUS BIT ENGAGE PRESSURE ALTITUDE po I ELECTRONIC RESET ELECTRONIC COMPONENT ASSEMBLY (ECA) p CALIBRATED AIRSPEED po FLIGHT LOADS RECORDER LESS ~ AOA .

is a two-position switch. ~ T. IF-16A-34-1-3 or 1M T. illuminates shortly after an individual light on the caution light panel illuminates to indicate a malfunction or specific condition exists. • ALTITUDE.O. INHIBIT should only be used to clear a voice message which repeats abnormally. • Barometric altitude is below the entered MSL ALOWvalue. each word is heard one time.10. located on the left upper edge of the glareshield. IF-16A-34-1-1. IF-16A-34-1-3 or 1M T.O.Advises that the IFF code should be changed. • LOCK. ~ The MASTER CAUTION light is a repeater and cannot be reset individually. ~ T. IF-16A-34-1-4 for a detailed description. Refer to T. • CAUTION.O. • JAMMER . The following two lights must be reset at the respective system control panels: • FLT CONT SYS . IF-16A-34-1-3 or 1M T. • BINGO-BINGO . Refer to T. IF-16A-34-1-4 for a detailed description. The VMS does not function with WOW.O. LESS ~ the battery bus. IF-16A-34-1-4 for a detailed description. • BINGO.O. Placing the switch to INHIBIT disables all voice messages.O. it can be tested by pressing the MAL & IND LTS button on the TEST switch panel. ~ T.O.) • LOCK-LOCK. The MASTER CAUTION light may be reset by depressing the face of the light unless it is illuminated by the FLT CONT SYS or ELEC SYS caution lights.O. located aft of the stick.O. ELEC CAUTION RESET button. FCS CAUTION RESET button. Priority sequence is: • PULLUP. the switch is safety-wired in VOICE MESSAGE.Advises that radar has locked on to target. IF-16A-34-1-1.Advises that the bingo fuel warning has been activated. However. • JAMMER. Refer to T. CAUTION LIGHT PANEL Refer to figure 1-54. • IFF . The light can be checked by depressing the MAL & IND LTS button on the TEST switch panel.O. The caution light may appear nonresettable in situations where the ELEC SYS caution light is rapidly flashing or cycling on and off. Placing the swikh back to VOICE MESSAGE enables normal operation. I Change 13 1-143 . • PULLUP-PULLUP-PULLUP-PULLUP .Advises that: • Descent is occurring after takeoff. ~ T. (Message is heard during ground test. • IFF. IF-16A-34-1-1. IF-16A-34-1-1. Unless it is reset.lF-16A-1 Messages are: • ALTITUDE-ALTITUDE . IF-16A-34-1-4 for a detailed description. MASTER CAUTION LIGHT The MASTER CAUTION light.O. The VOICE MESSAGE switch. Refer to T.FLCP. • WARNING. It does not illuminate in conjunction with the warning lights. • Radar altitude is below the entered radar ALOW value. All voice messages have priority over the low speed warning tone and LG warning horn. Refer to figure 1-3. Positions are marked VOICE MESSAGE and INHIBIT. the MASTER CAUTION light remains illuminated as long as the individual caution light is illuminated. VOICE MESSAGE Switch I!l ~ I I I I I or~ Refer to T.Not operable in flight.ELEC control panel. IF-16A-34-1-3 T.O. IF-16A-34-1-1.O. The VMS is powered by ~ battery bus No. IF-16A-34-1-3 or 1M!! T. The caution light panel is located on the right auxiliary console. IF-16A-34-1-4 for a detailed description. • ELEC SYS . ~ T. During normal operation. The light should be reset as soon as feasible so that other caution lights can be monitored should additional malfunctions or specific conditions occur.Advises that an immediate pullup is required.1. Exception: Certain aircraft battery charging system or FLCS battery system failures can result in a nonresettable ELEC SYS caution light.O.O. Voice messages are also prioritized. During test.

. 1F-16A-1 Warning.. l eo .".....144 . ENG • & JET START CONTROL PANel £ ....... and Indicator Lights ~ IBF I (Typical) Block 10 LG CONTROL PANEL ADA INDEXER THREAT WARNING ••... C'''-....I~'!..0 ...J... "' c::r • THREAT WARNING i 0... • > ElEC CONTROL PANEL " ' TEST SWITCH PANEL lACAN CONTROL PANEL FlCP U-UIA 11088 IX.. ...... ~Mn • . Caution.. (-o. ..r STICK IFF CONTROL PANEL DE I I] ) .T..~ ..~ • om"" • ... eo .. EPU CON TROL PANEL . (Sheet 1) 1. FIgure 1-54... .0..

@ NWS & NWS CONTROL BUrrONl :0 o " R ..'CATOR ~D ~ ~ IPW2Zo i CAUTION UGHT PANEL TAKE CONTR PANEL rnB ~\!l dIlH§ o~ i lmJi il 0 CHAFF/ FLARE CONTROL PANEL ECM POD CONTROL PANELS If· l 6A·'·'068·ZX. TO A K " .. 'l:l' .. . (S heet 2) 1-145 . lF-16A-1 AR STATUS/NW S INDICATOR ell ell ell ~ "· 0 . RADI O CHANNELl FREQUENCY INDICATOR IPW200 i CAUTION UGHT PANEL MARKER BEACON . Figure } ·54.1 0 . 'l:l' III III [.

Caution."'-..I X.T...- u 0 "" '" .. ~ THREAT WARNING """ 0 ~ R AS DE .. ... _ .. l 0 --.. 0 . . (Sheet 3) 1-146 .©~ ...'" !Cal PUR ~ LG CONTROL PANEL ...-. "".1F. 0 """'" RADIO SEl PANEL lACAN CONTROL PANEL IF-I6A. ~Tt w Wo\l!lll~ THREAT . Figure 1·54.1-1089..16A-l Warning."'" "".O. and Indicator Lights IBRI (Typical) Block JO AaA INDEXER THREAT WARNING ~ '5': c 1 OVERRIDE STICK LIGHT [I I .."no< VI...

1F-16A-1 AR STATU S/NWS INDICATOR o I ROY. ~ Ipw @ 200 1CAUnON LIGHT PANEL @ @ . (Sheet 4) 1-147 . RADIO CHANNEll FREOUEN CY INDICATOR @ (") ~ ~ MARKER SEACON t • · '~ .O. ~ . < • < oc ~ NWS CONTROL BunON/lNOICATOR NW S ~ Ipw @ 220 1CAUTION LIGHT PANEL IF· l 6A· l 089·zxe Figure 1·54. Ciif' "·~I .T.

8~1 EPU CONTROL PANEL ELEC CONTROL PANEL fO ~ " w. S"i"l'" .'" ~.148 ..n .l Warning. (Sheet 5) If · 16 .. and Indicator Lights [8] IBFI(Typical) Block J5 CG CONTROL AOA INDEXER I§l ~ PANEL C ~ m~ THREAT WARNING OVERRIDE STICK LIGHT [II] rnB IFF CONTROL PANEL . · '-1090. Caution.O£ ""' . • IolllTl.. ENG & JET START CONTROL PANel THREAT WARNING ..T.O. 0 .1X. 1..• • . Il-"CH At l _ E p U . lACAN CONTROL PANEL TEST SWITCH PANEL Rep Figure I -54..... ' . 1F-16A. ow.awE. n ..

1oIl . .t" ["'..0 "" • o RADIO CHANNEl/ FREOUENCY INDICATOR IPW200 ] CAUTION LIGHT PANEL NWSCONTROl BUTTON! ~ ~ [@W .'CATOR II II I... ' ' ~~ " c~~..'"" ." • M' " Hf . (Sheet 6) Change 12 1-149 .IO.. .' . • .'" r· " I I IPW220 I CAUTION LIGHT PANel • LESS~ . 61 Figure 1·54." .. ..- ".. .III • • k ' ~. IF-16A-l AR STATUS/NWS INDICATOR • • • ~i" " . " S '. . .~...~ ~B3~ o m ~~ ~d I E8~ O I " CHAFF/FLARE CONTROL PANEL ECM POD CONTROL PANELS 11 16A. '_ ~.' 1090-2.~~ IF ' .

! 09 1_1)1. . E RADIO SEL PANEL lACAN CONTROL PANel I F_ l M..o.T. Figure 1-54. 0 " 0 """ d) [IIOOXI] - t:~CI 0 d) @I~ ~@ II[t TfI .M"""" . (Sheet 7) 1-1 50 . 1~ . and Indicator BRJ (Typical) Block 1. O. .02 ~ ..~ "'" /i. <'» . I RADIO CHANNEll FREQUENCY INDICATOR .~ ..5 Lights J AOA INDEXER THREAT WARNING OVERRIDE LIGHT STICK rn 9~: :I~ ·..]..~ R AS DE I l 0 """" 0 . 1F-16A-1 Warning..~ <'» lG CONTROL PANEL ~ THREAT WARNING .I .IA .THREAT M .a. Caution.

£• • MM" .:. ""'11(. • '" .~ on . "' • S·"$ -.. €il 'LESS~ €il- BunON/lNOICATOR [PW22 ::Q] CAUTION lIG111 PANEL Figure 1-54.~ ""...1F.'. .~ " "" . " .~ :.~ o _ -rs {¥ -~ .... (1 '1 .< ~ [PW2oo l CAUTION LIGHT PANEL €il "...) "" _c . ...1 AR STATUS/NWS INDICATOR CAUTION ~R o MARKER BEACON .' _ 0..' ... . "". ~ .. €il €il ..: NWS CONTROL .16A. ~ "'" • '. I I 11 16A 1 1091-2B...to.. 'x· ~.I!r~ . (Sheet 8) Change 12 1·151 ... . . '" rei!' ~ • J'< • . •• " aU"..!. •• • ~ ~~ .:.' . ~ ~~"C'_ (..' "'M • 'i:' ". €il €il .. .... . .. .

the LG warning horn.. The PFL displays failed subsystem. and indicator lights (except the FLCP SERVOS and dot lights).. SERVO ELEC RESET switch (ELEC position). orl PW2201 ENGINE FAULT caution lights. FALT ACK button.V ® NI ~I~"'" SP NA NORM RDR FIX TCN _ \.FCNP.FLCP. There are two conditions which may display PFL faults.. AB RESET switch (AB RESET position). CADC . The MASTER CAUTION light illuminates. and ECM pod control panel lights. The PFL is designed to display faults of concern to the pilot which Pilot Fault List (PFL) (Typical) 2 6 ~==============~ \. caution. providing a visual indication of an aircraft system malfunction.V I all 2L ". ADC. The AVIONICS or I PW2201 ENGINE FAULT caution lights illuminate to isolate the fault to its respective system. MAL & IND LTS Test Button The MAL & IND LTS test button.o. specific test.V0\..T. Time of First Occurrence 6. degree of severity. 1F-16A. AVIONICS. voice messages. operates relays which test the illumination of all warning. OEST . ISC AI.J C STDR I> T HOG OVER flY G= DEST ~~ ~~8~~ \l.... J..ENG are not otherwise obvious from cockpit indications. T CAL \ POS I .:::J Q IMODElnlDATAln FALT SEL U OPT U ACK F / [ N A V ALT'Sl TEST' ~ 0 CRUIS~WINO STRG 'BCN \ . 1-152 Change 3 . ""..1. Failed Subsystem 4. number of occurrences and time of first fault. • 1PW2201 ENGINE FAULT . PILOT FAULT LIST (PFL) I Refer to figure 1-54. The FCNP display returns to normal subsequent to the display of all previously 1 I & JET START panel. This action results in a fault code display on the FCNP (5 seconds for each previously unacknowledged fault) and resets the MASTER CAUTION. • LE FLAPS.1. located on the TEST switch panel.. Further isolation to the particular subsystem is available by depressing the FALT ACK button on the FCNP... The normal PFL report is structured to minimize actions required to isolate avionics or PW220 engine faults and their impacts and/or limitations on current modes of operation.-:~ ~ ~ ~ If\ 9 (S::\ V U f:\ ('W\ \. Degree of Severity (0 thru 6) 2.1 The following caution lights may be reset at the system control panels: • AVIONICS . Number of Occurrences 5. a normal pilot report and a pilot fault recall .J f:\ ~ r-:'\ f:\ V = 1. Test Number Failed 3. FALT ACK Button 1F-1SA-1-1092X@ Figure 1-54. The PFL is displayed on the FCNP located on the ~ ~ left console.

[A] identification light are controlled from the EXT LIGHTING control panel. IF-16A-34-1-1. repetitive illumination of the AVIONICS or I PW2201 ENGINE FAULT caution lights by an intermittent fault is blocked to prevent annoyance reports. 5. IF-16A-34-1-3 or ~ T.O. EXT LIGHTING' Control Panel [8JIBFI (Typical) 12 ANTI COLLISION FLASH 3 4 POSITION WING/TAIL - ~L FUSELAGE 1. and empennage. ANTICOLLISION Switch FLASH STEADY Switch WING/TAIL Switch FUSELAGE Switch AERIAL REFUELING Knob MASTER Switch FORM Knob -BRT-- I -OFF STEADY XH T E GOFF --DIM-- (QDj~ G~T 1 7 T FORM MASTER NORM AERIAL REFUELING ~~T W 6 OFF 1 ~==I=~ 5 IF-16A-l-0041A ® Figure 1-55.1 unacknowledged faults in the PFL. The light is directed aft to flood the receptacle.O. All of the exterior lights except the landing and taxi lights and ~ and ~ ~ A white light is mounted on the upper leading edge of the vertical tail and is directed forward to flood the AR receptacle and upper fuselage. Air Refueling Lights I Refer to T. From the rebuilt PFL. (Sheet 1) Change 13 1-152.2 blank) . fuselage.16A. 6. O. The pilot can initiate a recall of current fault status by depressing the FALT ACK button when there is no unacknowledged pilot fault present. The PFL is designed to store acknowledgment of each fault. Vertical Tail-Mounted Floodlight ~ LIGHTING SYSTEM EXTERIOR LIGHTING Refer to figure 1-55.1/(1-152. 4. 2. 3. I@I T. the current faults are reported in sequence on the FCNP for periods of approximately 5 seconds each until all faults contained in the list have been displayed. wing. The AR slipway contains embedded lights on each side of the slipway. Depression of the FALT ACK button clears all faults in the PFL (except radar self test faults 004 through 092). 1F. The light illuminates by the OPEN position of the AIR REFUEL switch. The PFL recall allows review of current faults. The AR floodlight shares the housing of the top fuselage formation light.O. initiates a survey of all current malfunctions. Position/Formation Lights Refer to figure 1-56. These lights are enabled when the AIR REFUEL switch is in OPEN.T. and rebuilds the PFL. 7. Anticollision Strobe Light The anticollision strobe light is masked to minimize projections in the cockpit. IF-16A-34-1-4 for a detailed description. Once a fault has been acknowledged.

.

varies the red and green wingtip lights from off to bright OFF DIM I 4. ANTICOLLISION Switch POSITION ANTICOLLISION OFF 2. FORMKnob Variable from off to BRT Figure 1-55. Turns on the red and green inlet lights and the white light at the trailing edge of the vertical tail dim Turns on the white floodlights at the base of the vertical tail bright Turns off the white floodlights Thrns on the white floodlights dim Varies the AR slipway lights from off to bright if AIR REFUEL switch is in OPEN Enables all exterior lights excoot landing ID lights and taxi and ~ and [QE] Ifm Disables all exterior lights except landing and taxi and ~ and ~ Ifm IA1 ID lights Varies the white formation lights on top and bottom of fuselage and. Block 15 dim. AERIAL REFUELING Knob Variable from off to BRT NORM OFF 6. WING!I'AIL Switch BRT FUNCTION Turns on the white anticollision strobe (flash) light on top of vertical tail Turns off the anticollision strobe light Causes the lights controlled by WING!I'AIL switch to flash when turned on Causes the lights controlled by WING!I'AIL switch to light steady when turned on Turns on the red and green wingtip and inlet lights and white light at trailing edge of vertical tail bright Turns off the white light at trailing edge of vertical tail and the inlet lights.O. FUSELAGE Switch BRT OFF DIM 5. when the WING/ TAIL switch is OFF. FLASH STEADY Switch FLASH STEADY 3.T. Allows the red and green wingtip lights to be controlled by the FORM knob Turns on the red and green wingtip lights Block 10 bright. 1F-16A-1 EXT LIGHTING Control PanellAllIE] (Typical) CONTROL 1. MASTER Switch 7. (Sheet 2) Change 1 1-153 .

The HIGH INT position of the FLOOD CONSOLES knob provides thunderstorm lighting.Disables ID light. flush-mounted target ID light is installed in the left forward equipment bay door.16A-1 Exterior Lighting (Typical) BLOCK 15 VERTICAL TAIL MOUNTED FLOODLIGHT (WHITE) POSITION/FORMATION LIGHT (GREEN) (TOP AND BOTTOM) ANTICOLLISION STROBE (WHITE) POSITION LIGHT (WHITE) (AFT SIDE) AR (FLOOD) (WHITE) (FORWARD SIDE) FORMATION LIGHT (WHITE) (BOTH SIDES) FORMATION LIGHT (FUSELAGE LABEL ON CONTROL PANEL) (FLOOD) (WHITE) POSITION LIGHT (R-GREEN) (L-RED) POSITION/FORMATION LIGHT (RED) (TOP AND BOTTOM) TAXI LIGHT (RMLGI LANDING LIGHT (LMLG) 10 LIGHT (WHITE) IADIANDI1m~CAJ 1F-16A-1-1093xe Figure 1·56.The ID light is turned on after LG is retracted. INTERIOR LIGHTING Refer to figure 1-57. The light goes off during LG retraction if the switch is left in either the LANDING or TAXI position. • TEST . Identification (ID) Light ~ A white landing light is located on the left MLG strut. The switch has positions of LANDING. The light is angled to illuminate the landing area.Momentary position which allows a functional test of the ID light on the ground or when the LG is extended. Landing and Taxi Lights • OFF . and TAXI. The beam points 70 degrees left of forward and 10 degrees above the aircraft horizontal centerline plane. The interior LIGHTING control panel contains the power and intensity controls for the primary (console and instrument) and secondary (flood) lighting systems for the cockpit. O.T. Identification (ID) Light ~ 1m ~ A white. Functions are: • ID LIGHT . The lights are turned on by the three-position LANDING TAXI lights switch located on the LG control panel. A white. OFF. A white taxi light is located on the right MLG strut. The light is turned on by the TAXI position of the LANDING TAXI lights switch after LG is retracted. 1F. 1-154 . The beam points 70 degrees left of forward and 10 degrees above the aircraft horizontal centerline plane. flush-mounted target ID light is installed in the left forward equipment bay door. The ID light is controlled by the three-position ID LIGHT switch located on the MISe panel.

Rotating the knob cw varies the intensity of the primary and auxiliary console lighting from dim to bright. The knob controls the lighting of the ReF! from off to bright. O. MAL & IND LTS Switch PRIMARY INST PNL Knob The PRIMARY INST PNL knob has a cw arrow pointing toward BRT. Interior LIGHTING Control Panel (Typical) 2 w[@ L I G H T 6 BRT G N I --FLOOD-CONS1. PRIMARY INST PNL Knob 3.1 PRIMARY CONSOLES Knob FREQ DISP Knob lim The PRIMARY CONSOLES knob has a cw arrow pointing toward BRT. and indicator lights except the following: Cannot be dimmed: • FLCP fault lights The NAVIFREQ DISP knob has a cw arrow pointing toward BRT.ES INST PNL MAL & INO LTS rnBJ 4 ~ IIBI \ OFf HIGH INT BRT BRT DIM 5 W~ ~ BLOCK 10 BLOCK 15 1. MAL & IND LTS Intensity Switch 5. Rotating the knob cw varies the intensity of the forward instrument panel lighting from off to bright. NAV/FREQ DISP Knob ~ [Ill The MAL & IND LTS switch has positions of BRT and DIM and a. 1F. FLOOD INST PNL Knob 6.. PRIMARY CONSOLES Knob 2. The knob controls the lighting of the FCNP and RCFI from off to bright. spring-loaded unmarked center position. momentary activation of the switch to DIM places the lighting system to the dim condition. or if nonessential dc power is lost. 00 [jf] NAV/FREQ DISP Knob FREQ DISP Knob 4. FLOOD CONSOLES Knob 1F-16A-1-1094xe Figure 1-57. The system automatically returns to the BRT condition if the FLOOD CONSOLES knob is turned past the detent to HIGH INT. The switch controls the light intensity of all the warning.T. if the PRIMARY INST PNL knob is turned off. The BRT condition can be manually selected anytime. The FREQ DISP knob has a cw arrow pointing toward BRT. If the PRIMARY INST PNL knob is on. caution.16A. 1-155 .

the utility light may be attached to an adjustable sliding holder located on the right body positioning handle (towel rack). To release the light from its stowed position. Rotating the knob cw varies the console floodlights intensity from off to bright. Utility Light and Spotlights (Typical) PUSHBunON SWITCH ROTARY KNOB / QUICKDISCONNECT PLUG HOLDER ON RIGHT BODY POSITIONING HANDLE (TOWEL RACK) UTILITY LIGHT 1F-16A-1-1 095X@ Figure 1-58. the MAL & IND LTS automatically go to bright and the alphanumeric displays controlled by the NAVIFREQ DISP knob go to the highest intensity level. includes three controls: a pushbutton switch to allow momentary operation at the highest intensity level. but the MAL & IND LTS switch must be manually reset to DIM. adjusts the beam from flood to spot. • ARlNWS indexer.1.T. FLOOD CONSOLES Knob The FLOOD CONSOLES knob rotates from OFF to HIGH INT. LESS~ HIGH INT. • ECM pod control panel. • SCPo • TWS indicators. Utility Light IFF control panel REPLY and TEST lights. LESS ~ the battery bus. Rotating the knob cw varies the floodlights intensity from off to bright. With the canopy closed. The light is powered by ~ battery bus No. • ~ AIFF control panel REPLY light. located on the right console. • FCNP and RCFI display.1 Individually dimmed: • AOA indexer. The light can be locked back into position by placing the body of the light parallel to the sidewall fairing and pushing down firmly on the light assembly. FLOOD INST PNL Knob The FLOOD INST PNL knob has a cw arrow pointing toward BRT. if dim is desired.16A. and a lens housing which. CCW rotation past a certain point restores the alphanumeric displays to the intensity level set by the NAVIFREQ DISP knob. The utility light. when rotated. I . O. If rotated to Refer to figure 1-58. an OFF DIM BRTrotary knob to allow continuous operation at any desired intensity level. 1-156 Change 3 . 1F. lower the knurled collar at the base of the light and it will pop free.

1. and pulling the T-handle initiates the canopy jettison sequence independent of seat ejection. Successful completion of canopy bird strike testing (4 pound bird at 350 or 550 knots. facing forward). depending on canopy) requires that the canopy not deflect more than 2 114 inches in the area of the pilot's helmet. initiates the canopy jettison sequence followed by the seat ejection sequence. Depressing the button. plastic. In the stowed position (horizontal. The light is powered by the ~ battery bus No. Refer to figure 1-60. Overrotation of the knurled barrel may cause breakage of the bulb or rheostat. High energy bird strikes may cause canopy penetration or larger deflection waves. Impacts off center may not shatter the HUD glass. return it to the stowed position. This may be a consideration for adjusting seat height. then an underhand grip should be used to insure a straight pull and jettison.10. located on either side of the fuselage. Canopy Handle 00 [M] ESCAPE SYSTEM CANOPY The canopy handle. Change 11 1-157 . The handle also functions to inflate/deflate the canopy pressure seal. to turn the CANOPY warning light off/on.lF-16A-1 Cockpit Spotlights MANUAL CANOPY CONTROL Handcrank Refer to figure 1-58. the spotlight is off. Deflection of the canopy in the area of the pilot's helmet has been observed to be 1 to 2 inches during bird strike tests that were considered successful. opened. initiates the canopy jettison sequence independent of seat ejection. The canopy may be jettisoned by internal controls for in-flight or ground escape and by external controls for ground rescue. The cockpit spotlights are located under the upper left and right glareshields. The forward part is a single-piece windshield-canopy transparency which is hinged at the aft end and is unlatched. especially while flying at lower altitudes with helmet-mounted equipment. EJECTION SEAT Refer to figure 1-59. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON are inverted. 00 rnf] An internal MANUAL CANOPY CONTROL handcrank manually performs the same function as the canopy switch. Pulling the ejection handle (PULL TO EJECT). The FLCS batteries are disconnected from the FLCS inverters when the canopy is partially opened. An external flush-mounted CANOPY handcrank receptacle just opposite the inside manual drive is used for ground crew manual operation of the canopy. or closedllatched by an electrically operated actuator with a manual backup. and to mechanically prevent the canopy actuator from unlatching. To turn the spotlight off. Mode 1 is a low airspeed. Illumination intensity is controlled by turning the knurled barrel (dimmer). located on the front of the ejection seat. An inflatable pressurization seal on the cockpit sill mates with the edge of the movable canopy. transparent enclosure. an overhand or underhand grip may be used. The ACES II ejection seat is a fully automatic emergency escape system. 00 [M] There are two different CANOPY JETTISON T-handle configurations which may require different handgrips to insure proper canopy jettison. CANOPY CONTROLS AND INDICATORS Pulling the external canopy jettison D-handle. One of three ejection modes is automatically selected. CANOPY JETTISON The canopy is a two-piece. Due to the strength required to open the canopy with the handcrank. located on either side of the internal CANOPY JETTISON T-handle. The canopy provides some bird strike protection. The spotlight is turned on by pulling the spotlight barrel downward. LESS I!Q] the battery bus. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON engraved on the T-handle are upright. low altitude mode during which the recovery parachute assembly is deployed almost immediately after the ejection seat departs the aircraft. hinges down to cover and protect the internal canopy switch. Bird strikes on centerline at approximately eye level may produce enough canopy deflection to shatter the HUD combiner glass and cause rearward propagation of a deflection wave. 00 A smaller fixed transparency fairs to the fuselage aft of the seat. The canopy handle should be in the up (unlock) position prior to lowering the canopy. the method should be considered a last resort. located on the canopy sill just forward of the throttle. bubble-type. A noninflatable rubber seal on the canopy prevents the entry of water when the cockpit is not pressurized.

Canopy Switch (external) (spring-loaded to center) 10.10. [AJ~ Canopy Handle (shown in unlocked position) 2. [8Jrn£l Canopy Switch (internal) (spring-loaded to center from down position) 3. [8Jrn£l MANUAL CANOPY CONTROL Handcrank 6. CANOPY JETTISON T-Handle 7. CANOPY Warning Light 4.1 Canopy Controls and Indicators (Typical) NOTE: If the internal canopy switch is in the up position. the canopy cannot be closed using the external canopy switch. 2 1 3!CANOPY! LESS 5 6 a3 3 !CANOPY! (Left side panel. Canopy Lock Access Plug (external) 1 F-16A-1-0045A@ Figure 1-59. 1F-16A. CANOPY Handcrank Receptacle (external) 9. forward cockpit) 6 4 7 10 8 9 4 1. Canopy Jettison D-Handle (each side of fuselage) 8. Ejection Handle (PULL TO EJECT) 5. (Sheet 1) 1-158 .

9. [!J Canopy Switch (internal) (spring-loaded to center from down position) rm Up Center Down Opens canopy Stops canopy motion Closes and latches canopy Canopy locked Canopy unlocked Jettisons canopy and ejects seat Opens canopy Closes and latches canopy Jettisons canopy independent of seat ejection 3. POSITIONIINDICATION Up Down Unlocks canopy Locks canopy FUNCTION [!J rnfI Canopy Handle 2. (Sheet 2) Canopy Lock Access Plug (external) Remove access plug 1-159 . CANOPY JETrISON T-Handle Pull (depress either button). Fwd Access to unlock internal canopy handle Refer to EMERGENCY ENTRANCE AND CREW RESCUE. Canopy Warning Light (red) Ejection Handle (PULL TO EJECT) [!J lIE1 MANUAL CANOPY CONTROL Handcrank Off On 4. 5. 1F-16A-l Canopy Controls and Indicators (Typical) CONTROUINDICATOR 1. Section III Figure 1-59.lO. Pull Rotate ccw Rotate cw 6. [!J mEl There are two CANOPY JETrISON T-handle configurations which may require different handgrips Pull (approximately 6 feet) (either handle) Rotate cw Rotate ccw 7. Canopy Jettison D-Handle (each side offuselage) CANOPY Handcrank Receptacle (external) Canopy Switch (external) (spring-loaded to center position) Jettisons canopy independent of seat ejection Opens canopy Closes and latches canopy Opens canopy 8. [!J Up [!] Aft Center Stops canopy motion Closes and latches canopy [!J Down 00 10.

9. 10. 4. 11 SIDE VIEW UWARS INSTALLED INERTIA REEL STRAPS RETAINING PIN (YELLOW) 10 RED PIN PROTRUSION INDICATES EXPENDED SEQUENCER 11 RECOVERY PARACHUTE ASSEMBLY SEAWARS INSTALLED JH. I SEAWARS/ UWARS NOT INSTALLED KIT DEPLOYMENT FWD AUTOMATIC AFT MANUAL I > (ROTATED 180°) 1. SURVIVAL KIT (UNDER SEAT PAN LID) Emergency Oxygen Green Ring SHOULDER HARNESS Knob Ejection Safety Lever RADIO BEACON Switch Survival KIT DEPLOYMENT Switch Ejection Handle (PULL TO EJECT) EMERGENCY MANUAL CHUTE Handle Survival Kit Ripcord Electronic Recovery Sequencer Battery Indicator SEAT NOT ARMED Caution Light [jBJ EJECTION MODE SEL Handle MAN~AUTO RADIO BEACON (ROTATED 180°) 1F-16A-1-1097B@ Figure 1-60.. (Sheet 1) 1-160 Change 3 .!l. 6. 5. 7.16A. 8. 1F.1 Ejection Seat Controls and Indicators (Typical) (FIXED PITOTS) EJECTION MODE SEL t-:~ INSPECTION HOLE __ . 2. AFT.~~- SEAT/HOSE DISCONNECT LAPBELT AND SURVIVAL KIT STRAPS SHOULDER HARNESS STRAPS/ RECOVERY PARACHUTE RISERS 7 ------w~:Y_.10. 3. 1 1.

3. 6. 6.0.. 2. (Sheet 2) Change 1 1-161 .. ..O SIDE VIEW 11 INERTIA REEL STRAPS RETAINING PIN (YELLOW) RED PIN PROTRUSION INDICATES EXPENDED SEQUENCER ft ENVIRONMENTAL SENSOR 5 ~. 11.a'~-- SEATIHOSE DISCONNECT SHOULDER HARNESS STRAPS/ RECOVERY PARACHUTE RISERS KIT DEPLOYMENT FWD AUTOMATIC Ifl MANUAL I > 7 T RETAINING PIN (BOTH SIDES) 1 (YELLOW) SURVIVAL KIT (UNDER SEAT PAN LlDI (ROTATED 180°1 4~3 RAD 10 BEACON 1. . !D...1..PITOT ~STOWED) EMERGENCY OXYGEN HOSE QUICK-DISCONNECT LAPBELT AND SURVIVAL KIT STRAPS 8---~ L.. 1F. 7....16A-1 Ejection Seat Controls and Indicators (Typical) (FLIP-UP PITOTS) INSPECTION HOLE - t.. 10.:~ ENVIRONMENTAL SENSOR PITOTS (EXTENDED DURING ~____... 8.. Emergency Oxygen Green Ring SHOULDER HARNESS Knob Ejection Safety Lever RADIO BEACON Switch MAN~AUTO SEAT NOT ARMED Caution Light Survival KIT DEPLOYMENT Switch (ROTATED 180°) Ejection Handle (PULL TO EJECT) EMERGENCY MANUAL CHUTE Handle Survival Kit Ripcord Electronic Recovery Sequencer Battery Indicator EJECTION MODE SEL Handle EMERGENCY OXYGEN PRESSURE INDICATOR H 1F-16A-1-1098A@ Figure 1-60. 4. EJECTION MODE SEL AFT .....EJECTION) _ .«i:!~.. 9.

not operational Selects ejection mode Refer to F -16B AIRCRAFr. 9. Ejection Safety Lever Up Down Prevents pulling of ejection handle Allows ejection handle to be pulled Selects manual mode Selects automatic mode Ejection safety lever up Ejection safety lever down Selects automatic mode Selects manual mode Jettisons canopy and ejects seat After ejection . Survival Kit Ripcord Electronic Recovery Sequencer Battery Indicator Pull White Red Deploys survival kit Sequencer thermal batteries not activated .operational Sequencer thermal batteries activated . 10. movement of shoulder harness 3. SEAT NOT ARMED Caution Light (amber) Survival KIT DEPLOYMENTSwitch Ejection Handle (PULL TO EJECT) EMERGENCY MANUAL CHUTE Handle On Off 6.T. this section 11. 1 F-16A-l Ejection Seat Controls and Indicators (Typical) CONTROUINDICATOR 1.ballistically deploys the recovery parachute assembly and releases lapbelt and inertia reel straps and unlatches the seat pan lid 4. A (forward) M (aft) 7. POSITIONIINDICATION Pull UNLOCKED (aft) LOCKED (forward) FUNCTION Activates emergency oxygen Unlocks inertia reel and allows free movement of shoulder harness Locks inertia reel and prevents forward Emergency Oxygen Green Ring SHOULDER HARNESS Knob 2. RADIO BEACON Switch MAN (green dot visible) AUTO (red dot visible) 5. (Sheet 3) 1-162 . Pull Pull I I 8. ~ EJECTION MODE SEL Handle (LIFT TURN) AFTINORMISOLO Figure 1-60.O.

the motor should operate normally. the beacon does not activate.T. • Change 12 1-163 . The seat adjustment motor is protected by a thermal relay which interrupts electrical power when overheated. Shoulder Harness Straps/Parachute Risers The ejection handle (PULL TO EJECT) is sized for one-handed or two-handed operation and requires a pull of 40-50 pounds to activate. the handle provides a backup to the automatic pilot/seat separation and recovery parachute deployment system. The motor is powered by nonessential ac bus No. SHOULDER HARNESS Knob The upper torso restraints consist of shoulder harness straps which also act as parachute risers. The handle remains attached to the seat by a wire cable after activation.0 MHz.1 Mode 2 is an intermediate airspeed. except that automatic pilot/seat separation and deployment of the recovery parachute assembly are delayed until safe airspeed and altitude are reached.2. The up position raises the seat. The KIT DEPLOYMENT switch has a manual (aft) or automatic (forward) position which selects the mode of postejection survival kit deployment. the beacon activates after pilot/seat separation. the inertia reel automatically locks. the seat will still be attached by the lapbelt and the inertia reel straps. Continued pull releases the lapbelt and inertia reel straps and unlatches the seat pan lid. located on the caution light panel. After a I-minute cooling period. O. The beacon may be activated when on the ground if the RADIO BEACON switch is placed to AUTO or it can be removed and manually operated as desired. The handle must be pulled approximately 6 inches. Mode 3 is a high airspeed/high altitude mode in which the sequence of events is the same as mode 2. while the down position lowers the seat. Eiection Safety Lever The lower torso restraint is the lap belt. Inertia Reel Straps The SHOULDER HARNESS knob unlocks the inertia reel when in the aft position and locks it when in the forward position. Center position is spring-loaded off.16A. In AUTO (red dot visible). [ID The caution lights illuminate independently of each other. Controls are provided to adjust seat height and lock shoulder harness. After ejection. The SEAT ADJ switch is located on the right cockpit sidewall outboard of the stick. Pulling the kit ripcord handle deploys the kit which remains attached by a 25-foot lanyard. If high longitudinal deceleration force or high shoulder harness strap playout velocities are encountered. The beacon transmits on 243. low altitude mode during which a drogue chute is first deployed to slow the ejection seat followed by the deployment of the recovery parachute assembly. SEAT NOT ARMED Caution Light The SEAT NOT ARMED caution light. illuminates when the ejection The RADIO BEACON switch allows the pilot to select AUTO or MAN. however. The first 2 inches of pull ballistically deploys the recovery parachute assembly. RADIO BEACON Switch ~ [M!l ~ M ~ The ejection safety lever mechanically safeties (in the up/vertical position) or arms (in the downlhorizontal position) the seat ejection handle. The inertia reel straps are attached to the parachute risers. Eiection Seat Controls and Indicators safety lever is in the up (vertical) position. and the survival kit under the latched seat pan lid. Lapbelt The EMERGENCY MANUAL CHUTE handle is locked while the ejection seat is in the aircraft. SEAT ADJ Switch Refer to figure 1-60. Survival Kit The survival kit is stowed under the seat pan lid. EMERGENCY MANUAL CHUTE Handle The inertia reel straps may be manually released after ejection by pulling the EMERGENCY MANUAL CHUTE handle approximately 6 inches. In MAN (green dot visible). 1F. Eiection Handle Refer to figure 1-3. The lapbelt may be released after ejection by pulling the EMERGENCY MANUAL CHUTE handle approximately 6 inches.

1-164 Change 3 . O. If the parachute is equipped with SEAWARSfUWARS. • AIFF mode 4. The recovery sequencer selects the correct ejection mode. The life raft. • ~ Seat ejection is initiated by pulling the ejection handle (PULL TO EJECT).T. EJECTION SEQUENCE TIMES Refer to figure 1-62. lanyards fire two seat ejection initiators. • the parachute risers are automatically released approximately 2 seconds after entering salt water. If the automatic pilot/seat separation and recovery parachute deployment system fails. and ignites two canopy removal rockets. ignites the stabilization package (STAPAC) rocket and the trajectory divergence rocket.1 Emergency Oxygen Emergency oxygen supply is automatically activated during ejection or may be manually activated by pulling the emergency oxygen green ring. EJECTION MODE ENVELOPES Refer to figure 1-61. fires the initiators for canopy jettison. and radio beacon antenna are deployed following pilotlseat separation when the Seat ejection also automatically selects AIFF EMER and performs an escape zeroize operation by purging coded electronic information associated with the following equipment: • DTC. CANOPY JETTISON/SEAT EJECTION. EJECTION SEAT OPERATION survival KIT DEPLOYMENT switch is in AUTO. survival kit. Refer to figure 1-63. pulling the EMERGENCY MANUAL CHUTE handle approximately 6 inches ballistically deploys the recovery parachute assembly and releases the lapbelt and inertia reel straps and unlatches the seat pan lid. This action retracts the shoulder harness straps and locks the inertia reel. A rocket catapult propels the seat from the cockpit exposing the seat environmental sensor pitots and activating the emergency oxygen. As the canopy leaves the aircraft. and (if in mode 2 or 3) initiates the drogue gun. 1F.16A. EJECTION SEAT PERFORMANCE Refer to figure 1-64.

38 1.3 5..33 second. 3.5 Figure 1-62.13 second at 600 KIAS.42 2. g: w o 100 200 300 400 600 " 700 AIRSPEED .17 1...0 0...) t/) t/) i: c w 8 c- " MODE 2 r--.0 NA NA 0..45 1. w -h-- 012 ~ o o 1\ .. -' r\. "r-.. 6.8 6. 1. 2.KIAS 1F-16X-1-0011X® Figure 1-61.. 4.20 NA 0. \ r--r-\ \ . 7.16A. MODE 3 --I- MODE 1 1\ \ ""500 "\ \ 0 " t\..75 second at 0 KIAS to 0.32 1. Change 11 .33-second delay for the rear seat and a 0...10. 1F.8 Mode 2 0.. the forward seat is delayed 0. Catapult Initiation Drogue Gun Fired Drogue Chute Inflated Parachute Fired Seat/Drogue Separation Pilot/Seat Separation Recovery Parachute Inflated Survival Kit Deployed TIME (SECONDS) Mode 1 0. Ejection Sequence Times NOTE: EVENT • In mode 3. • • • 1-165 • rID Times in the aftlforward sequence increase to include a O...73-second delay for the forward seat. events after drogue deployment are delayed until within mode 2 envelope. i' 5 « ~ 4 :.17 0. Ejection begins when canopy jettison initiates seat lanyards. 5. • Canopy jettison time varies from 0. In SOLO..1 Ejection Mode Envelopes I- w 16 r-~ LI. 8. Recovery parachute deploys 1 second after entering mode 2 envelope.

I :-I 0-0-- 9 Canopy Jettison/Seat Ejection MODE 1 MODE 2 (J) (J) T = 1...32 ~ '> ---- =:aE) ~ ~ ~ @T~1.3Sgf cS)~ ®T=O..17~ ~- ~_o ~Figure 1-63. ~_u ~- • • • 1 F-16X-1-0012X ® .42 ~ @ T = 1...17FCD @T ~ O.8 T = 2.8 II I » I 0-- :::r o :J () CO m • ~ ~ ~@T=1.

...-" i--' ... ... ' I I i.... . " .r l..~v ~ . "... w (J ~ l/ 600 ~ / ~~ ~ ...-" ~ ~ 1 I I I I I I...... i...1 I 400 .... c. .l"" i. I~ 6 2 7 800 I / "" I I '" ..j" c. '" ..... 1-1- ......I I I I I 300 250 I j .-- UPRIGHT I i i...r I .......-' I... ~ .~ ~~ ~ . ... I . J i I V I...... I ~ ....Ii' -' I . -I . ..... ) I I ./ .. ~ i. ~ w . ........... ./ 7' / / ....... w w I 1400 1200 I' ! ...... w w ~\~~ ! 1400 i I I '""....1 / !A' I I v I t.. r... .A""I / ..- i... I :- .. ... I I I I :E 2 ~ 200 0 1600 ~~ 1-1- ~~~I ...-1' -' J. (Sheet 1) 1-167 . 1 F..... ~ i/ I" I 0 I : I 7' I iA'" I . I w ~ w ~ ~ / / A' ?r 1/ I i I I .. 1-- -I . I I I S ~ 0 2 1 Y . I . j. O.. . .o' ..I- ... 250 I ~ ~ 400 ~~jIi" ~iII!!i~ ~ ~ ~ ~ ~ 200 0 . -H- 4'50 I .... .-' 1000 7' "" -' -' ~. (!' ~ -' C 1200 I -' I I..... ~ ... ~\~s 'OOQ .. 1 I I ! '" ...:) ..... .. -' ~ -'2.......'5Q~:::: P"" I' I w :... '5~-+: . . .-I..- -- 150 I-- ~':.-' i// -' -' -' .. ...2.'" ''" . ' ~ :::pT l. f...MODE 1 MODE 2 ! o 15 30 45 60 DEGREES 75 90 DIVE ANGLE - 1F-16X-1-1 002X ® Figure 1-64. .-+ I I -----.... I I • (J ~ 600 .. ..1'" I ... ·1 i I ! I I -----..< I i ' I I I 25'0... ~ .... ~ ~ ..T.. I: i I !. .. .. I.. I' I ~ : -.......I . ... .MODE 1 MODE 2f- I I I I 1 I- u...1 Ejection Seat Performance NOTES: • ZERO PILOT REACTION TIME • WINGS LEVEL ~ MINIMUM EJECTION ALTITUDE vs DIVE ANGLE AND SPEED • SEA LEVEL • 95th PERCENTILE PILOT 1600 I- I I u...... ... 4'JQ_' ...~ ii--1' ... .....1 6A.. . r--- INVERTED -' (!' ~ . i I ~ ./ . I w l~ C 1000 800 ... ~ ..

....... I 1 I ~ j ./-+~'-+'--1-_'-+-ii-~ iiV=--t-+-I-+-+I---t./ .....~:-::21=2-+-+--r-It--+..y I ~oI' i V.L. I .. I ! 600 1 'I~ .--ji-r--t--t-~+-+-+I--. I~y !..I'" \. 1 I I ......... ~ I ' 1 1 I j .MODE 2 t-0~~~·-~_---~--I_I_r-+~!~--~~'-----+------~~~~~:~~::1~::..o'... I .~L .._~~-~_~~ .. i I ~ " I 1 I i' I 300 --+-+--+---+-+-i-+--1-+--:--::J.. I' I I I 11 ~~+1-r+-~4-~~~-r+I~~-r+!~1+14-~~~-r+-~4-~~~~~s T ~ V / 1 ~ 1 / / ' I! 1 I 1 1 ~ . • : 1 i I __ . .r'i .. t... .~ I 1 1 I I 1 1 ' I 500 -++-lf-t-+-t-t-+-t-l-+-+-+-+-+-t--t-+--+-t-+-4-+-+-+-f-+-+-Ii-t--+-!-t-+-t---+-+-+-t--+-t "\. 1 : I T./ Y "".....'~ i L ..o"~ i"'. ...~+-II-+-b-~-+-+--+---J-+-I--l---I-~I [' I ~ YI 1. ""!'"1 I I ~ .L-Li--'--~I-'--~ o 2000 4000 SINK RATE 6000 FEET PER MINUTE 8000 10...I .. I I '..-1."j UPRIGHT ... t ~. 450~ 1 !~ j. w ~-+--I--+---+-+-+--+-+-+-i I N V E RTE D ..000 1F-16X-1-1003X® Figure 1-64..' ...~ I 1 1-+-+-+--'--+---1 V Y I ... - :-:-....'-~... I I' I '~-'''''I T ~~ ~.0'9-V--+-bL..-.... 1 Ti I . I .oj :.. '"" .. I I / I I V I .. .-rTr~-r~-r~~~~-r~~rT'-~~. i ~~~~ I~_ r:: .... . .... II I i I 1 I 1 I .d""1 J..~~ I'~. I : 300 L-l~~ A' I I : .. ....-'+'-l H--~~ 'i.:....~_ -+i--'--+-+--+--+--I---'--+--.~~-- I I I \ I Y I I ..1'"1 I.. I I I ' 1 1 V '~I ' 1 ... KIAS '1/ lA...?"....... (Sheet 2) 1-168 .. ~ 1/" / 1 1 1 " ~ W LI.I.r~_--b. Y I........10../ ......1 I I.. '~<::lli.~~~.o 1 .!-'" . .. 1F-16A-l Ejection Seat Performance [8] MINIMUM EJECTION ALTITUDE vs SINI{ RATE AND SPEED NOTES: • ZERO PILOT REACTION TIME • WINGS LEVEL • SEA LEVEL • 95th PERCENTILE PILOT 600~~-r~~rT~~~-r~~~~.MODE .. II I I i Xi' -.. 1 ""- b.t" '--.. Iv j./ J ... ' : / I I I I ....I'" T ~! 1 ~ I 250 V )(' I I -/ ... V ... I I ~"""'-----+--+l-+-+--t VI Y I V Ij'" . I .':l<::l ~..---+-+-j. . I. ~ l. .+""":' I! I I .'" I.../ I I ~~ j.I"'. . ' lA ~4-~-r+I~I~+I-r+I~I-++I-r+I~I--~'-r~I_T~~~:~I-+I+I-r~-+~~4-~-h~~<::l~ ~ ._~~. '" J7 ' J ./ /1 ...../ ~ I..~::~~~~~~.. 1"'1 ! iii .. . I Y Y.

: '" . id r't .. 1 I 1 1 I. 1/ ~ ~~ (J ~ r:L....90 _45°= i180°i~~:.. 2 'I'........ 1 . -.. !o- ... 1 F...... ~ i""" i""" 1-:: .. . . .I I. I" r/ ." lA .. I 135 90 0 0 .i""" " ~ 1/ V/Vi !/ 'L If....1 ~ V V V V ~I/ v l~ II" II': V /..1" ' I ......~ ~ .L .1 Ejection Seat Performance [8J MINIMUM EJECTION ALTITUDE vs SPEED.::...... ...~ ". [/ 1/ 1/ 1/ 1/ 1180° 1135° ~ 90° ~ ~I"!: " :ltF"': . "'- ~ " \ . AND BANI( ANGLE NOTES: • ZERO PILOT REACTION TIME • SEA LEVEL • 95th PERCENTILE PILOT 1600 I 1 KIAS-= ~ I ~o~ . .. .. ' ' I 1 o ~".. :~ . . 11 w w 1000 .... . t:::' ' ' I 180° I I 1 .. .... i-"'"~ ~ i""" . ~ . ..00 1 800 1 '.I? 'f ¥ '~~ v...1.. 0 .~ VV L v L V i""" i/ ~ l-" iL:..I' I...It ~ ~i' 1 r-'r-1!l!I"'" ~50t 1 ..1I 0 r.. v' 14 .. JP' j.f r:/ 6 ~ ~ ~ ~'V ~ V V :~:i' . V~ 1/.r" OOBANK ANGLE 1 '\ ..... ....00 ~"""'" i""" ~I 250~ ! 1 i 1: 1--. ' )... ~ r. "'" . ~'7 V.. ~ ~ " 1/..1 ... j 1 ! ! 1. ~ '1~~ ~ i' I' :1"-'f\ ' I I I J j QOBANK ANGLE 1 150+ 'T ~ 1D7........ ' I '( /''1..1. i j I V ~ If 1 JA '1..'..) 1 OOBANK ANGLE 90°-45° -' J3~0t= """"'" .~5° \45° 90° .... r~ ILJ ~ II'.1 V ~ .lI~ I ~i'" . ~ ~r ~~ 1..T. !< '/ I~ . QOBANK ANGLE . 5 < 2 0 . 1 1/ I~ /..L ... r/o. r~ ~I.- -' ~5° OOBANK ANGLE j I "I I 200 " Jl7 rI..1350. // v/.. 1/ 1/ 1/ 1 " '" 1ft~ 1 .I· ".... - ""[ . 1/ 'I. L.1... 1/ 1'(1/1/ ~ OOBANK ANGLE j I I ' ' 1/ 1 1200 IU... . O..I .~ '1'/ I I J V II/ 1~ ~ '1/ J IJ 'f/ ~ 1/' / 1 Y 1 i"""1/ L fr~ iI"'/.0 / V '1'/ 180 0 135° .180 0 f-W-r.1.~~~~ ~~ I o 15 30 45 60 DEGREES 75 90 DIVE ANGLE - 1 F-16X-1-1 004X ® Figure 1-64.... '8. J i..-J ... If . . w :E ::> :E 600 u w i= 1/ . 1 I 1 / I I~ v 1/ ~ " !/ /' Vi 45° . "\" L'T· 1... DIVE ANGLE.. ! 1400 1 I ' 1 1 ! I 1 ' I ' ."" I . l) !~ !L' ~ V 1-:: ".. .. ~ 1'\ ~L/ ~ ~ ~ II . I. 1/ 1/"/ 1/ /.J vv ~ 1/ 1/ 1/ " .. : 1 1/ '1/1. . '" I ...250-"'i 1 r..: y..:::. (Sheet 3) 1.H+~ I... zrl I ~ '1i1:j~ " ~ :~l~ ~ :~ ~ ~ A IV 1/:.....-"" 1 I I .1" 1 1 -----..J ff 'J J r " iL~ I ' ...1/ v 1 I I II I I I.II i ' 1 ..- V IL 45° /I i/ ..1 So ~ v." >-':.169 ..1 6A.> ~ .. :E 400 I '(. / e" 1/' 1/ 1/1/ 1/ /1/ c:s: :J C w ~ 1/ III / /J . I.01~ ~I~ 1- 1-101"':" I j ! fI' ~I ~ ~ 9/..: . " I . I . . """ J' i""" i""" 1. ~. Ji .I..- "'" I' ~I ~ .\.... . I I I....... I I...I / v.. " 180 135° i I 90° 1 1 I I I ..

.. L.. i-' -..'-.._ ! l. SEQUENCED EJECTION • 95th PERCENTILE PILOT 2800 2400 i i ' I I I I ' I . ..I .-:~o..-..."'" .. ... I i... ~ -' ... :..- . ~ ". ""' ...f. 1- --t '... / ".' ..1 ""~ ..-....1tr -I . ... . .-t 1 .... .......... ..~ I :EO -~ _. j..- ~ "... :...J wt!' ~~ ~w 1600 1200 "..o ..o ..... ......... "'" . I 1 T 7 "...'..-1-- 300~ t:= l- 250-12501 I- I.H..+ -r'" I: : I.. -. . .. I INVERTED ow _u..J" . L.. ~ L....' .. ..\~s I I 1 I UPRIGHT ow _u. -1"1-.--+-.-' ! ~ . 800 1 .... 1 I I I i I ! 1 1 ¥-...I ...:~ l/ . .. I L-I.. :- -i .... ".. I-jI ' ... I I I 0 o 15 30 45 60 DEGREES 75 90 DIVE ANGLE - 1F-16X-1-1005X® Figure 1-64.. I I ! 1 I IJ....-1 ~~ ...... I- ..:... . I¥-\~S 000 ...-./ . ....o. ...... .... :...MODE 1 MODE 2 I ! ! 1 \ I 1 ~ I I I! I...."1 J.. 1 ""f-.. :... 1250I -- 400 0 2800 2400 ' i I l/ V / / i.=~ I... r ' I -~ I !. I I !. ~5 <C 800 1 / / / ..' I ~ ~j. ~i "" . " " . i . ........' ..- L...10. I ""...J we!) ::)w ~O -~ 2~ 1600 ".- J........' . .... / ~ L...-~........ ~5 ~ z~ .-- -I I.. 400 :::::!:!' ~'..1. l... ~.......I- _ -... ' : ..... ~ 1 1 I ztu ~I 2000 I I . "...~ -i- -'- - 1-'""' -I H't-: F I l~OI- f- 1 I --"1 I :--'I .i-' I ....o ......... I .. ~.. . . -. .. I ~~!-1-11 I! i I I -----... I ...:--... ~ r. . 1/ / l... r I "".....!-I- i~ ~ I-:::r:: ''''' ~ J. V 450 . .r'" .. 1 F-16A-l Ejection Seat Performance NOTES: • ZERO PILOT REACTION TIME • WINGS LEVEL • SEA LEVEL ~ MINIMUM EJECTION ALTITUDE vs DIVE ANGLE AND SPEED • FORWARD SEAT DURING DUAL... . 1200 .-oi-' ztu ~I 2000 ".. i 1 \ 1 II -----...:::~ ~ ..../ . I ! ... H--' ~aa . . (Sheet 4) 1-170 ... l.... -1 450 I :)()O -+- 250 --.' I .MODE 1 MODE 2 I ..

'" I--" ..... Ejection Seat Performance NOTES: • ZERO PILOT REACTION TIME • WINGS LEVEL • SEA LEVEL ~ MINIMUM EJECTION ALTITUDE vs SINI{ RATE AND SPEED • FORWARD SEAT DURING DUAL... 1 I ! I .... F....000 1F-16X-1-1006X® Figure 1-64.. 1....... .{ : 250= J KIAS ..r~ .. . e::::: ./ ~ i= u w 0 I 1 ......-1':.............. Y 1 ~ . .... .MODE 1MODE 2I i I 2000 4000 SINK RATE - 6000 FEET PER MINUTE 8000 10...... Y i I ....f . ~~'f#- IIII!!lI!'! F""I"' . 1 ..10.... .. w ~ 2 ! 1 1 ......-:: ~ " ~:::::: ~ i I I I 1 ! J .... I--" I" 1 . "'"' .... ....r ....UPRIGHT .. ! .r' Y ~ . ....... -..........j."1 1 i :!: ! INVERTED ' I :. ..Y I I I '.0-1-"""150-1I--'" 1-<....... .... i-' ........ ........ o o ~ ................ I I 1 1 1 ! 1 1 I I I I I I 1 ..............- ::::> 400 I 1 1 1 1 1 ......... 1 J 1 1 : : 1 1 1 ! 1 ... i-' 1 ............. ...... ! I 1 I 1 I : I 1 ----r ! 1 I 1 I 1 I I : I w 1 i .. I ~ I--" 1.. ...- Y'r" .. .. I--'" ......-::."~ "'i 250\. 1 1... .......... 300 .! 1 I--" ~ ... ~ ~~ -" ... . ... ...... I 1 1 1000 1 1 1 I I j 1 .. J" w ! ! 1 I 1 I 1 I I I i ! ! i 1 I 1 ! 1 1 1 ! I ! : 1 5 c:( .....Y :........... :...--i---r-' I 1 I I I 1 1 1 ! 1 I 1 1 1 1 1 . ......." _ "" '. ..... .... 1 1 I 1 1 1 1 I I I ! I 1 1 : 1 1 1 I I 1 ... ~ -j J 1 ....oo" """"1 /" j..... 1 1 1 1 ~\*' -"... .. .......-: ....... ......... .....::.. . : . .. I I 1 ! 1 1 -.. .... 300 ~ ~ io--::" ~ ....... . ........ ... 2 ! I i ! I ! :""1 ~ y i~+450: ~ ~\.....-: ! i 1 1 ! 1 I I 1 i I I :.. ~ 150............ 1 y .. ..... 1 ...250~ .-~~ ~ ~ .. I j"... 6A.. .."' I . ...::. :.. 250 ~450 t-..:."... I j....... . ... . .. ..." ..... ... . j ! I ! I 1 1 I I 1 1 I I i I j i J 1 ...... ........~ I 1.. 1--"1......oo" .............../ 1 '/" k1'" j. I.. (Sheet 5) 1-171 .A"'" . _.......... .. 1" . 1 1 j... .... . ." ".. ... ~ . .... 2 1... ...1>- " 1 1 i ~ ~ 1 ~::.:....... ...vvr : ... ... i 600 1 ~ ~ -I I I I 1 .- .......-r .....oo" . . 1'" ""~I.... SEQUENCED EJECTION • 95th PERCENTILE PILOT 1200 1 ! 1 1 I : I 1 1 1 I ! 1 1 1 1 I 1 I 1 1 1 ! 1 I ' ! 1 1 I T' .... (!) I 1 I ! I 1 1 i I ! KIAS- 1 c:( Q ::) I 1 ................. -- .......... ....... ...j.-:. 60~ll~ i-'r~..........--" ........r ~ !-"" .. i 800 ... ... . w u.-r I i~ ~ . I i-' "...... ...... ....: ::::=: . I ..... ... ...0-..... I . ..r I v ... i i -L.1'" .......... r ...........i : 1 I I .. ...... 1--'" .1. ......... 600 1 1 1 1 1 I 1 I i 1 ! I I ! I ! ! I... I ... .. . 200 ....... ...~ .

~ ............. ..: \ ' i : . _\ .~ d ..6~'9--I-t-+-+135°-\\ 450 I. I 800 ! i J I : 400 ~~ !.'v......T..!""'" I I ~1-r~I-+-~i-i~~+-+-r+I4-+-+..~+-I---1--+-+-+-r+-+~+-r+-+-+-+-:.. "' w . i C :::l w 1600 I I 5 ~ .:::. " o 15 30 45 DIVE ANGLE DEGREES 60 75 90 1F-16X-1-1007X@ Figure 1-64.-. I].. '/ ~~~~~~~~~~~...... w u..1 ..16A.. 1F... ~.o:"". I I I I .-r+-+-+-V~/~/~~~~~/~~~~~-r+-+-+-+-t-+~~~!"""'~~~+~~~~~~~~......... (Sheet 6) 1-172 .." i." i""" ~ . w I .... I ~~:~~~~~~~~~~~~~+'~~~~~~~~~~~o \~~~~2~~BANK~~dE~ ~'~~i~~'~~~~~~~~~~~I~~~~~~~~~~~~~~\~~~~~~~~~+~~~-450 ! I .-"~ .. i ~-r~I~~I-r~~+-r+~~-r~~+-r+I'~!~~r+~~-r~~+-~~~~~~~~-r~~4-1800~+-~~~4-~11 1--+-'-+'~+-+-----+--i'~+--+-t-+-+--+-t-+-+-+~~-+-t---t-~~~~~--+-~---bo"!~~'/'........ 1\ ...-+-+-t--r-t--+--+-.....) I // '// ~ v I ~ '/ '/ i. AND BANI{ ANGLE NOTES: • ZERO PILOT REACTION T'ME • SEA LEVEL • FORWARD SEAT DURING DUAL.. w I I I I I ' ! /A/'~ /j~~ ....I---:::.-i-"":. O..~ ...>::~<::~ I I 1 I ! ....... I ~~ I I .~' " ~ oj" . SEQUENCED EJECTION • 95th PERCENTILE PILOT 1 1 2800 1 i I I I ~ I I .....--:::::. 2 • I '/1/ j j l/Vl/....t-+-+-i7j.~~+-t-+-+-+-+250= ! I _I- o (.~~.I-":l ~..""- . I .. F'Z .. ~ I I i i i II' ~ / / / ...i I I / / /V.. I i I ! ' . i I . DIVE ANGLE.+ .1 Ejection Seat Performance [m MINIMUlVl EJECTION ALTITUDE vs SPEED.~ j ..-"' III 200 0 -+-~i----r!--'.....r/:~~¥-t~+-t--'90 0 I. "' .J c" ~ .

Pressure Breathing for G (PBG) The emergency oxygen system consists of a high-pressure bottle with a pressure regulator mounted on the left side of the ejection seat. OXYGEN SYSTEM SCHEMATIC m The PBG position of the oxygen regulator provides pressure breathing above 4g's to enhance g tolerance and to reduce pilot fatigue. LIQUID OXYGEN SYSTEM Oxygen System Controls and Indicators Refer to figure 1-65 for description of the oxygen system controls and indicators.1 OXYGEN SYSTEM The oxygen system consists of a liquid system and an emergency gaseous system.16A. and vest. Oxygen duration varies depending upon altitude. helmet. EMERGENCY OXYGEN SYSTEM A 5-liter liquid oxygen system provides breathing oxygen to a diluter demand oxygen regulator. ECS air used to inflate the g-suit is also used by the oxygen regulator to control the amount of pressurization supplied to the oxygen mask. 1F. regulator settings. Quick-disconnects are used to expedite egressing the aircraft on the ground. Oxygen Duration Refer to figure 1-66. O. and usage. Refer to figure 1-67. • Manually by pulling the emergency oxygen green ring located on the left aft side of the seat. 1-173 . The regulator provides for selection of normal diluted oxygen and 100 percent oxygen m and selection of PBG. The hose is routed to the right side of the seat. The system is activated: • Automatically upon ejection .T.

[!] 1M] CABIN PRESS AlT 13. 00 ~ UQUIO OXYGEN Ou. 1. Cockpit OXY FLOW Indicator OXY QTY 10 Figure 1·65. (Sheet 1) 1-174 ." m 100· • EIoI ERCENCY HOliloiAL OIO'CEH ! SUPPL " Y~ '" 7 4 8 4 lESS m 12 9 -"1'0 PflESS- • • 11 \ 1 OXYGEN REGULATOR FLOW Indalo.ntiry IndatOf 10. Test SWitch ..T . 3 Mode leYer {psG lever lock! 4 OiNter lever S. EMER lever 6..0 Oxygen System Controls and Indicators (Typical) 1 2 1 6 OXYGEN REGULATOR PRESSURE OEWAHO CJ now FLOW © onCtH [.1 F·16A·l . OXY lOW Caution Light 12. [!] [!f] OXY QTY Indicato. EMeRGENCY lever g. SUPPlY lever 8.. OXYGEN SUPPlY PRESSURE IndielitOf 7. 2 OXYGEN SUPPlY Indicato.

Pressure breathing as a function of g is available Provides oxygen supply to mask.000 feet Provides 100 percent oxygen under positive pressure.000-32. and vest. helmet bladder. and vest. m SUPPLY Lever ON OFF Figure 1-65. m Diluter Lever NORM 100%02 5. m EMERLever NORM EMER TEST MASK 6. 3. This position is used by the pilot to test for leaks Provides 100 percent oxygen under positive pressure. 1 F-16A-1 Oxygen System Controls and Indicators (Typical) CONTROUINDICATOR 1. POSITIONIINDICATION White Black FUNCTION Indicates oxygen flow Indicates no oxygen flow Indicates gaseous oxygen pressure at regulator in psi Provides oxygen supply to mask. Positive pressure is provided if cabin pressure altitude exceeds 28. m m OXYGEN SUPPLY Indicator Mode Lever Oxygen pressure (psi) PBG (lever lock) ON OFF 4. helmet bladder. LESS OXYGEN SUPPLY PRESSURE Indicator LESS m Oxygen pressure (psi) 7. (Sheet 2) 1-175 .O. Pressure breathing as a function of g is not available Turns off oxygen supply Provides regulated mixture of cockpit air and oxygen as determined by cockpit pressure altitude Provides regulated 100 percent oxygen Provides nonnal operation.T. This position is used for testing by life support maintenance Indicates gaseous oxygen pressure at regulator in psi 'furns on oxygen supply 'furns off oxygen supply OXYGEN REGULATOR FLOW Indicator 2.

OXY LOW caution light comes on. As pointer passes 0.000-32. Light goes off after the switch is released and the pointer passes 0. Cockpit OXY FLOW Indicator Figure 1-65. [!]rnE LIQUID OXYGEN Quantity Indicator 0-5 liters OXYQTY I!JrnE OXY QTY Indicator Test Switch 11. 10. This position is used by the pilot to test for leaks Provides 100 percent oxygen under positive pressure to the mask. OXY LOW Caution Light (amber) ~rm CABIN PRESS ALT On 0-50.T.O. LESS Lever POSITIONIINDICATION NORMAL FUNCTION Provides normal operation.5 liter.000 feet Provides 100 percent oxygen under positive pressure to the mask.5 liter or system pressure below 42 psi Indicates cockpit pressure altitude Indicates oxygen flow Indicates no oxygen flow m EMERGENCY EMERGENCY TEST MASK 9. 12.5 liter Indicates oxygen quantity is less than 0. 1F-16A-1 Oxygen System Controls and Indicators (Typical) CONTROIJINDICATOR 8. (Sheet 3) 1-176 Change 2 .000 feet White Black I 13. This position is used for testing by life support maintenance Indicates quantity of liquid oxygen Drives pointer ccw toward O. Positive pressure is provided if cabin pressure altitude exceeds 28.

83 23.19 4. Therefore.89 6.94 3.86 8. mUse ofPBG may reduce the listed available oxygen times.75 18.60 3.53 4.20 6.69 5.62 29.000 100% NORM 25.98 17. Oxygen duration increases as cockpit pressure altitude increases because there is less ambient pressure acting upon the lungs. 3.12 17.77 4.O.89 2.92 2 1 35.71 5. a smaller quantity of oxygen at altitude expands the lungs to the same size that they were at sea level.34 2.19 6.000 AND UP 100% 24.48 21.T. 1-177 .03 7.86 4 3 18.55 8.94 6.97 1.92 5.56 13.94 30.58 13.05 9.89 12.000 100% NORM 15.63 23.41 11.53 29. 2.19 24.99 8.000 100% NORM 10.000 100% NORM NOTES: 1.37 10.55 19.80 10.000 100% NORM 20.37 12.75 24.11 18.50 4.25 11.49 23.64 4.97 NORM 30.00 17.12 5.56 18.49 13.40 13. 1 F-16A-1 Oxygen Duration OXYGEN DURATION (HOURS) COCKPIT PRESSURE ALTITUDE (FEET) DILUTER LEVER (POSITION) INDICATED QUANTITY (LITERS) 5 30.37 17. decrease NORM 100% oxygen duration by 50 percent.43 10.66 6.28 9.91 14.37 9.94 22.72 13. With two people.

:.::.·. (Sheet 1) 1-178 .\ ':'::':" I I t:: I l I ::f: I I ':':~' ::::::.:.:.10."·j~ ELECTRICAL FILL CONNECTOR QUICK DISCONNECT CHECK VALVE LIQUID OXYGEN GASEOUS OXYGEN ':'.:.::.] LOX CONVERTER (REMOVABLE) 1F-16A-1-1102X® Figure 1-67. 1 F.16A-l Oxygen System Schematic CAUTIOf'\ LIGHT m (Typical) OXYGEN MASK HELMET BLADDER CONNECTOR PRESSURE SIGNAL FROM ANTI-G VALVE QUANTITY INDICATOR VEST CONNECTOR [KJlliEJ PRESSURE RELIEF VALVE (FUNCTIONAL WHEN VEST IS NOT CONNECTED) ON VALVE WITH EMERGENCY OXYGEN GREEN RING EMERGENCY OXYGEN PRESSURE INDICATOR RELIEF VALVE V':'UH2Z02TI2=E-C]2illillillillZZ2ZII( '" ~ OVERBOARD VENT r SUPPLY ::. ::\ f::.::.:: :} ):.: FILL/BUILDUP/ VENT VALVE PRESSURE CLOSING VALVE LEGEND: o B ~ L"j~o.:.

j LOX CONVERTER (REMOVABLE) IF-16A-l-ll03X® Figure 1-67. I I I I I I I I I LEGEND: ELECTRICAL U B El lo 0 '00 FILL CONNECTOR QUICK DISCONNECT CHECK VALVE LIQUID OXYGEN GASEOUS OXYGEN ... ..1 Oxygen System Schematic LESS CAUTION LIGHT m (Typical) OXYGEN MASK QUANTITY INDICATOR PRESSURE SWITCH [I][@ HARNESSMOUNTED CONNECTOR OXY FLOW INDICATOR PILOT TO SEAT ON VALVE WITH EMERGENCY OXYGEN GREEN RING EMERGENCY OXYGEN PRESSURE INDICATOR ~-~~~~~~~~~~ OVERBOARD ~~~~~~~/~~ VENT ---1 VENT I L .Jl .·.. 1F. BUILDUP COIL o· •• ·... O.:.. .16A.. '.T.° '1 --------------~ I I ! . (Sheet 2) 1-179 .: .

WOD is entered by using the six preset channels 15-20. the information remains intact until manually changed.g. Progressively select the next higher preset channel (16-20) and continue to enter WOD elements into preset memory. but is stored in nonvolatile preset memory. I HQ 11. start at preset channel 15 and enter an element using the same method as in entering preset frequencies in the normal mode. a tone is heard. This tone indicates that the WOD element for channel 20 was accepted and transferred to the radio. However. Next. If no beep is heard. Because the particular frequency used at any instant depends on the precise time of day (TOD). Mter the MWOD information is entered. Multiple Word of Day (MWOO) Refer to figure 1-68. the corresponding date code is entered by selecting channel 14. the WOD data is not lost.OOO. but it is possible to enter it in flight. The WOD is stored in the nonvolatile preset channel memory until a WOD transfer occurs. After the first WOD is entered. Progressively select the next lower channel (19-15) until a double beep is heard at channel 15. The six most recent WOD's are retained. and a steady tone results when entering AJ mode. In addition. Mter entering WOD(s) and/or setting operational date.000 indicates the 15th of the month. After each entry is made. The date code is represented by the format 3AB. the WOD must be transferred to the volatile memory.2 I Single WOD transfer is done automatically at power up if the single WOD method was used for loading. Select channel 19. a COMM control panel. I HQ I I . Press the I HQ II I TONE button. The WOD elements are entered with the manual frequency knobs and the PRESET button. the operational date must be entered so the radio can select the proper WOD. and depress PRESET button to enter the verify/operate mode. therefore. where AB equals the day of the month. 1-180 MWOD capability allows for up to six WOD's and dates to be stored at one time into nonvolatile MWOD memory. Single Word of Day (WOO) The WOD entry is normally entered before flight. 2 I LOAD (M-LOAD is displayed) button. I HQ 11. select preset mode. select 220. A short tone is heard when the PRESET button is depressed for channel 20. select manual mode and load word of day elements in channels 20-15 by I HQ II I depressing the TONE button I HQ I I . if one or two beeps are heard.16A. the current date must be set into channel 1 prior to receiving TOD or the current date must be part of the received TOD message. LESS lBNl and provisions for a secure voice system. When using MWOD. 1F. The UHF radio is inoperative when in any mode other than verify/operate. ~ [8J an HF radio. I HQ II. If the radio is turned off or power is lost after entry ofMWOD and date codes. a radio channel/frequency indicator (RCF!).000. For a new WOD entry.T. the HQ UHF radio uses word of day (WOD) and net number in the AJ mode. both participating HQ UHF radios must have clocks which are synchronized. If power is lost. the radio is not equipped with MWOD capability. air-to-air. A double beep indicates that all WOD elements have been transferred to the volatile memory. enter 220. the new entry takes precedence. The antijamming (AJ) mode uses a frequency hopping scheme to change the channel or frequency many times per second. and depress I HQ I I I PRESET. channel 20 preset mode. Single WOO Transfer The WOD must be transferred from the nonvolatile preset channel memory to the volatile WOD memory for HQ operation. To access MWOD load. the operational date is lost and must be reentered. 315. the data is not lost.2 I T-TONE switch to complete the date entry.1 COMMUNICATIONS SYSTEM I I The aircraft communications system consists of a LESS ~ HAVE QUICK UHF radio. ANTENNA LOCATIONS When the HQ radio is off. Without date information. 2 I positioning the T-TONE switch to TONE. a VHF radio. To transfer WOD data to the volatile memory. and pressing the I HQ II I PRESET. select preset mode and repeat the steps described above. e. if a TOD is received. If a WOD with a duplicate date is entered. Verify a WOD for a particular date Change 12 . • HAVE QUICK (HQ) SYSTEM LESS ~ The HQ system provides normal and antijamming. the operational date is automatically entered as part of the TOD message. The usual operating mode for an HQ UHF radio is in the normal mode where the radio uses 1 of 7000 channels. A double beep indicates the date code has been entered. the radio cannot select the current WOD.. preset channel 20.025 in channel 20.000. 2 I LOAD (M-LOAD is displayed) button. When the radio is initially turned on. and air-to-ground UHF communication capability. MWOD capability can be determined by selecting 220.O. the radio has MWOD capability. ~ UHF. This procedure overwrites preset channels 15-20.

UHF LOWER Figure 1-68.THREAT WARNING BLOCK 10 IFF.O. 1F.16A.. [AQj(4) BLOCK 10 UHF LOWER BLOCK 15 THREAT WARNING TACAN LOWER 1 F-16A-l-0052A @ BLOCK 15 IFF. 1.T.=----..181 ..1 Antenna Locations (Typical) TACAN UPPER IFF.. UHF UPPER RADAR IAOIMISSILE TUNING ANTENNA (RIGHT AND LEFT SIDE) GLIDE SLOPE/LOCALIZER RADAR ALTIMETER BLOCK 10 -./'~~~~---.

Lift access door to reveal FILL connector and insure mode switch on fill device is in OFF position. If the WOD in channel 19 ends with 00 or 50. Install fill device in FILL connector and place mode switch on fill device to ON. Close access door. Insure WOD OK is displayed after each WOD is loaded. 1F. LESS ~ the battery bus. If BAD is displayed. Radio returns to previous mode and the frequency/status display displays previous settings. while in the AJ mode. I HQ II I To receive a time update in AJ mode. A series of beeps is heard and the frequency/status display displays WOD OK ifWOD is valid and successfully received. Insure radio power is on. the fill device must be disconnected and reloaded and the loading procedure must be repeated. provided the TOD update arrives within 1 minute of the time the T position has been selected. O. Subsequent messages are ignored unless the T position is selected with the I HQ I I I A-3-2-T Refer to figure 1-69. repeat the loading procedure for subsequent channels. If the WOD in channel 19 ends with 25 or 75. Time-ot-Day (YOD) Transmission knob. The guard receiver monitors the guard frequency of 243. Antijamming (AJ) Mode Operation An intermittent tone is heard in the headset if an invalid AJ net is selected. A single beep signifies that a WOD for that date is present. switching the function knob to MAIN negates the jamming. The single WOD entry procedure remains valid for radios that are equipped for MWOD operation. position the IHQ II I A-3-2-T knob. 2 I T-TONE switch. HAVE QUICK (HQ) UHF RADIO LESS ~ • The TOD entry is normally entered before flight.2 IT-TONE switch to T and return to a normal channel in either manual or preset mode. UHF Radio Control Panel Reception is possible in both normal and AJ modes. I HQ 11. In the AJ mode. If the function knob is set to BOTH and guard channel jamming is encountered. IHQ I I . Operational date may be loaded by positioning the frequency switches to OP DATE and setting the T-TONE switch to TONE. Frequency/status display displays FILL. If WOD OK is displayed. rotate the A-3-2-T knob to the T position and then back to the A position. In the normal mode. any valid AJ net number can be selected by using the manual frequency knobs. manual mode. and by selecting the date to be verified with the manual frequency knobs. IfWOD is invalid or unsuccessfully received.975 MHz.2. only an abbreviated time update is transmitted. Conferencing is controlled by the WOD loaded in channel 19. Select CHAN 19. conferencing is possible. The UHF radio control panel is located on the the left console.0 MHz. rotate A-3-2 knob to A and place T-TONE switch to T momentarily. To receive time in the normal mode. A time transmission allows a time update if one radio has drifted out of synchronization.000-399. Preset channel 20 is reserved for MWOD mode selection. After all WOD's are loaded. but it is possible to enter it in flight.1 is loaded by selecting channel 20. a complete TOD message is transmitted. then CHAN 20. IHQ II. 2 I The HAVE QUICK II PHASE II radio allows automatic MWOD loading with a KYK-13/TSEC fill device. conferencing is disabled. the radio can receive and process two simultaneous transmissions on the same net. The radio then accepts the next TOD update in either normal or AJ mode. 2 I T-TONE switch.T.16A. IHQ I I . The UHF radio is powered by [@] battery bus No. The radio automatically accepts the first TOD message received after the radio is turned on. A steady tone is heard if TOD was not initially received or if WOD was not entered. Select desired channel on fill device and depress LOAD button. the frequency/status display displays BAD. Time-of-Day (TOO) Reception The UHF radio provides line-of-sight communications. Frequencies range from 225. It is possible to transmit timing information in both normal and AJ modes by momentarily pressing the I HQ II I TONE button. Automatic MWOD Loading I HQ II . A TOD update (time tick) can now be received on the selected AJ net for 1 minute. Net Number After TOD and WOD are entered. place mode switch on fill device to OFF and disconnect FILL connector. UHF transmissions are made by holding the UHF VHF transmit switch on the throttle to the UHF position. The control panel allows selection of 14 preset channels (19 if MWOD loading procedure is used). The CHAN display displays CHAN 1. 1-182 Change 12 . 2 I To receive a time update in AJ mode.

The main receiver and transmitter are automatically tuned to the guard frequency and the guard receiver is disabled.Not operational.2 I A-3-2 knob in either 2 or 3.Power off.UHF frequency is selected by manually setting the five frequency knobs. Preset channels used for WOD storage cannot be used as preset channels for normal radio operation. 17.1=)]1:. Preset channel frequencies are set (or changed) as follows: Change 12 1-183 . The CHAN knob permits the selection of 1 of 19 (MWOD) or 14 (single WOD) preset frequencies (channels 1-19) with the mode knob at PRESET and the I HQ II I A-3-2-T.® CHAN~ 19 10 m 16~lmll . 3. 8.~ O~~I . • BOTH . 10 HAVE QUICK II 7.(f5. 6.. 1F. 16. Mode Knob I HQ I I Mode Knob I HQ I I .Power on.UHF frequency is determined by the CHAN knob. • PRESET . 9. = 18 2 3 4 5 CHAN - 15 /I/1~ffilffiI~'::F ~OF~ '''~: ®F UV). • GUARD . 2 I Functions are: • MNL . CHAN Knob Functions are: • MANUAL . 11. • GRD . • ADF .The main receiver and transmitter are automatically tuned to the guard frequency and the guard receiver is disabled. plus receiving on guard frequency.] 03xl'~. Manual Frequency Knobs Mode Knob SQUELCH Switch VOL Knob T -TONE Switch TONE Button 13 10 9 8 HAVE QUICK 11. Frequencies set for each channel can be manually written on a channel frequency card located on the access door./. • MAIN .~ ~1 ~~J ~L 17 ZER 1 --~-~-. 18.1 I~~J " ~ 7-= SQUELCH 9 ~ f=TONE\OFF~ON ~ ---~=------\--11 13. 13 12 1.T.UHF frequency is determined by the CHAN knob. 15.Normal operation. UHF operating on selected frequency.UHF frequency is selected by manually setting the five frequency knobs.2 Function Knob A-3-2 Knob A-3-2-T Knob TEST DISPLAY Button LOAD Button ZERO Switch 1 F-16A-1-1 105X@ Preset Channel Card and Access Door FILL Connector CHAN Display Frequency/Status Display CHAN Knob STATUS Button Figure 1~69. I HQ 11. 2. O.1 UHF Radio Control Panel (Typical) LESS IAN\ / m m CH 1 1 I 6 FR:Q 7 8 9 14 15 16 3 4 5 6 10 11 12 13 17 18 [illS ill . Function Knob Functions are: • OFF .2 "IN VOL v 2JT~ ~ ~ ~ ® ill \9]7 ~~STO e LOAD GOSQ ffi[SE~1 J I 14~~~i DF~"AlN 8 SQUElC:~LPRESET 7 GR~~~ BOTH WF I~(§ ~. 12. • PRESET .16A. 4. 14. 5. 10.

These modes are accessed by placing the CHAN knob to 20.MAIN or BOTH.075 for FMT. 15-20 selected in manual mode enters MWOD data when in load mode.Selects AJ mode. • 2 .CNG operating mode. M-LOAD. ERASE. • Lift access door. Other displays are: • FILL .025 MHz from 225. Frequencies are 220. Simultaneously pressing the TONE button in conjunction with the A-3-2-T knob in T position starts the emergency startup of the TOD clock. the selected memory location is displayed. TONE Button I HQ I I The five manual frequency knobs allow manual selection of frequencies in steps of 0. The VOL knob controls the volume of the audio signal. VOL Knob The frequency/status display displays several conditions of radio operation. FMT. Pressing the TONE button in erase mode erases all MWODdata. A-3-2-T Knob I HQ I I I Depressing the TONE button in normal or AJ mode interrupts reception and transmits a tone signal and TOD for HQ on the selected frequency. • Mode knob .CHG is displayed when frequency management training net frequencies are changed by selecting a channel with the mode knob and changing frequencies with the manual frequency knobs. 14.025 for MLOAD. Display is blank when the mode knob is positioned to MANUAL or GUARD. ERASE is displayed when WOD's are erased by depressing the TONE button or by selecting O. M-LOAD is displayed when MWOD's are loaded manually.Momentary position which enables the radio to accept a new TOD for up to 1 minute after selection. 1-184 .975 MHz.Enables squelch circuit which helps to eliminate background noise in normal reception.A WOD was unsuccessfully received. Frequency/Status Display I HQ II. VER/OP is displayed when the STATUS button is depressed. and keying in the appropriate frequency for the applicable mode.A fill device is connected to the FILL connector to load MWOD's. The CHAN display displays selected channel number when mode knob is positioned to PRESET. 220.CHG.Allows manual selection of frequencies. 2 I Functions are: • A . • 3 . • BAD . 220.PRESET.CHG.Allows manual selection of frequencies. • T . These modes are VE RIO P. and 220.Set to desired channel. I HQ I I . and FMT. 2 I • 2 . If in M-LOAD or FMT. 1F.16A-1 • Function knob . A-3-2 Knob I HQ I I .050 for ERASE. rotating the mode knob to PRESET. Also used in conjunction with the TONE button for emergency startup of the TOD clock when TOD is not available from external sources. Pressing the TONE button with channels 1. • Depress I HQ I I I PRESET.Allows manual selection of frequencies. Four programming modes control AJ operation. Manual Frequency Knobs SQUELCH Switch Functions are: • ON . 2 I LOAD button under access door.10.000 for VERJOP.Selects AJ mode.000-399.Disables squelch circuit to permit reception of a weak signal. • CHAN knob . • 3 .Allows manual selection of frequencies.Set to desired frequency. CHAN Display I HQ I I . 2 I Functions are: • A . • Manual frequency knobs . • OFF .

UHF frequency is selected by manually setting the five frequency knobs.T. 14.1 • WOD OK . Functions are: T-TONE Switch I HQ Functions are: II.2 / Depressing the ZERO switch erases all MWOD data regardless of radio switchlknob positions or radio operating mode. 2 / • OFF .The main receiver and transmitter are automatically tuned to the guard frequency and the guard receiver is disabled.PRESET.0 MHz. O. Frequencies range from 225.Not operational.Normal operation.A correct WOD has been successfully received. UHF transmissions are made by holding the UHF VHF transmit switch on the throttle to the UHF position.2 I Refer to figure 1-69. The UHF radio control panel is located on the left console. • MAIN . • T .Momentary position which enables the radio to accept a new TOD for up to 1 minute after selection.1.2 I Depressing the DISPLAY TEST button illuminates all segments of the frequency/status display and the CHAN display for a functional test. Selecting TONE with channels 1. Function Knob When the STATUS button is depressed. • Manual frequency knobs . The guard receiver monitors the guard frequency of 243. Preset channel frequencies are set (or changed) as follows: • Function knob .Set to desired frequency. 1F. Selecting TONE when in ERASE mode erases all MWOD data. The control panel allows selection of 20 preset channels. Change 12 1-184. Frequencies set for each channel can be manually written on a channel frequency card located on the access door. • PRESET .16A.In normal or AJ mode. UHF Radio Control Panel STATUS Buffon I HQ 11.975 MHz. • BOTH . The FILL connector allows automatic MWOD loading. • Depress PRESET button under access door. selected preset channels and manual frequencies may be verified on proper displays. plus receiving on guard frequency.2 CHAN Knob The CHAN knob permits the selection of 1 of 20 preset frequencies with the mode knob at PRESET. UHF RADIO~ The UHF radio provides line-of-sight communications.1 . 15-20 selected in manual mode enters MWOD data when in LOAD mode.Set to desired channel. the TONE position interrupts reception and transmits a tone signal and TOD for HQ on the selected frequency.UHF frequency is determined by the preset channel knob. FILL Connector I HQ 11. • TONE . Also used in conjunction with the TEST DISPLAY button for emergency startup of the TOD clock when TOD is not available from external sources. • GUARD . I The FILL connector connects fill device to the radio. Mode Knob Functions are: • MANUAL .MAIN or BOTH. • CHAN knob . • ADF .Power on. • Lift access door.000-399. TEST DISPLAY Buffon I HQ II. The UHF radio is powered by the battery bus. ZERO Switch IHQ 11. • Mode knob . UHF operating on selected frequency.Power off.

TONE Button 8. Preset Channel Card and Access Door 2. Function Knob 9. VOL Knob (inactive) 7. 4 1F-16AN-1-0074X ® 1.2 Change 12 .16A-l UHF Radio Control Panel (Typical) IANI 9 1. PRESET Button 8 7 6 5 Figure 1-69. Mode Knob 5.184. CHAN Knob 3. Manual Frequency Knobs 4. SQUELCH Switch 6. 1F.T.O.1.

975 MHz. Transmission and reception are available for AM from 116. Operation may be either on narrow band or wide band.10.000-399. 1 F. SQUELCH Switch Functions are: • ON .975 MHz. • LOWER . The VHF control panel is located on the right console. VHF RADIO Figure 1-70. The VHF radio provides line-of-sight voice communication. VHF Radio Control Panel Refer to figure 1-7l.The antennas cycle between upper and lower to provide omnidirectional antenna pattern.000-115.1 Manual Frequency Knobs The five manual frequency knobs allow manual selection of frequencies in steps of 0. IFF ANT SEL Switch 2. Narrow band is used for all normal operations LESS ~ and wide band is automatically • selected for secure voice.000-87. • OFF . Twenty channels may be preset. TONE Button to permit 1. VHF transmissions are made by holding the UHF VHF transmit switch on the throttle to the VHF position.Lower antenna is used to receive and transmit signals.975 MHz and for FM from 30.Upper antenna is used to receive and transmit signals.000-15l. Change 12 1-185 . Functions are: • UPPER .975 MHz. UHF ANT SEL Switch IF-16A-l-ll06X® Depressing the TONE button interrupts reception and transmits a tone signal on the selected frequency. The three-position UHF ANT SEL switch is located on the ANT SEL panel.Enables squelch circuit which helps to eliminate background noise in normal reception.025 MHz from 225.Disables squelch circuit unhampered use of a weak signal. Only reception is available from 108. • NORM . ANT SEL Panel [8J I B FI (Typical) VOL Knob The VOL knob controls the volume of the audio signal.16A. UHF ANT SEL SWITCH ~ ~ Refer to figure 1-70.

5. • DF . set the function knob to TR and the mode knob to EMER FM. • LESS ~ [B] ~ and ~ ~ Remove snap-on cover and position bandwidth!M:EM LOAD switch to MEM LOAD and release.1 VHF Radio Control Panel (Typical) []] mE] BLOCK aD aD ® 10 ~. WB MEM LOAD Switch AM SQUELCH Control (Preset) VOL Knob SQ DIS TONE Switch Function Knob Mode Knob LOAD Button 1 F-16A-1-11 07X@ Figure 1-71. Frequencies set for each channel can be manually written on a preset channel card located on a snap-on cover.000-124.set to desired channel. 4. 1-186 . Preset channel frequencies are set (or changed) as follows: • Function knob . Preset CHAN Knob • ~ [B] ~ LOAD button . Mode Knob Functions are: • EMER AM .000 MHz. 9.TR. 7.0-43.MAN. 10. B] 0 ® 0 0 O· ® OJ @] o 13 '" I L2J f1l r-ru 3 4 PR£SE~3 0 O·~I I I ~ 2QJ0rau1 cI I 1 2 .~. first set the function knob to TR and then set the mode knob to EMER AM. Function Knob • Preset CHAN knob .depress momentarily. The preset CHAN knob permits selection of preset channels with the mode knob at PRE. • Frequency knobs . 3.16A. Manual Frequency Indicator Manual Frequency Knobs Preset Channel Indicator Preset CHAN Knob Preset Channel Card and Snap-On Cover FM SQUELCH Control (Preset) Band LOCK OUT Switch (Preset) 8.Power off.10. To select this function. VHF operating on selected frequency. • PRE . 12. 1F.Frequency selected by the preset channel knob. 2. • TR .Provides reception and transmission on a preset guard frequency between 119.0 MHz. • MAN .Frequency selected by the manual frequency knobs.set to desired frequency. ~ []] mE] BLOCK 1 2 15 @.Provides reception and transmission on a preadjusted guard frequency between 38. 11. 13. To select this function.Not operational. 6. 14. • Mode knob .Power on. II" ::~12 5 DD 14 4 rnffi BLOCK 15 1. • EMER FM . Functions are: • OFF .

• MEM LOAD . The HF radio is powered by the essential dc bus No. Frequencies range from 2-29. HF transmissions are made by holding the VHF HF UHF transmit switch on the throttle to the HF position. MAN Tune Light 6. LOAD TEST Switch 11. LOAD Button B3 [A] [M] HF RADIO I8Q] [BJ The HF radio provides over-the-horizon communication using voice operation. 1-187 . CHAN Display 3.Switch may be momentarily held in this position to set a manual frequency into a preset channel.Normal squelch operation. When the switch is released. VOL Knob Functions are: • WB . HF Radio Control Panel fADl ~ 3 4 5 6 H F USB ~~~ LOAD OFF i i ~ OF~~ i 9 I 7 12 11 10 8 1. Preset Channel Select Knob 2. • Center Position . The control panel allows selection of 20 preset channels. FREQ Display 7.9999 MHz. UNTUNED Light 1F-16A··1-1108X® Figure 1-72. it automatically returns to the NB position. • TONE . Frequency Select Switches 8. When the switch is released. XMIT Light 5. PRE Tune Light 4. HF Radio Control Panel ~ [A] I I The LOAD button may be depressed momentarily to set a manual frequency into a preset channel. OFF VOL Control Knob 9. The HF control panel is located on the right console. • NB .Switch may be momentarily held in this position to transmit a 1000 Hz tone. SQ DIS TONE Switch Functions are: • SQ DIS .This position is used for all normal operations. USB AM LSB Select Switch 12. OFF SOL Control Knob 10.2.10. Squelch remains disabled until the switch is returned to the center position.Disables the squelch. it automatically returns to the center position. Refer to figure 1-72. Manual Frequency Knobs WB MEM LOAD Switch rn:Bl IF-16A~1 The four manual frequency knobs allow manual selection of frequencies with the mode knob in MAN. The VOL knob controls the volume of the audio signal.Wideband is automatically selected for secure voice.

then release.The seven detents cw from the OFF position enable increasing levels of squelch. OFF SQL Control Knob Five three-position spring-loaded frequency select switches select frequencies from 2-29. USB AM LSB Select Switch The FREQ display has a dual function.188 . • AM . FREQ Display Functions are: • OFF . CHAN Display The XMIT light illuminates to show that the radio is transmi tting. MAN Tune Light The MAN tune light illuminates to show that the frequency selected in the FREQ display is manually selected using the frequency select switches.T.Disables squelch to allow all received signals to be heard in the headset. The UNTUNED light goes off when tuning data is stored. The sequence to store tuning data is initiated by keying the radio for a few seconds. The UNTUNED light illuminates to show that the selected active frequency does not have tuning data stored. LOAD TEST Switch Functions are: • USB .1 OFF VOL Control Knob Frequency Select Switches Moving the OFF VOL control knob cw out of the OFF detent turns the HF radio on and controls the volume of the audio signal. UNTUNED Light 1\vo illuminated indicators on the CHAN display show the selected channel from 1-26.Selects amplitude modulation of radio carrier frequency.9999 MHz. The six illuminated indicators show the selected numeric frequency in MHz during normal operation.O. XMIT Light The rotary preset channel select knob is a continuously turning knob which individually selects up to 20 preset frequencies.Selects upper sideband of carrier frequency produced by modulation. PRE Tune Light The PRE tune light illuminates to show that the frequency selected in the FREQ display is a preset channel frequency. increasing in number as the knob is rotated cwo To set a preset channel: • Turn OFF VOL control knob on.Selects lower sideband of the carrier frequency produced by modulation. 1F.16A. Holding the switch up or down for more than 1 second slews the number. • Momentarily move the LOAD TEST switch to the LOAD position. The four alphanumeric characters to the right of the frequency decimal point also show system fault codes. The switch must be returned to center at the completion of IBIT to clear the display. • SQL . and starts IBIT when placed to the TEST position. • LSB . Upward switch movement increases the numerical value and downward movement decreases the value. 1. clears PBIT-detected fault codes from the FREQ display when momentarily placed to TEST. • Move the frequency select switches to select the desired frequency. Preset Channel Select Knob The three-position LOAD TEST switch presets selected frequencies when placed to the LOAD position. Each progressive position requires a stronger received signal in order to break the squelch and be heard in the headset. • Turn the preset channel select knob to the channel number to be set.

Momentary position which limits reception to secure voice only. The numeric SRU fault code appears when any of the RT or CU SRU's fail.Provides an intercom for pilot to ground crew or for AR. • CD . 1F. The LRU fault code is the only code displayed if the PBIT detects a fault. continuous self-test that occurs during normal radio operation.1 Built-In Test (BIT) Function The HF radio has a periodic or PBIT and initiated or IBIT function. 1-189 RADIO CHANNEL/FREQUENCY INDICATOR (RCFI) Refer to figure 1-73. in conjunction with the fault code for the applicable LRU. the corresponding frequency may be verified by depressing the FREQ pushbutton. a control panel fault exists and all further IBIT's stop. With UHF radio in operation.T. the word TEST appears on the FREQ display as the receiver/transmitter (RT) signals the start of the 22-second IBIT sequence. failure of shop repairable units (SRU's). 5. It also assures that this same fault code does not reappear unless the radio is turned off. ~ COMM CONTROL PANEL [AJ rnfl Refer to figure 1-74.RF feedline (interface). When preset channel is displayed. Placing the LOAD TEST switch to TEST starts the initiated built-in test (lBIT) function. however. 2. which are subassemblies of LRU's. If no control panel faults exist. All indicators illuminate briefly for a 4-second visual display check. The associated fault codes are: • RT . 4.Coupler. • OFF . LESS ~ Two small indicator lights on the right side of the indicator display a U or V during each radio transmission. Activation of UHF VHF transmit switch on the throttle overrides this function. HOT MIC CIPHER Switch Functions are: • HOT MIC . while the control panel conducts various internal checks. or fault code C appears on the FREQ display. If no digits. displays the selected channel or the manually selected frequency. the RCFI does not display a VHF channel/frequency. 3. IBIT failure displays consist of a two-letter fault code for either one of four line replacement units (LRU's). o. Radio Channel/Frequency Indicator (Typical) 1. when applicable. invalid digits. depressing the UHF VHF pushbutton (unmarked) displays either UHF or VHF channel/frequency as indicated by the U or V indicator light. located on the instrument panel. The COMM control panel is located on the left console. If no faults exist at the completion of IBIT. This function is operable only when radio is operating in secure voice mode. • CIPHER . • RD . the FREQ display will read PASS until the LOAD TEST switch is returned to the off position.Receiver transmitter. The RCFI. .Disables HOT MIC CIPHER. then back to on. The UHF radio must be on for the indicator lights to be displayed. allowing the previously selected frequency to reappear. FREQ Pushbutton Switch UHF Radio Transmission Indicator Light (White) VHF Radio Transmission Indicator Light (White) Radio Channel/Frequency Indicator UHF VHF Select Pushbutton (Unmarked) m 1F-16A-1-0057X@ Figure 1-73.Control panel.16A. and a single numeric fault code to indicate. • C . There are no SRU fault codes for the RF feedline or control panel. The PBIT is a less extensive. Moving the LOAD TEST switch from TEST to off clears the fault code from the FREQ display.

1. and TWS composite audio tone. O. 3. When activated. VHF. • LESS M IFF mode 4. When positioned to MASTER ZEROIZE. HOT MIC CIPHER Switch INRCOM/SV Knob THREAT Tone Knob MSL Tone Knob • ~ AIFF mode 4. The secure voice panel is located on the right console. warmup. refer to EJECTION SEAT OPERATION. The system enciphers voice messages before they are transmitted and deciphers voice messages which are received. 2. POWER Switch I The POWER switch is a two-position lever lock switch. CW rotation increases the volume of the TWS composite tone. and ~ [!] HF control panels. LESS ~ and IFF mode 4 audio monitor) and voice messages. TACAN. TWS missile launch tone. ZEROIZE Switch The THREAT tone knob has a cw arrow pointing to INC. 4. Normal radio procedures (turn-on. coded electronic information associated with the following equipment is purged: 2 3 4 • LESS ~ Secure voice. the switch purges all variables of the secure voice system. SECURE VOICE SYSTEM LESS IANI The secure voice system is used in conjunction with the UHF and VHF radios to provide secure voice communications. The MASTER ZEROIZE switch is a guarded two-position toggle switch. Functions are: • Monitoring and volume control of voice communication between pilot and ground crew or tanker boom operator. • ~ Seat ejection also automatically performs an escape zeroize operation. disabling secure voice operation. THREAT Tone Knob Refer to figure 1-75. 1F. The ON position enables the secure voice system. 1-190 Change 12 . Rotating the knob cw increases the volume of the tone from the AIM -9 missile being monitored. Operation requires the selected UHF or VHF radio to be operating and the desired channel selected. this section. Refer to figure 1-3. • Monitoring of systems individually volume controlled from the respective UHF.1 6A-l-0058X @ Figure 1-74.T. CW rotation increases the volume of both the • intercom LESS ~ and secure voice systems. and channel selection) are not otherwise affected by the secure voice system. SECURE VOICE CONTROL PANEL [!] ~ INRCOM/SV Knob The INRCOM/SV knob has a cw arrow pointing to INC. MASTER ZEROIZE SWITCH [ID mE Refer to figure 1-3.1 COMM Control Panel [8J I BF I (Typical) MSL Tone Knob The MSL tone knob has a cw arrow pointing to INC. • Monitoring of fixed volume warning tones (LG and low speed warning tone. ILS. I I • DTC (if installed). AIM-9 missile tone.16A. The ZEROIZE switch is a guarded lever locked switch. 1 F.

When in CIRAD lor CIRAD 2. 1. If the PLAIN cipher switch is in the CIRAD 1 position. Functions are: • CIRAD 1 . If the PLAIN cipher switch is in the CIRAD 2 position. The INS in conjunction with the CADC and FCC provides: • Present position with update and storage capability. The delay function is not used. the PLAIN cipher switch must be in PLAIN even though the POWER switch is in OFF.191 . This action may result in permanent loss of power to the radio selected. For normal radio operation. 2. • Current winds.Allows the secure voice system to accept a variable from a fill device or another KY-58. and the INU battery. 3. 5.Normal operation for transmitting and receiving plain and cipher messages.O. During CIRAD 1 or CIRAD 2 operation. the FCNP. The INS consists of the INU. PLAIN Cipher Switch MODE Switch POWER Switch (Lever Lock) FILL Switch DELAY Switch (Lever Lock) ZEROIZE Switch (Guarded) 1F-16A-1-0059X® When operating in secure voice (CIRAD 1 or CIRAD 2). Functions are: • OP (operational) . • Groundspeed and drift angle. • Great circle course computation with steering provided to 32 points. • PLAIN . plain text messages can still be received when the HOT MIC CIPHER switch (located on the COMM control panel) is not in the CIPHER position.T. Each position selects the memory location that will be used for the selected operating mode. MODE Switch I The MODE switch is a three-position rotary switch. DELAY Switch The DELAY switch is a two-position lever lock switch.This position is used in remote keying operations. there is no UHF or VHF side tone. • LD (load) . attitude. m1 KY 58 R C U • CIRAD 2 . and heading and is a source of navigation information. the VHF radio is inoperative.Allows normal radio communications. The FILL switch is a six-position rotary switch. • • Instantaneous and maximum g data for display in the HUD.Provides secure voice operation with UHF. 1. • RV (receive variable) . FILL Switch INERTIAL NAVIGATION SET (INS) The INS is a prime sensor for aircraft velocity. The radio set volume control is disabled. 4.1F-16A-1 Secure Voice Control Panel ~ IBF I (Typical) 1 PLAIN Cipher Switch The PLAIN cipher switch is a three-position rotary switch.Provides secure voice operation with VHF. 6. Figure 1-75. the volume of the received messages is controlled by the COMM control panel. do not select GUARD position on the UHF radio or EMER AMlFM on the VHF radio.

2. The self-test checks the entire system except the antennas.O. • AlA TIR . interrogates the TACAN ground station for DME information. Audio identification is not provided.Transmit/receive mode. X/Y Channel Ring The Xry channel ring is the outer portion of the units knob. Hundreds-Tens Channel Knob 1 F-16A-1-1112X@ The CHANNEL display displays the digital readout of the selected TACAN channel. in addition. The TEST pushbutton initiates system self-test when depressed momentarily. TEST Pushbutton 7. Only distance information is presented when a DME navigational aid is selected.O. • AlA REC . TACAN system interrogates and receives signals from aircraft having air-to-air capability. 1 F-16A-1 I Refer to T. Units Channel Knob The units channel knob is used to select the units digit of the channel (0-9) as viewed in the channel display. The TACAN works in conjunction with the INSTR MODE select panel and the HSI and through the COMM control panel for audio output. • REC .T. Two antennas. 3. The ring provides for the selection of X or Y channels as viewed in the channel display. Lead aircraft can only determine distance from one aircraft. (KC-lOA also provides bearing information. IF-16A-34-1-1.Receive mode. TACAN range window (MILES) on HSI is shuttered. TEST Pushbutton Figure 1-76. Same as REC and. The system receives signals which result in a bearing and course deviation display on the HSI and audio in the headset. Hundreds-Tens Channel Knob The hundreds-tens channel knob is used to select the tens and hundreds digits (00-12) as viewed in the channel display. 5.O. TACAN information is presented on the HSI. CHANNEL Display 1. The TACAN control panel is located on the left console. providing slant range (nm) distance between aircraft operating 63 TACAN channels apart. TACTICAL AIR NAVIGATION (TACAN) SYSTEM The TACAN system provides continuous bearing and distance information from any selected TACAN station within a line-of-sight distance up to approximately 390 miles. TACAN Control Panel (Typical) The VOL knob controls the volume of the audio signal. TACAN Function Knob Functions are: • OFF .Air-to-air receive mode is not used. TACAN CONTROL PANEL • TIR . provide omnidirectional coverage regardless of aircraft attitude. distance (nm) is displayed in the HSI range window (MILES). Test Light (Red) 8. IF-16A-34-l-4 for a detailed description. 1-192 Change 13 . CHANNEL Display VOL Knob Function Knob X/Y Channel Ring Units Channel Knob 6. 4. VOL Knob Refer to figure 1-76. one on top and one on bottom of the fuselage. depending upon terrain and aircraft altitude.Air-to-air transmit-receive mode.) Up to five aircraft can determine distance from a sixth lead aircraft.O. There are 252 channels available for selection. ~ T. IF-16A-34-l-3 or 1M!] T. Each mode has 126 channels available.Power off.

glide slope. Each localizer frequency selected is paired with a glide slope frequency (329. The glide slope should be intercepted from a position that is wings level and on the localizer course. indicating that pitch steering data is invalid. MRK BCN Light Refer to figure 1-3. Proper use of the flight director requires that the localizer be intercepted from a heading no more than 45 degrees from the localizer course using bank angles of 30 degrees or less. ILS VOL Ring The VOL ring is an outer ring on the frequency knob and adjusts the volume of the localizer station identification signal. there is no pitch steering data. marker beacon. Refer to ILS PROCEDURES. and glide slope receivers. power is removed from localizer.1 TEST Light The TEST light illuminates when a malfunction occurs during manual or automatic system self-test. The flight director symbol remains on the horizon. ILS Frequency Knobs The frequency knobs allow individual selection of 40 localizer frequencies ranging from 108. Localizer identification signals are supplied to the headset for station identification. except distance-to-destination. and marker beacon equipment. If the system fails self-test in the TIR mode but not in the REC mode. Refer to MRK BCN LIGHT. designated LOC and GS. The ILS flight director is designed to intercept the glide slope from below while in approximately level flight. The glide slope and localizer receivers supply glide slope and localizer deviation data to the deviation bars on the ADI and HUD. and glide slope receivers. . When the aircraft is within two dots deflection of the localizer deviation bar. power is applied to the localizer.10-111. Valid pitch steering is provided after the glidepath is intercepted. Two warning flags. The reference caret indicates the heading required to maintain the course selected (magnetic heading scale displayed) or ground track error relative to the course selected (magnetic ground track scale displayed). and a reference mark/caret positioned at the heading/ground track scale. • AOA bracket is not displayed until NLG is lowered. ~ left console. The ILS control panel is located on the ~ ~ right console. are not blanked unless the NLG is lowered and inertial velocity exceeds 80 knots.00 MHz).95 MHz in 0. INSTRUMENT LANDING SYSTEM (ILS) The ILS provides precision approaches to runways equipped with localizer. displaying bank steering data.16A. etc. Deviation bars are roll stabilized with tic marks positioned at the one-dot and two-dot deflections. The marker beacon receiver operates on a fixed frequency of 75 MHz. Section II.05 MHz increments using odd frequencies (. indicating that pitch steering data is valid. The flight director circle is referenced· to the FPM and appears when localizer data is valid. Dashed deviation bars indicate invalid data.). O. The MRK BCN light is located on the instrument panel. appear on the ADI when deviation data is invalid. The tic mark appears on the flight director circle when glide slope deviation nears center. • The lower HUD windows. the flight director commands a turn to roll out on the localizer course. The localizer frequency selected is displayed on the control panel. the light illuminates green and blinks according to the code of the marker beacon. A course deviation warning flag appears on the HSI if localizer deviation data is invalid. In the OFF position. ILS PWR Switch The PWR switch is an outer ring on the frequency knob. a tic mark positioned at the top of the circle.15-335. • The HUD altitude scale does not change from 100-foot increments to 20-foot increments until NLG is lowered. CW rotation increases volume. Command steering symbology consists of a circle. Change 12 1-193 . If the aircraft approaches the glide slope from above. 1F.When the switch is placed to PWR. ILS CONTROL PANEL Refer to figure 1-77.1. When the aircraft is over a marker beacon facility. and the symbol X appears over the tic mark.3. this section. the HSI also displays course or localizer deviation data. The symbology automatically displayed on the HUD with ILS selected is the same as LG down with the following exceptions: • The great circle steering symbol is replaced by the ILS deviation bars. marker beacon. The flight director displays command steering data on the HUD when selected on the FCNP. HUD symbology consists of localizer and glide slope deviation bars.T. the TACAN may be used for bearing information.

Time between advisories is loaded by the DTU. 1F. Refer to T'O. ILS PWR Switch Frequency (Units) Knob Frequency Display Frequency (Tenths) Knob ILS VOL Ring 1F-16A-1-0061A@ The FCC provides an IFF advisory to change IFF codes within a determined period of time.Security identity. however. the countdown time is reset to the time between advisory value.Encrypted identity.O. automatic altitude reporting. the FCNP RMD displays the set time between advisories. LOSE and BORE messages cannot be reset and have priority over the IFF advisory. 3. The IFF control panel is located on the left auxiliary console. LESS 1M!] and (mode 4) encrypted IFF. • Mode 3/A .Both code settings can be retained after flight by positioning the MODE 4 CODE knob to the HOLD position momentarily prior to placing the MASTER knob to OFF or removal of power. . • Mode 2 . MODE 4 CODE Knob LESS 1M!] The MODE 4 CODE knob must be pulled out before it can be moved to the ZERO position and is spring-loaded from HOLD to the A position. Modes 1 and 3/A codes are set at the control panel.I IF-16A-34-1-1.16A. The countdown time is displayed whenever FCC power is on. ~ T. When the countdown time reaches 0. • A and B . Two times (in minutes) are displayed: the FCNP LMD displays time remaining to initiate advisory (countdown time). the VMS issues an aural IFF advisory. • ZERO . the last value entered for time between advisories is retained. Both codes are automatically zeroized when the IFF is turned off after landing if the HOLD mode is not used. 2. All modes can be turned on or off at the control panel. IF-16A-34-1-4 for a detailed description. REPLY Light ~ • Mode C . The equipment does not perform interrogation but only transmits coded replies to correctly coded interrogations. IFF flashes in the HUD. Functions are: • HOLD . 5. O. At FCC initialization.The positions select the preset code for A orB. Mode C provides altitude information from the CADC to the ground in 100-foot increments. 1-194 Change 13 The REPLY light is inoperative. Modes 2 LESS ~ and 4 code settings are set into the receiver-transmitter on the ground and thus are fixed for anyone flight. MODE 4 CODE Knob 1M!] IFF SYSTEM The air-to-surface IFF system provides selective identification feature (SIF). fuel advisories must be acknowledged and cleared prior to display of IFF advisory in the HUD. IFF CONTROL PANEL Figure 1-77. Refer to figure 1-78. Normal operation is possible in any of five modes: • Mode I .Both code settings zeroize if the MASTER knob is in any position except OFF.1 ILS Control Panel (Typical) IFF ADVISORY FUNCTION ILS rTOr'O] 3 1.O. • LESS ~ Mode 4 . 1F-16A-34-1-3 or ~ T.Personal identity. 4. The mode 4 CODE knob is inoperative. The HUD IFF advisory is reset by positioning the DRIFT C/O switch to TEST.Traffic identity.T. the countdown time restarts when FCC power is recycled or when the FCNP ENT switch is depressed after a countdown time is selected.Altitude reporting. and the countdown begins for the next IFF code change reminder.

or 3/A interrogation is recognized. O. or 3/A interrogation is recognized within this 15-30 second period. When any of the mode test switches are placed to ON and the RAD TEST MON switch is in MON. If a mode 1. 8.Transmission of lIP replies is prevented. 2. Four mode TEST switches. 3/A. 9. Functions are: • OUT . The switches are spring-loaded to the ON position from the TEST position. • NORM . M-3/A. RAD TEST MON Switch The RAD TEST MON switch is spring-loaded from the TEST position to the OUT position.The radiation test and monitor circuits are inoperative. The OUT position disables the transmitterreceiver for the mode selected. 2. The ON position enables the transmitter-receiver to reply to interrogations for the mode selected.When UHF VHF transmit switch on throttle is placed to UHF. When so positioned. MODE 4 CODE Knob REPLY Light (Greenl TEST Light (Green) MASTER Knob RAD TEST MON Switch 6. the related mode is functioning properly. located on the IFF control panel. mode 2. Change 12 1-195 . 5.1 IFF Control Panel [8J IBF (Typical) I • LOW . are labeled M-1. lIP replies are made. The knob must be pulled outward to rotate from STBY to OFF. IFF MASTER Knob Functions are: I · OFF - Removes power from the equipment LESS~ and also zeroizes mode 4 code settings unless the HOLD function is used.1 6A-l-l 1 14X@ Functions are: Figure 1-78. the lIP timer is energized for 15-30 seconds. • STBY . M-2. 10. IFF IDENT Switch 9 1. • MON . and OUT.Used with the built-in test capability. • MIC . • TEST . Transmitted power from the IFF system is the same for both the LOW and NORM positions.Only local (strong) interrogations are recognized and answered. and C can be tested by holding the associated mode TEST switch in TEST.16A.T. ON. an emergency-indicating pulse group is transmitted each time a mode 1. 8 7 Mode TEST Switches (4) IFF IDENT Switch Code Wheels MODE 4 Switch MODE 4 Monitor Switch 1 F.Full range recognition and reply occur. • REPLY Light LESS ~ • IDENT . TEST Light When a mode TEST switch is held in TEST.Used for preflight check.The equipment is turned on and warmed up but does not transmit. mode 3/A. 2. the light may light because of external interrogations. The light is operative only when the mode 4 monitor switch is in AUDIO or LIGHT.The knob must be pulled outward to position to EMER. 7. 2. If a mode 1. the TEST light illuminates green to indicate the mode is operable. lIP replies are made. • EMER . If more than one switch is placed to ON. 3. 2. When so positioned. lIP timer is energized for 15-30 seconds. and M-C from left to right to correspond to mode 1. 4. Each switch has positions of TEST. 1F. • OUT . the transmitter-receiver replies to interrogations for all modes selected.Spring-loaded out of IDENT. Mode TEST Switches The REPLY light illuminates green to indicate mode 4 replies. and mode C. or 3A interrogation is present. Modes 1. If the TEST light comes on while the mode TEST switch is held in TEST.

Operation is possible in any of five modes: • Mode 1 . Lever-locked position. The REPLY light illuminates green when valid mode 4 replies are being transmitted.e.Both the audio tone and the REPLY light are inoperative. MODE 4 Monitor Switch LESS~ The IFF caution light. Pushing the button momentarily causes the lIP timer to energize for 15-30 seconds. If a mode 1. • NORM . located on the MISC panel.Mode 4 operation is enabled. the higher the number of interrogations.. • OUT . illuminates whenever an inoperative mode 4 capability is detected. • OUT . the higher the frequency.Monitoring of mode 4 interrogations is provided by an audio tone on the intercom and monitoring of mode 4 replies is provided by the REPLY light on the IFF control panel. Specific discrepancies monitored by the IFF caution light are as follows: • Mode 4 codes zeroized. • Mode 2 . Code digits on each thumb wheel are read in windows recessed in the face of the panel. [N§ [NQ] ~ mIl The alternate IIP function is not installed. MODE 1 thumb wheel allows selection of 32 different codes.Personal identity. 2. • LOWER . automatic altitude reporting. The frequency of the tone depends on the number of interrogations being received. 1F. or 3/A interrogation is recognized within this 15. mIl The three-position IFF ANT SEL switch is located on the ANT SEL panel.Encrypted identity.The system selects the antenna which is receiving the best signal. located on the caution light panel. • Automatic self-test function of the mode 4 computer reveals a faulty computer. MODE 4 Switch LESS ~ Functions are: • ON . IFF ANT SEL Switch ~ • Failure of the system to reply to proper mode 4 interrogation.Altitude reporting. • Mode 3/A . I FF Caution Light LESS !8Nl The MODE 4 monitor switch is inoperative.to 30-second period.16A.Upper antenna is used to receive and reply to interrogation signals. AIFF SYSTEM IAD/ TRANSPONDER ~ The transponder provides selective identification feature (SIF).Traffic identity. • LIGHT . • Mode C . MODE 3/A thumb wheel provides the capability of setting 4096 codes. 1-196 Change 12 .10. An audio tone of 300 to 3000 Hz is generated when valid mode 4 interrogations are being received.Security identity. • Functions are: • AUDIO . IFF IDENT Button Two sets of thumb wheels are labeled MODE 1 and MODE 3/A. lIP replies are made. i. MODE 4 Mon itor Switch ~ The IFF IDENT button. and (mode 4) encrypted IFF. • Mode 4 .Switches out the audio tone and provides monitoring only by the REPLY light. provides an alternate method of initiating the lIP function of the IFF system.Lower antenna is used to receive and reply to interrogation signals. provided the mode 4 computer is installed in the aircraft and the MASTER knob is not in OFF.1 Code Wheels Functions are: • UPPER .Mode 4 operation is disabled. MODE 4 Switch ~ The MODE 4 switch is inoperative.

Mode C provides altitude information from the CADC to the ground in 100-foot increments. Change 13 1-197 . • Mode 4 . IFF ADVISORY FUNCTION ~ Refer to figure 1-79.2.O.O. or 3/A interrogations. and 3/A code settings are controlled from the SCPO Refer to T.Traffic identity. the interrogator is commanded to the same code as the transponder. the last value entered for time between advisories is retained.Security identity. 3. AIFF CONTROL PANEL ~ I The interrogator provides interrogation of other IFF systems. • Mode 3/A .T. The HUD IFF advisory is reset by positioning the DRIFT C/O switch to TEST. Location and classification of a particular aircraft as a friend or unknown is possible by comparison SIF codes. fuel advisories must be acknowledged and cleared prior to display of IFF advisory in the HUD. During mode 1. 7 6 5 4 Mode 4 CODE Knob M-4 REPLY Light (Green) AIFF MASTER Knob M-C Switch M-3/A Switch M-2 Switch M-l Switch M-4 Switch Mode 4 Monitor Switch 1F-16A-1-1115X@ Figure 1-79. 9. enables transponder operation only. 4. 2. IF-16A-34-1-3 for a detailed description. 2. Mode 4 code settings are set into the receiver-transmitter on the ground and thus are fixed for anyone flight. the VMS issues an aural IFF advisory. Two times (in minutes) are displayed: the FCNP LMD displays time remaining to initiate advisory (countdown time). 5. the FCNP RMD displays the set time between advisories. Modes 1. AIFF Control Panel lADI~IBFI (Typical) 2 3 9 8 The FCC provides an IFF advisory to change IFF codes within a determined period of time. Interrogation of other IFF systems is possible when in anyone of four modes: • Mode 1 . 7. IFF flashes in the HUD. During mode 4 interrogation. The AIFF provides interrogation of IFF systems within range recognition.Personal identity. 1 F-16A-1 The transponder does not perform interrogation but only transmits coded replies to correctly coded interrogations. the countdown time restarts when FCC power is recycled or when the FCNP ENT switch is depressed after a countdown 1. IF-16A-34-1-3 for a detailed description of switch functions. the countdown time is reset to the time between advisory value. and the countdown begins for the next IFF code change reminder.Encrypted identity. The countdown time is displayed whenever FCC power is on. • Mode 2 . the interrogator is commanded to the M4A or M4B code as selected on the SCP and is independent of the mode 4 (A or B) transponder code as selected on the AIFF control panel. At FCC initialization. INTERROGATOR ~ time is selected. 6. LOSE and BORE messages cannot be reset and have priority over the IFF advisory. located on the left auxiliary console. Time between advisories is loaded by the DTU. The AIFF control panel. Refer to T.O. Selection of a different mode or deselection of mode 4 on the AIFF control panel commands the interrogator to the same mode 4 transponder code. however. When the countdown time reaches 0. 8.

Mode 4 operation is enabled.Switches out the audio tone and provides monitoring only by the M-4 REPLY light.16A. • LIGHT . AIFF MASTER Knob ~ Functions are: • OFF .Mode C operation is disabled. Functions are: Mode 4 Monitor Switch l@l • M-4 . an emergency-indicating pulse group is transmitted each time a mode 1.. • NORM .Both code settings zeroize if the MASTER knob is in any position except OFF. 1 -198 Change 4 M-2 Switch ~ Functions are: • M-2 .e.Monitoring of mode 4 interrogations is provided by an audio tone on the intercom and monitoring of mode 4 replies is provided by the M-4 REPLY light on the AIFF control panel. 1F.The knob must be pulled outward to position to EMER. i. The knob must be pulled outward to rotate from STBY to OFF. the higher the number of interrogations. M-l Switch ~ M-4 REPLY Light ~ I The M-4 REPLY light illuminates green when valid mode 4 replies are being transmitted. The M-4 REPLY light illuminates green when valid mode 4 replies are being transmitted.Both code settings can be retained after flight by positioning the mode 4 CODE knob to the HOLD position momentarily prior to placing the MASTER knob to OFF or removal of power. M-3/A Switch ~ Functions are: • M-3/A . An audio tone of 0 to 1500 Hz is generated when the transponder is not replying to valid mode 4 interrogations. • A and B .The positions select the preset code for A or B. Lever-locked position • OUT . Functions are: • AUDIO .Removes power from the equipment and also zeroizes mode 4 code settings unless the HOLD function is used. M-C Switch I8Q] Functions are: • M-C . • STBY . The mode 3/A code is automatically changed to 7700. . 2.T. • OUT . or 3/A interrogation is recognized. • OUT . the higher the frequency. Both codes are automatically zeroized when the AIFF is turned off after landing if the HOLD mode is not used.Full range recognition and reply occur.Mode 1 operation is enabled. When so positioned.Mode 1 operation is disabled. • HOLD . • ZERO .Mode 2 operation is disabled. The light is enabled only when the mode 4 monitor switch is in AUDIO or LIGHT. The frequency of the tone depends on the number of interrogations received. • OUT .1 Mode 4 CODE Knob ~ M-4 Switch [@] Functions are: The mode 4 CODE knob must be pulled out before it can be moved to the ZERO position and IS spring-loaded from HOLD to the A position.Mode 2 operation is enabled.Mode 3/A operation is enabled.The equipment is turned on and warmed up but does not transmit.Mode C operation is enabled.Mode 3/A operation is disabled. • OUT .Both the audio tone and the M-4 REPLY light are disabled.Mode 4 operation is disabled. Functions are: • M-l. • OUT .O. Interrogator functions are available. • EMER .

Refer to figure 1-3.2. 1 F. provided the mode 4 computer is installed in the aircraft and the MASTER knob is not in OFF. IFF IDENT Button ~ causes the lIP timer to energize for 15-30 seconds. Pushing the button momentarily 1-199 .The system selects the antenna which is receiving the best signal. Specific discrepancies monitored by the IFF cau:ion light are as follows: • Mode 4 codes zeroized. IFF Caution Light ~ The IFF caution light. • LOWER . • Automatic self-test function of the mode 4 computer reveals a faulty computer.1 IFF ANT SEL Switch [8] [MI ~ The three-position IFF ANT SEL switch is located on the ANT SEL panel. O.Upper antenna is used to receive and reply to interrogation signals. illuminates whenever an inoperative mode 4 capability is detected. located on the caution light panel. The IFF IDENT button is located on the MISe panel. lIP replies are made.T. or 3/A interrogation is recognized within this 15-30 second period. • Failure of the system to reply to proper mode 4 in terrogation.Lower antenna is used to receive and reply to interrogation signals.16A. Functions are: • UPPER . • NORM . If a mode 1.

INSTR MODE Knob 2. located on the instrument panel.O. INSTR HOG Knob magnetic heading in the event of an INS failure (indicated by the AUX warning flag on the ADD. provides for the selection of the displays on the HSI and the AD!. the localizer and glide slope deviation bars are also displayed on the HUD.T. The INSTR HDG knob. INSTR MODE Select Panel (Typical) BLOCK 10 BLOCK 15 BLOCK 10 BLOCK 15 * ~ ILSI MODE TeN NAV ILS/ r~NiVII S 1. located on the INSTR MODE select panel. 1-200 . has arrows poin ting in cw and ccw directions. When an ILS mode is selected by the INSTR MODE knob. INSTR MODE Knob Refer to figure 1-80 for functions and details of the INSTR MODE knob located on the INSTR MODE select panel. Instrument Modes Refer to figure 1-80. INSTR HDG Knob T R ~1 1F-16A-1-0064A @ Figure 1-80. 1 F-16A-l INSTR MODE SELECT PANEL Refer to figure 1-80. The knob is pushed and turned to set the INS heading to a known Refer to figure 1-82. The INSTR MODE select panel. ILS information is provided to the HUD from the ILS regardless of the fire control/navigation mode selected. Navigation Aids and Display !AI mEl Refer to figure 1-81. Refer to figure 1-82 for details of the ADI and HSI in the instrument modes.

1F. O.1 Navigation Aids and Display (Typical) INSTR MODE SELECT PANEL (IMSP) ADI OO~ Hue ILS ILS CONTROL PANEL VOL ® CHANNEL TACAN CONTROL PANEL (( I 0 0 N C T Xl] /:VOL~ 0 ~ T/R <aD IMSP INSTRUMENT MODE SELECTED ILS{TCN 05:9~ © COURSE ARROW & COURSE SELECTED MANUALLY SELECTED LOCALIZER COURSE orr ~REC AlA ® BeN BEARING POINTER MRKBCN ID HSI HSI ADI TO.FROM INDICATOR ATTITUDE SPHERE LOCALIZER DEVIATION BAR GLIDE SLOPE DEVIATION BAR GLIDE SLOPE DEVIATION COURSE DEVIATION INDICATOR RANGE INDICATOR TCN RANGE TO TACAN STATION OR DME NAV AID LOCALIZER DEVIATION OUT OF VIEW BEARING TO TACAN STATION IN VIEW INS ROLL AND PITCH ATTITUDE BEARING TO INS DESTINATION LOCALIZER DEVIATION NAV RANGE TO INS DESTINATION MANUALLY SELECTED COURSE DEVIATION FROM SELECTED COURSE * INACTIVE ** DEVIATION FROM SELECTED COURSE OUT OF VIEW OUT OF VIEW OUT OF VIEW ILS/NAV MANUALLY SELECTED LOCALIZER COURSE LOCALIZER DEVIATION LOCALIZER DEVIATION GLIDE SLOPE DEVIATION 1F-16A-1-1117X8 * BLOCK 10 ** BLOCK 15 Figure 1-81. 1-201 .T.16A.

-~~ INSTR MODE SELECT PANEL (IMSP) HSI NAV NOTE: The NAV mode has no effect on HUD symbology.-'--.:.T.:-. (Sheet 1) 1F-16A-1-1118X@ 1-202 ..o-----.16A.o. ADI INS MAGNETIC HEADING RANGE TO INS DESTINATION HEADING REFERENCE MARKER ---l--r"t---.:-.. 1F.1 Instrument Modes (Typical) TeN NOTE: The TCN mode has no effect on HUD symbology.~_~ INS MAGNETIC HEADING SIGNAL UNRELIABLE INSTR MODE SELECT PANEL (IMSP) DEVIATION FROM SELECTED COURSE HSI Figure 1-82. ADI INS MAGNETIC HEADING HEADING REFERENCE MARKER i ILSI MODE r~NAV T R ILSI TeN NAY TACAN COURSE SIGNAL UNRELIABLE --..

.1 Instrument Modes (Typical) ILSJTCN HORIZON LINE IANI PITCH SCALE (CLIMB) SELECTED COURSE ~ ~~ CALIBRATED AIRSPEED ~/O 20~ ~~~ ~~~EK::DI LOCALIZER DEVIATION /11. O.l :-02. ADI r~AV T R ILSI TeN NAV ILSI INSTR MODE SELECT PANEL (lMSP) LOCALIZER DEVIATION HSI Figure 1-82.16A.2 nl 5c_ _ __ "5 ~01'O-~ .A U\\ (LIMITED) INS MAGNETIC HEADING GLIDE SLOPE DEVIATION BAROMETRIC ALTITUDE - I 06 = .~ U - "D~'J 10'-I ~ !.----. not steering.\ I(j\.\\\ 1I~ VI // 10L-_~ rr U \" \ __ -"10 ~L ~~t5_0"1 \\\\\) RADAR ALTITUDE 150>03~11 ALTITUDE LOW \\' SETTING o~ FLiGHTPATH MARKER (FPM) HUD PITCH SCALE (DIVE) ROLL SCALE IU " L::J STEERPOINT NUMBER COMMAND STEERING (CMD STRG) LOCALIZER DEVIATION (© NOTES: 1. I \. '---' \\ c 5'-- 15-= - -~02.1 . Command steering is referenced to the localizer course displayed on the FCNP.T. (Sheet 2) 1F-16AN-1-0085X @ Change 12 1-202. 07 ----'5 / ~~\ (±CROSSWIND COMPONENT) j. 1F. 2. Glide slope and localizer bars indicate deviation only.01 IIIAI I ~ .

I \.16AN-l-0086X @ 1-202.. Glide slope and localizer bars indicate deviation only. INS PITCH AND ROLL ATTITUDE ~ © ~------------------~ ADI ~wNAV T R ILS/ TeN NAV ILS/ S ILS LOCALIZER UNRELIABLE SIGNAL---7--7---~ INSTR MODE SELECT PANEL (lMSP) LOCALIZER DEVIATION HSI Figure 1-82.1 Instrument Modes (Typical) I LS/NAV HORIZON LINE IANI PITCH SCALE (CLIMB) SELECTED COURSE (LIMITED) INS MAGNETIC HEADING GLIDE SLOPE DEVIATION CALIBRATED AIRSPEED AOA BRACKET (NLG LOWERED) LOCALIZER DEVIATION ~~~ 01 ' IIMI I 1I~ VI ~ ..': ID/". (Sheet 3) IF. not steering.T.1 6A. 1 F. Command steering is referenced to the localizer course displayed on the FCNP.2 r---'I '----' \\ 5'--- ~_ 02.2 Change 12 . C I ~ LOCALIZER II SIGNAL UNRELIABLE 2.+ .l . / ~~\ (±CROSSWIND COMPONENT) j.'i.~ U\\ '/O 20~ c 15-= - - I 06 07 -----'5 - = =-02.0__ \ II~ BAROMETRIC ALTITUDE ~\\\ ~L ~~6~~"'1 \ \\\) I RADAR ALTITUDE HUD " LOW SETTING L:J STEERPOINT NUMBER PITCH SCALE (DIVE) COMMAND STEERING (CMD STRG) LOCALIZER DEVIATION GLIDE SLOPE DEVIATION NOTES: 1.\1 U - -e:==== 10'-I ~~ ~ !.1~\\\\ nl ___ -"5 // lOL __ o~ [ FLiGHTPATH MARKER (FPM) n ~ \ \" \ __ -"10 150>03~1\ ALTITUDE \\' I'N U ROLL SCALE ~02.. ~I--~oi ____.. O.

..........3 .--------41.. (Sheet 4) Change 12 1-202...T..{?> l2' -...--------------·-1 = 090 () \ (0 (j) CD I CD® \ CD I 1 I 1 01 45 0 INTERCEPT HEADING (090° .. • CMD STRG SYMBOL APPEARS (NO PITCH STEERING PROVIDED) • LOCALIZER DEVIATION BAR IS SOLID (VALID) • A RIGHT TURN IS COMMANDED ICMD STRG SYMBOL IS TO RIGHT OF FPMj CD .. O.. 1 \ 1 I I 1 02 03 INITIAL AIRCRAFT HEADING 015 0 = 30° BANK ACHIEVED CD 1 I CD 02 I I 1 \ I 1 01 04 05 --1-----1--1 1 ---+------101----NO CMD STRG SYMBOL • LOCALIZER AND GLIDE SLOPE DEVIATION BARS ARE DASHED (INVALID) • COURSE CARET IS LIMITED • HORIZON LINE IS DISPLAYED FOR REFERENCE • T -'- AIRCRAFT IS ON 45 0 INTERCEPT HEADING 1 F-16AN-1-0087X @ Figure 1-82....16A...-l.. 1F....1 Instrument Modes (Typical) ILS HUD DISPLAYS INBOUND LOCALIZER COURSE IANI RUNWAY .45° = 045 0 AIRCRAFT HEADING) 02 J- --1-----1-..

lF-16A-1 Instrument Modes (Typical) IANI ILS HUD DISPLAYS I I I 04 05 09 ______~r\~------__ • A RIGHT TURN IS COMMANDED (CMD STRG SYMBOL IS TO RIGHT OF FPM) • LOCALIZER DEVIATION BAR INDICATES APPROXIMATELY 2 DOTS LEFT • AFTER TIC MARK APPEARS ON TOP OF CMD STRG SYMBOL.10. AIRCRAFT IS LEFT OF LOCALIZER COURSE AND GLIDE SLOPE IS INVALID (CMD STRG SYMBOL HAS X ON IT. AND LOCALIZER DEVIATION BAR ARE ALL ALIGNED) • COURSE CARET INDICATES 083° VS 090° HEADING DUE TO CROSSWIND f---I----I--. (Sheet 5) 1-202.4 Change 12 . PITCH STEERING IS PROVIDED • AIRCRAFT IS ON LOCALIZER COURSE AND ABOVE GLIDE SLOPE \ 1 I 1 I CD I 1 I 06 07 08 09 o • 30° BANK ACHIEVED • LOCALIZER DEVIATION BAR INDICATES APPROXIMATELY 1 DOT LEFT AIRCRAFT IS ON LOCALIZER COURSE AND GLIDE SLOPE (ALL SYMBOLS ARE ALIGNED) (j) 1 I t 1 I @ I 1 Iv I 1 I 08 09 07 08 09 • AIRCRAFT IS ON LOCALIZER COURSE (CMD STRG SYMBOL. COURSE CARET. NO PITCH STEERING IS PROVIDED) 1F-16AN-1-0088X@ Figure 1-82.

. 2. Glide slope and localizer bars indicate deviation only. Command steering is referenced to the localizer course displayed on the FCNP./~~~Il6lnll KI - ~ Il \ ~02~ROLL L _ _ _ BAROMETRIC ALTITU DE 009D09 FLiGHTPATH MARKER (FPM) 5L--HUD--05~ GLIDE SLOPE DEVIATION COMMAND STEERING (CMD STRG) PITCH SCALE (DIVE) LOCALIZER DEVIATION NOTES: 1. .lF-16A-l Instrument Modes (Typical) LESS IANI ILS/TCN PITCH SCALE (CLIMB) INSTANTANEOUS G'S \ \ INS MAGNETIC HEADING SELECTED COURSE ( ± CROSSWIND COMPONENT) (LIMITED) GLIDE SLOPE DEVIATION SCALE I AOA BRACKET (NLG LOWERED) CALIBRATED AIRSPEED ________ I I \ 5.+ . .... . (Sheet 6) Change 12 1-203 .4__ -+-+-----ll~ ADI LOCALIZER SIGNAL UNRELIABLE INS PITCH AND ROLL ATTITUDE r~AV T R (IMSP) ILS/ TeN NAV RANGE TO TACAN STATION OR DME NAV AID ... ILS/ ILS LOCALIZER SIGNAL UNRELIABLE --..-- 06 1L IJ HORIZON LlNE-----iir::~C 20-= LOCALIZER:: DEVIATION rl I I ~ 07 I I 5 I \ = 1. .'''-'-- LOCALIZER DEVIATION INSTR MODE SELECT PANEL HSI 1 F-16A-1-1119A @ Figure 1-82.1 . not steering.-7----.- I ~ _" L'·'''.lO. 1--+-f----.

Glide slope and localizer bars indicate deviation only...10. 1F.. (Sheet 7) 1 F-16A-1-1120A @ 1-204 Change 12 .. .. ILS LOCALIZER SIGNAL UNRELIABLE -:---.--.C II I 10.1 I Instrument Modes (Typical) LESS IANI I LS/NAV PITCH SCALE (CLIMB) INSTANTANEOUS G'S \ \ INS MAGNETIC HEADING AOA BRACKET (NLG LOWERED) I 5.I -----'.5 07 I I I \ . I-+f--::.. "L ...j__ --l---+----Ii~ ADI LOCALIZER SIGNAL UNRELIABLE 2.16A.------ 06 CALIBRATED = 1.!~ INSTR MODE SELECT PANEL (lMSP) LOCALIZER DEVIATION HSI Figure 1-82.~- .2 C 02 - Il \ I I ( SELECTED COURSE ± CROSSWIND COMPONENT) (LIMITED) ~:~~ATION GLIDE SLOPE HORIZON LINE LOCALIZER DEVIATION FLiGHTPATH MARKER (FPM) II~I_ 15-. Command steering is referenced to the localizer course displayed on the FCNP.----.1 AIRSPEED ~20~ Irl I I ---. not steering.02..OR BAROMETRIC ALTITUDE COMMAND STEERING (CMD STRG) PITCH SCALE (DIVE) II I 009009 ~ 5~--HUD--~5~ GLIDE SLOPE DEVIATION LOCALIZER DEVIATION (© NOTES: 1..

!.. / 1 NO CMD STRG SYMBOL LOCALIZER AND GLIDE SLOPE DEVIATION BARS ARE DASHED (INVALID) • COURSE CARET IS LIMITED • HORIZON LINE IS DISPLAYED FOR REFERENCE • ----------~~()~---------------- • AIRCRAFT IS ON 45 0 INTERCEPT HEADING 1 F-16A-1-1121 X@ Figure 1-82...I~/j ~ -1- ~ / • CMD STRG SYMBOL APPEARS (NO PITCH STEERING PROVIDED) • LOCALIZER DEVIATION BAR IS SOLID (VALID) • A RIGHT TURN IS COMMANDED (CMD STRG SYMBOL IS TO RIGHT OF FPM) 02 03 INITIAL AIRCRAFT HEADING = 015 0 30 BANK IS ACHIEVED 0 01 02 0) _.. (Sheet 8) Change 12 1-205 .dl.. 1F.-d I... 04 05 ~I_ -I~l..J).1 Instrument Modes (Typical) LESS IANI ILS HUD DISPLAYS ---------------------\------------------------------. ~ 1_ - .-\l.10.16A.J1-1- 1 ----~:-~~c)~-/----------------1 __ .---. 45 c I RUNWAY INBOUND LOCALIZER COURSE = 90 0 ~ 01 CD 0 CD CD ® CD 02 CD CD CD 45" INTERCEPT HEADING (90 45 () = 045 n AIRCRAFT HEADING) 0 _ --I~\.~ I .

- 1 AIRCRAFT IS LEFT OF LOCALIZER COURSE AND GLIDE SLOPE IS INVALID (CMD STRG SYMBOL HAS X ON IT. ./ (" '\ . NO PITCH STEERING IS PROVIDED) 1F-16A-1-1122X@ Figure 1-82.. / --- 6 • A RIGHT TURN IS COMMANDED (CMD STRG SYMBOL IS TO RIGHT OF FPM) • LOCALIZER DEVIATION BAR INDICATES APPROXIMATELY 2 DOTS LEFT 06 • AFTER TIC MARK APPEARS ON TOP OF CMD STRG SYMBOL.. 1F.T.1 I Instrument Modes (Typical) LESS JANJ ILS HUD DISPLAYS 04 05 I CD 08 1 09 1 I I if' \\1 11/ "'- .16A..O.. COURSE CARET. AND LOCALIZER DEVIATION BAR ARE ALL ALIGNED) • COURSE CARET INDICATES 083 VS 090 HEADING DUE TO CROSSWIND 0 0 ~ - -I - - - - r. PITCH STEERING IS PROVIDED • AIRCRAFT IS ON LOCALIZER COURSE AND ABOVE GLIDE SLOPE 07 CD / 08 1 09 1 I I • 30 BANK ACHIEVED • LOCALIZER DEVIATION BAR INDICATES APPROXIMATELY 1 DOT LEFT 0 AIRCRAFT IS ON LOCALIZER COURSE AND GLIDE SLOPE (ALL SYMBOLS ARE ALIGNED) (j) 08 I 09 I ® 07 I I 08 09 1 if' 1/\ I I • AIRCRAFT IS ON LOCALIZER COURSE (CMD STRG SYMBOL. (Sheet 9) 1-206 Change 12 ..

located at the lower left corner of the instrument. STANDBY AnlTUDE INDICATOR (SAl) • Vertical Velocity Indicator.5-2. The instruments listed below are common and are not illustrated in detail. t~e aIrcraft should be flown wings level. • Clock. probe heater circuit breaker open wh. The . The barometric setting knob. electrically powered ver:tIcal gyroscope that mechanically positions the a~tItude sphere of the indicator to display aircraft pItch and roll attitudes. If this occurs. right A0J:.lle the altimeter is operating in ELECT). [B] . • Airspeed/Mach Indicator. displayed by a moving airspeed-mach pointer against a fixed airspeed scale. An OFF warning flag appears whenever electrical power is lost or whenever the PULL TO CAGE knob is pulled. • Servo-Pneumatic Altimeter. primarily when pitch is near 90 degrees. Adjustment of the miniature aircraft reference symbol is accomplished by rotation of the PULL TO CAGE knob. The operating mode is manually selected by the lever located at the lower right corner of the instrument. • Standby Attitude Indicator. The maximum allowable airspeed pointer indicates 800 knots at sea level. The PNEU flag may also appear when accelerating or decelerating through the transonic region or while performing high g maneuvers. ALTIMETER The servo-pneumatic altimeter is a dual mode pressure altitude indicator with a range of -1000 to +80. allow 2 minutes prior to taxi. In the ELECT (primary) operating mode. ~ The barometric setting is shown in inches of mercury. The indicator can develop errors during aerobatic maneuvering.1 FLIGHT INSTRUMENTS Refer to figure 1-83. The flight instruments are located on the instrument panel. The gyroscope of the indicator is unrestricted in roll but is limited to approximately ± 85 degrees in pitch. The range of the indicator is from 80-850 knots and from 0.000 feet. which is read agai~st the airspeed-mach pointer. the gyro does not automatically erect and must be manually caged to eliminate the error.rnB The barometric setting of the altimeter IS electncally transmitted to the CADC as a manual input correction for the pressure altitude display on the HUD. If caging is reqUIred. The indicator displays indicated airspeed and mach number. Higher airspeeds are indicated as altitude is increased. Indicated airspeed is o~erated Change 5 1-207 . The SET INDEX knob is used to set the airspeed reference index. The indicator is powered by ~ battery bus No. ~ ~ l!ffiI ~ The barometric setting is shown in millibars. Refer to MAXIMUM: AIRSPEED OPERATING LIMITATIONS. O. is used to set the desired altime~er sett~ng. • Magnetic Compass. the altimeter automatically reverts to the pneumatic mode and the PNEU flag appears on the face of the altimeter. LESS ~ the battery bus. If these errors exceed 7 degrees after returning to level flight. erection is cut off. ~e knob is held out until the sphere is caged to zero pItch and roll indication and then released.T. the indicator continues to provide usable attitude information for approximately 9 minutes. the altimeter is electrically driven by the CADC.ators are s7t at the pitch trim index. constant altitude. SAl is a self-contained. Should the CADC or altimeter servo malfunction (or LESS (i]) the. it indicates a pitch angle of 4 degrees less than the ADI when pitch trim knobs on both indic. Since the SAl is mounted in the instrument panel at an angle. and at an AOA of approximately +4 degrees.16A. Manual caging of the gyroscope is accomplished by pulling the PULL TO CAGE knob at the lower right corner of the indicator. is displayed by a rotating mach scale. 1F. Mach number. In the PNEU (secondary) operating mode the altimeter is pneumatically operated by static pressure supplied by the pitot-static system. When caged on the ground. This indication is not a valid maximum allowable airspeed cue: it should be disregarded. Mter power loss. I AIRSPEED/MACH INDICATOR The airspeed/mach indicator is pneumatically ?y total and static pressure supplied by the pltot-statIc system. 1.2 mach. Section V.

T. 10. Standby Attitude Indicator 3.1F-16A-l Flight InstrulTlents (Typical) 8 1. AOA Indexer BLOCK 10 2. 5. 6. 1-208 .0. Altimeter Attitude Director Indicator Horizontal Situation Indicator Magnetic Compass Clock. 7. 8. Vertical Velocity Indicator 4. AOA Indicator Airspeed/Mach Indicator BLOCK 15 10 8~ BLOCK 10 I-U BLOCK 15 1F-1SA-1-1127X@ Figure 1-83. 9.

rotate the head of the course arrow to the desired course on the compass card and check the course selector window for the precise setting. The CRS set knob provides the means for selecting anyone of 360 courses. and mishap investigation data. The face of the RSI is a compass card driven by the INS so that aircraft magnetic heading is always read at the upper lubber line. A total of five special events (automatic and manual) may be saved. I Refer to figure 1-85. To select a desired course. Range of the indicator is 6000 fpm climb or dive. this section. The HDG set knob provides the means for rotating the heading reference marker to the desired heading. however. or INS destination. the heading reference marker rotates with the compass card. aircraft service life data. ATTITUDE DIRECTOR INDICATOR (ADI) Refer to figure 1-84.T. The HSI displays a horizontal or plan view of the aircraft with respect to the navigation situation. Loss of power to the RSI may cause the OFF warning flag to come into view. there are automatic special event provisions in flight which protect an approximate 30 seconds worth of data from overwrite until the next flight. The LOC warning flag indicates that the localizer signal is unreliable. an INS failure causes the warning flag to cover the range indication window. When NAV or ILSINAV is selected. Refer to NAVIGATION AIDS AND DISPLAY. the course arrow rotates with the compass card. The ADI is not limited in pitch or roll and displays any aircraft attitude accurately.O. may indicate impending failure of the ADI or INS data to the AD!. STANDARD FUG. the indicator displays ILS glide slope and localizer deviation information. The ADI displays pitch and roll attitude infonnation supplied by the INS. The tum rate needle is driven by the rate gyroscope transmitter which senses the aircraft turn rate and displaces one needle width in response to a 1-1I2-degree/second tum rate. In certain modes of operation. Once set. The bearing pointer provides bearing information to TACAN station or INS destination. The AUX warning flag signifies that the INS has failed or is operating in a less precise attitude condition and that HSI heading must be set to a known heading by the ~ ~ INSTR HDG knob on the INSTR MODE select panel. Refer to NAVIGATION AIDS AND DISPLAY. 1F-16A-1 VERTICAL VELOCITY INDICATOR (VVI) The VVI provides rate of climb/descent information and operates from static pressure supplied by the aircraft pitot-static system. The GS warning flag indicates that the glide slope deviation bar is unreliable. The pitch trim knob is used to adjust the attitude sphere to the desired pitch attitude in reference to the miniature aircraft. is an 8-day. this section. Mishap investigation data storage is limited to approximately the last 15 minutes of flight time. The slip indicator (ball) is a self-contained item. Engine and service life data are stored for approximately the last seven flights. Loss of TACAN or DME signal or an unreliable signal causes a warning flag to cover the range indication window when either ILSITCN or TCN is selected. HORIZONTAL SITUATION INDICATOR (HSI) I The clock. located on the right auxiliary console. CLOCK The magnetic compass is a self-contained indicator which shows the heading of the aircraft with respect to magnetic north. MAGNETIC COMPASS on a compass rose. Special event data save also generates an FDR 024 MFL. The OFF warning flag may indicate failure of either the INS or the AD!. manually wound clock with provisions for an elapsed time indication up to 60 minutes. The instrument displays turn rate which is presented in standard turn needle format. DME navigational aid. Adjustable compensating magnets in the compass provide the means for cancelling magnetic disturbances originating within the aircraft. Once set. even with proper attitude being displayed. A deviation correction card for the compass is located immediately below and aft of the compass. The range indicator provides a readout of distance in nm to a TACAN station. A momentary OFF and/or AUX flag. The miniature aircraft symbol in the center of the HSI is fixed and comparable to an aircraft superimposed Change 2 1-209 . The heading reference marker provides a reference to the heading select mode of the autopilot.HT DATA RECORDER (SFDR) ~ The aircraft contains an SFDR which stores engine usage data.

• Engine subidle . O. • Throttle in OFF in flight. 1F.5g or greater than -3g.1 Special events are: • Acceleration (Nz ) greater than 9.T.16A. • Canopy unlocked in flight. 1-210 . • AOA greater than 29 degrees or greater than or equal to -5 degrees. • Engine overs peed.

16A-l Attitude Director Indicator (ADI) (Typical) 2 3 4 5 1..Range Indicator Heading Reference Marker Upper Lubber Line Course Selector Window Bearing Pointer OFF Warning Flag . 10. 11. 6. 9.Tail Bearing Pointer . 4. 12. 17. 4. Range Indicator Warning Flag .Tail Lower Lubber line HOG Set Knob Course Deviation Indicator Course Deviation Scale Warning Flag . 3. 18. 10.HSI Power TO-FROM Indicator Miniature Aircraft Symbol CRS Set Knob Course Arrow . 13. 3. 9.Glide Slope Unreliable Attitude Sphere Pitch Scale Upper Bank Index Pointer Localizer Deviation Bar LOC Warning Flag . 14. 7. 16. Change 7 1-211 . 1F. 2. 5. 15. 8. 19. 11. 17.. 13. 19. Horizontal Situation Indicator (HSI) (Typical) 1 2 3 5 19 18 --++----77..Attitude Sphere/INS Unreliable Glide Slope Deviation Scale Horizon Line 19 rr:-t--t-- 6 I 7 17 8 r-r---9 16 15 14 13 12 11 10 lE-1BX-l-0013X® Figure 1-84.INS Navigation and Heading Unavailable Pitch Trim Index Pitch Trim Knob Rate-of-Turn Scale Rate-of-Turn Needle Slip Indicator (Ball) Lower Bank Index Pointer Lower Bank Scale Miniature Aircraft Symbol Glide Slope Deviation Bar and Pointer OFF Warning Flag . 7.I-I 16 15 10 9 1.T. 14. 16.Course Deviation Course Arrow Compass Card 13 12 11 1F-16X-l-0014X@ Figure 1-85.~~~ 17 _--++-~-r--"I. 18. 15. 2. 5. 6.O. GS Warning Flag .Localizer Signal Unreliable AUX Warning Flag . 8. 12.

located on the left console. located on the throttle. ENG CONT Switch IPW2201 mm Refer to figure 1-13. m Manually holding the DRAG CHUTE switch in DEPLOY prevents drag chute release when the [IE] switch is moved from DEPLOY to NORMIREL. The throttle is limited in certain functions: • Cannot be advanced from OFF to IDLE. Either switch when positioned to OFF shuts off all fuel flow to the engine.168 AIRCRAFT Only those items which are different. is a three-position guarded switch used to deploy and release the drag chute. DRAG CHUTE SYSTEM IBEI ~ DRAG CHUTE Switch [HE! ~ ~ • OFF . located on the LG control panel. ENGINE CONTROLS IPW2001 Only a throttle. • Does not have a throttle friction control. Functions are: • BUC . ENG CONT switch. 1F. LESS m ~ allows the deployed drag chute to release.T. Functions are: • SEC . O.(Guarded position) Returns control to forward cockpit switch position. SPEEDBRAKE SYSTEM SPD BRK Switch ~ I Refer to figures 1-9 and 1-15. and FUEL MASTER switch are provided. The throttle may have to be advanced past BUC IDLE to have transfer occur. The DRAG CHUTE switch. The fuel control panel. Throttle I PW2201 m Refer to figure 1-40. • NORM . and FUEL MASTER switch are provided. The SPD BRK switch. 1-212 Change 1 . Manually holding the DRAG CHUTE switch in REL prevents drag chute deployment when the [IE] switch is placed to DEPLOY. significant.'furns EEC off (EEC caution light illuminates) and transfers to BUC when throttle is in OFF or above BUC IDLE regardless of forward cockpit EEC BUC switch position. • Cannot be retarded from IDLE to OFF. • Cannot be advanced from MIL to AB. • Does not have a throttle friction control. FUEL SYSTEM Fuel Control Panel IIBl BUC Switch I PW200lilm Refer to figure 1-7.Manually selects SEC (SEC caution light illuminates) regardless of forward cockpit ENG CONT switch position. The FUEL MASTER switches in both cockpits must be in the MASTER (on) position to permit fuel flow to the engine. contains a guarded FUEL MASTER switch. ENGINE CONTROLS I PW2201 Only a throttle.16A-1 F. Throttle I PW200 I (g The throttle is limited in certain functions: • Cannot be advanced from OFF to IDLE. BUC switch. The BUC switch. Refer to figure 1-22. is a two-position switch.(Guarded position) Returns control to forward cockpit switch position. is a two-position switch. located on the left console. The ENG CONT switch. Manually holding the DRAG CHUTE switch in REL after[lE] drag chute deployment (switch remaining in DEPLOY) ~ and allows the deployed drag chute to release if airspeed is above 60 knots. or unique to the forward or rear cockpit are discussed in the following paragraphs. located on the left console. • Cannot be retarded from IDLE to OFF. is spring-loaded to the off (center) position and must be held in either the open (aft) position or close (forward) position. • Cannot be advanced from MIL to AB.

Diagonal stripes appear when power is removed or appear momentarily during switching.Activation of ejection system from either cockpit results in canopy jettison. STICK CONTROL OPERATION Refer to figure 1-60. Stick OVRD Lights [ID Simultaneous inputs to the forward and aft sticks (or rudder pedals) are added together to position the flight control surfaces accordingly. the stick indicator displays the word AFT. and NWS control is transferred to the rear cockpit as long as the paddle switch is held depressed. The OVRD light in both cockpits illuminate. and a .4-second delay followed by forward seat ejection. Functions are: • FWD . ESCAPE SYSTEM [ID EJECTION MODE SEL Handle ~ I!ml The flight controls are abbreviated and contain only the stick. 1F.33-second delay. Refer to figure 1-86. and MPO commands. The FLCP and MANUAL TRIM panels are not available. • SOLO .33-second delay followed by only rear seat being ejected. Change 7 1-213 With the STICK CONTROL switch in FWD. • AFT . rudder pedals. • Activation of ejection system from forward cockpit results in canopy jettison. indicates the position of the STICK CONTROL switch by displaying the word AFT or FWD as applicable. illuminate when the paddle switch is used to take control. Functions are: • NORM • Activation of ejection system from rear cockpit results in canopy jettison. The DN LOCK REL button has no mechanical unlock function. then a . aft seat ejection. and LANDING TAXI LIGHTS switches are not present. and warning. Depressing the rear cockpit paddle switch has no effect on the forward cockpit controls. Simultaneous activation from forward and aft cockpits results in unsequenced ejections. then a . The OVRD light in both cockpits illuminates. FLIGHT CONTROL SYSTEM Refer to figure 1-86. and MPO commands and transfers control of NWS to the rear cockpit. The STICK CONTROL switch is located on the TEST switch panel.The forward cockpit flight control functions are locked out. Depressing the forward cockpit paddle switch has no effect on the rear cockpit controls. In addition.Activation of ejection system from forward cockpit results in canopy jettison. Depressing the forward cockpit paddle switch locks out the rear cockpit stick. Stick Indicator ~ Refer to figure 1-36. ANTI-SKID. Depressing the rear cockpit paddle switch locks out the forward cockpit stick. caution. A three-position stick indicator. a . Unintentional right roll inputs can occur as a result of leg/knee interference with the stick. when depressed: unlocks the LG handle electrically to allow movement to the UP position in case the left MLG WOW switch has failed to the ground position. Activation of ejection system from forward cockpit following rear seat ejection results in forward seat ejection. indicating override is activated.16A-1 LANDING GEAR (LG) SYSTEM ~ All LG functions are duplicated except that the BRAKES channel. located on the forward and rear cockpit instrument panels. DN LOCK REL Button ~ • AFT . the DN LOCK REL button function is different. The stick OVRD lights.10. a . rudder. . With the STICK CONTROL switch in AFT. The DN LOCK REL button located on the LG control panel.The aft cockpit flight control functions are locked out as long as the paddle switch is held depressed. STICK CONTROL Switch mEl I Refer to figure 1-17.33-second delay followed by only forward seat being ejected. Activation of ejection system from aft cockpit results in canopy jettison.33-second delay. then a .4-second delay followed by forward seat ejection. aft seat ejection. and a . located on the instrument panel. the stick indicator displays the word FWD.33-second delay followed by only aft seat being ejected. and status lights. rudder. indicating override is activated. The EJECTION MODE SEL handle is located on the right auxiliary console.

When an indicator/pushbutton is not illuminated and control is desired. STORES MANAGEMENT SUBSYSTEM (SMS) ~ Figure 1-86.O. SERVICING DIAGRAM Refer to figure 1-80. If the INSTR MODE knob is in the same position in both cockpits. IF-16A-34-1-3. OVRD Light (Amber) 2. Refer to figure 1-3. Stick Indicator 1F-16A-1-1130A® Refer to figure 1-89. but not given to. ILS. Limited radar operation is afforded. IF-16A-34-1-1. INSTR MODE SELECT PANEL lID Refer to figure 1-90 and T. ARMT CONSENT SWITCH ~ Refer to figure 1-3. FIRE CONTROL RADAR (FeR) ~ COMMUNICATIONS SYSTEM rID Refer to figures 1-87 and 1-88.O. 1-214 Change 13 . 1 F. The accelerometer is graduated in g units and has three indicating pointers. Control panels for the UHF. The positive and negative auxiliary pointers indicate the maximum positive and negative acceleration experienced. The edge pushbuttons are not functional. The main pointer displays instantaneous changes in acceleration. I!ml The INSTR MODE select panel does not have an INSTR HDG knob. The auxiliary pointers retain their highest readings until the PUSH TO SET knob is depressed. Accelerometer ~ l UJ ~ 2~ 18 1. and ~ VHF are controlled by the forward cockpit control panels. IF-16A-34-1-4. the rear cockpit HSI course slaves to that selected in the front cockpit. the other cockpit. Control can be taken from. and ~ VHF and control indicators/pushbuttons are located in both cockpits. located on the instrument panel. Refer to figure 1-91 for servicing/specifications information. is guarded in the ARMT CONSENT position. RADAR/ELECTRO-OPTICAL (REO) DISPLAY ~ Refer to figure 1-3.10. When power is first applied to the aircraft. ILS. ~ T. THROTTLE AND STICK SWITCHES/CONTROLS ~ I Refer to figure 1-90 for the switches/controls located on the throttle and stick. The switch is in series with the MASTER ARM switch in the forward cockpit and must be in ARMT CONSENT to enable the normal release of any store. depress the indicator/pushbutton. The ARMT CONSENT switch. The accelerometer is self-contained and mechanically indicates acceleration acting along the vertical axis of the aircraft. TACAN.16A-l Stick Indicator and OVRD Light 00 (Typical) FLIGHT INSTRUMENTS ~ An accelerometer is installed and the altimeter barometric pressure set knob is not connected to the CADC. the forward cockpit control indicators/pushbuttons illuminate to indicate that the UHF. The HUD CTVS video signal can be displayed on the REO by placing the VIDEO SEL switch to HUD.O. The SCP is a display only. or ~ T. TACAN.

1F. ILS ButtonlIndicator Depressed (green) Unlighted Depressed (green) Unlighted Figure 1-87.o. 2. 4. ~VHF POSITION/INDICATION Depressed (green) Unlighted FUNCTION VHF radio control in forward cockpit VHF radio control in rear cockpit UHF radio control in forward cockpit UHF radio control in rear cockpit TACAN control in forward cockpit TACAN control in rear cockpit ILS control in forward cockpit ILS control in rear cockpit Button/Indicator 2.16A-1 TAKE CONTR Panel IBFI (Typical) 1. UHF ButtonlIndicator Depressed (green) Unlighted 3. 1-215 . 3. VHF Button/Indicator UHF Button/Indicator TACAN Button/Indicator ILS Button/Indicator 1F-16A-1-1131X® CONTROL l. TACAN Bu ttonlIndicator 4.T.

UHF ButtonlIndicator 1. MSL Tone Knob 8. HOT MIC Switch Intercom not activated Provides a rear cockpit intercom for cockpit. 5. UHF Button/Indicator VHF Button/Indicator TACAN Button/Indicator ILS Button/Indicator INTERCOM Knob THREAT Tone Knob MSL Tone Knob HOT MIC Switch (® 1 F-16A-1-0078A@ POSITIONIINDICATION Depressed (green) Unlighted FUNCTION UHF radio control in rear cockpit UHF radio control in forward cockpit VHF radio control in rear cockpit VHF radio control in forward cockpit TACAN control in rear cockpit TACAN control in forward cockpit ILS control in rear cockpit ILS control in forward cockpit 2. TACAN ButtonlIndicator 4.1 RADIO SEL Panel IBRI (Typical) 2 3 4 R oE I L HOT MIC MSL THREAT INTERCOM AS ~ ~======. 4. THREAT Tone Knob 7. 6. INTERCOM Knob Controls rear cockpit intercom volume Controls volume of rear cockpit TWS composite threat tone Controls volume of rear cockpit tone from the AIM-9 missile being monitored OFF HOTMIC I 6. 3. 8. ILS ButtonlIndicator Depressed (green) Unlighted Depressed (green) Unlighted 5. Activation of UHF VHF transmit switch overrides the HOT MIC function Figure 1-88. ground crew. 7. 1F.O. 2. m VHF ButtonlIndicator Depressed (green) Unlighted 3.===~c==== 8 7 6 5 CONTROL 1. 1-216 . and AR.16A.T.

3. Main Pointer Auxiliary Positive Pointer Auxiliary Negative Pointer PUSH TO SET Knob 4 3 Figure 1-89. 4.T. . BLOCK 15 1F-16A-1-0079B@ Throft/e and Stick Switches/Controls ~ BLOCK 10 SWITCH/CONTROL THROTILE DOG FIGHT/Missile Override SPD BRK RDR CURSOR/ENABLE Dead/Dead Active Active/Active Active Dead/Dead Active/Active BLOCK 15 STATUS SWITCH/CONTROL THROTILE DOG FIGHT/Missile Override SPD BRK Dead/Dead Active Active/Active Active STATUS * ANT ELEV MAN RNG/UNCAGE UHF VHF * RDR CURSOR/ENABLE * ANT ELEV * MAN RNG/UNCAGE UHF VHF ** Acfivel** Active Active/Active STICK TRIM CAMERA/GUN WPN REL Active Dead/Dead Active Active/Active Active/Active Dead Active STICK TRIM CAMERA/GUN WPN REL * DSG/RS DO DS NWS A/R DISC MSL STEP Paddle Active Active/Dead Active Active/Active Dead Active (only to gain control of *functions) Active/Active Dead Active * DESIG/RET SRCH NWS/A/R DISC MSL STEP Paddle * Control gained by activation of RDR CURSOR/ENABLE switch.16A. • 1-217 Figure 1-90. ** Inactive in EEGS mode. 2. O.1 Accelerometer I BR I (Typical) 2 BLOCK 10 1. * Control gained by activation of DS switch. 1F.

1F.GO INDICATORS DOOR 3308 LIQUID OXYGEN LESS ~ [iijiV22ij] ENG I N E SYSTEM FAULT FLAG PANEL 3402 (TOP) LEF POWER DRIVE UNIT ~------- DOOR 3206 AMMUNITION LOADING DOOR 3412 (TOP) EPU OIL SERVICE DOOR 3216 HYDRAULIC SYSTEM A GROUND TEST AND SERVICE CONNECTIONS DOOR 3115 HYDRAULIC SYSTEM B GROUND TEST AND SERVICE CONNECTIONS ~ DOOR 3208 EPU (NITROGEN) HYDRAZINE LEAK DETECTOR DOOR 3101 HYDRAULIC SYSTEM B ACCUMULATOR LMLG WHEEL WELL HALON RESERVOIR DOOR 3202 HYDRAULIC SYSTEM A ACCUMULATOR DOOR 3103 GROUND REFUELING RECEPTACLE DOOR 3204 DEFUELING RECEPTACLE DOOR 3316 ..... BLOCK 15 EXTERNAL POWER CABLE RECEPTACLE DOOR 2306 -------------.NO .[[j 2107 GROUND COOLING RECEPTACLE DOOR 2317 ~ ENGINE AND EMS PANEL 3408 (TOP)-----. BLOCK 10 EXTERNAL POWER CABLE RECEPTACLE COCKPIT (EJECTION SEAT(S)) EMERGENCY GASEOUS OXYGEN BOTTLE(S) NLG WHEEL WELL LG/HOOK EMERGENCY PNEUMATIC BOTTLE (NITROGEN) r------ I I DOOR 3306 --------.. EPU (MONOPROPELLANT) GO ./ BRAKE/JFS ACCUMULATORS (2) DOOR 4214 [N!l [NQ] DRAG CHUTE ACCUMULATOR 1F-16A-1-1134B@ Figure 1-91..> ' ENGINE OIL SERVICE JOAP SAMPLE DOOR 4113 FLCS ACCUMULATORS (2) DOOR 4304 --------.. LESS[8N] IFF MODE 4 DOOR [K] 2105.16A-1 Servicing Diagram (Typical) I DOOR 3302--------------~ LESS[8N] SECURE VOICE PROCESSOR DOOR 2318 -----------.10... (Sheet 1) 1-218 Change 12 .

AT THE FIRST OPPORTUNITY THEREAFTER. JP-5 FUel ENGINE/JFS MIL-T-83133. O. 400 (±30) HZ GASEOUS LIQUID LIQUID MIL-O-27210. AND THE ENGINE SERVICED WITH THE PROPER LUBRICATING OIL AS SPECIFIED IN THE APPLICABLE ENGINE TECHNICAL ORDERS.T. JP-8 JET A.1 Servicing Diagram (Typical) SPECIFICATIONS SERVICEABLE ITEM USAF MIL-T-5624. (Sheet 2) 1-219/(1-220 blank) . JP-4 MIL-T-5624. THE OIL SHALL BE DRAINED AND FLUSHED. TYPE I. GRADE B HALON 1301 HYDRAZINE (70% N2H4. TYPE II AlM32A-60A BB-N-441 A. B (COMMERCIAL) JET A. ENGINE LUBRICATING OILS MIL-L-7S0S (NATO CODE 0-14S) AND MIL-L-23699 (NATO CODE 0-156) MAY BE MIXED.16A. 1F.1 (COMMERCIAL) ENGINE OIL ADG/CSD/EPU HYDRAULIC FLUID HYDRAULIC SYSTEMS A AND B GASEOUS OXYGEN LIQUID EXTERNAL ELECTRICAL POWER NITROGEN FUEL TANK INERTING AGENT (OPTIONAL) MONOPROPELLANT (EPU) 115 (±15) YAC. 30% H2 O ) NONE NONE NONE NONE MIL-L-7BOB MIL-H-5606 MIL-H-B3282 MIL-O-27210. TYPE I NONE H-515 H-537 NATO F-40 F-43 OR F-44 F-34 NONE F-35 0-148 * MIL-L-7BOBJ OR LATER ·IF NECESSARY. I Figure 1-91.

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.. . 2-2 2-2 Weight and Balance ..... Strange Field Procedures .. 2-28 2-28.. o...00 •••••••••••• 0 ••• Expanded FLCS Self-Test Procedures . is required prior to flight.... Before Taxi 2-16 2-17 Taxi . Cockpit Designation Code........... A complete knowledge of Section III... Supplemental Procedures .. 2-28........ EMERGENCY PROCEDURES.. 00 •• 0 • 000 ••• 0 0 .. Change 11 2.... 0.... Refer to ToO.. Prior to Hot Refueling ... 0 •• 0 • • • • • 0 •• 0 •••••••••••• 0 • 0 0 ••••• 0 •• 0 ••••••••••••••••• 0 • •• A takeoff and landing data card is provided in the Flight Crew Checklist for recording computed data.. O... TAKEOFF AND LANDING DATA CARD 0 •• 0 •• 0........ Danger Areas .1 Scramble .......... Takeoff With Asymmetric Stores ......0 ••••••• 0 •• 0 •• 0 • • • • • • • • • • • 0 •• 0......... Quick Turnaround . 2-5 After Cockpit Check Is Complete . 0.. Aircraft De-icing with Engine Operating Prior to Application of De-icing Fluid ... ILSProcedures .....0 •••••• 0 •• 0 •• 0 •• 0 0 0 • 0 • 0 ••• 0 •••••••• 0 0 ••••••••••• 0 ••••••• 0 •• 0 0 • 0 ••••••••••••• 0 ••••• 2-29 2-29 2-29 2-30 2-30 2-30 2-30 2-30 2-30 2-30 2-30 2-31 2-31 2-31 2-31 2-31 2-31 2-32 2-33 2-34 2-34 2-34 0 •••• 0 •• 0 ••••••••••••••••••• 0 •• 0 0 ••••••• 0 •• IPW200 I ...... 2-6 2-7 Before Starting Engine. Landing o. 2-20 Takeoff 2-20 Normal Takeoff .... 2-23 Short Field Landing (Dry Runway) . 2-26 Touch-and-Go Landing ......... Fuel Management LESS 0 •• 0 •••••••••••••••• 0 ••••••••••••• 0 •• 0 •• 0 •• 0 ••••• 0 ••••••• 0 •• 00. ••••• 0 •• Hot Refueling .. During De-icing.......0 •••• 0 •• 0 •• 0. 0 • 0 0 ••••••••• 0 •• 0 •• 0 0 0 • 0 0 ••••• 0 • 0 • 0 •• 0 •• 0 •• 0 • 0 •• 0 •• 0. 2-22 2-22 Air Refueling Procedures ...1 SECTION II NORMAL PROCEDURES TABLE OF CONTENTS 0 •• 0 • 0 •••• 0 ••••• 0 •• 0 •• 0 • • • • 0 •••• 0 • 0 • 0 •• 0 •• 0 • 0 • • Page Introduction ..... 2-3 Cockpit Interior Check . BUC Ground Start Procedures 0 0 0 0 •••••• 0 ••••••• 0 0 0 • 0 0 •• 0 0 •• 0 •• 0 • 0 •• 0 •• 0 0 ••••••• 0 ••• 0 •• 0 ••• 0 • 0 0 0 •••••••• 0. Prior to Engine Shutdown .. 2-23 Normal Landing .... • • • • • • • 0 • • • • • 0 •• 0 •• 0 ••• 0 ••• 0 0 •• 0 0 • 0 • • • • • • • • 0 •• 0 •• 0 ••• 0 0 •••••••• 0 ••••••••• 0 0 0 ••• 0 0 •• 0 •• 0 •• 0 • • • • • 0 •• 0 •• 0 0 • 0 • • • • • 0 •• 0 •• 0 •• 0 •••• 0 0 •• 0 •••••••••••• 0 •• 0 •• 0.00 •• 00 •••••••••••••• 0 •• 0. 2-1 Flight Planning .T. After Landing 2-26 Prior to Engine Shutdown . 2-27 Engine Shutdown .. FLIGHT PLANNING ......000 Feet MSL 2-21 2-21 Climb Climb/ln-FlightiOperational Checks .00 0 0 •••••• 0 •••••• 0 •••• 00 •• . 2-20. Left Console .. 2-22 DescentlBefore Landing .... Hot Refueling Precautions . 2-5 Right Console ...... Hot Refueling Complete . During Hot Refueling ...0 ••••••••••••• 0 0 • 0 •••••••••• 0 0 • 0 0 • 0 0 ••••• m ...... Exterior Inspection ...... 2-9 2-11 After Engine Start... 2-17 Before Takeoff. and Section V. 2-8 Starting Engine I PW2201 . Amplification is included only when special considerations or techniques should be observed..00 •• 0... 2-26 2-26 Crosswind Landing ....0......... 2-29 0 •• 0 • • • • 0 •• 0 •• 0 •• 0 •• 0 • 00 •• 00.. After De-icing is Complete Prior to Takeoff ... 0 • 0 0 •••••••••• 2-34 2-34 2-34 INTRODUCTION This section provides the actions required for normal operation of the aircraft... OPERATING LIMITATIONS. 2-4 2-4 Left Auxiliary Console .. 0 •• 0 •• 0 • 0 •• 0 •• 0 •••••••••••• 0 •• 0 • 0 •• 0 0 0 •• 0 ••• 0 ••••• 0 •• 0 • 0 ••• 0 •• 0 • 0 0 •• 0 0 ••••••••••• 0 • • • • 0 ••••• 0 ••••• 0 ••• 0 • 0 0 ••••••••••••••• 0 • 0 0 •••••• 0 ••••••• 0 • 0 •• 0 •••••••••••• 0...... 2-1 2-1 Takeoff and Landing Data Card .... Prior to Hot Pit Entry . 0 0 •• 0 ••• 0 0 •••• 0 •• 0 •• 0 • • • • • • • • • • • 0 •• 0 0 •••• 0 0 • 0 •• 0 • • • • • • • • • • • 0 •• 0 •• 0 .. Starting Engine IPW200 I . Special Procedures EPU Hydrazine Support at Non-F-16 Bases .......16A. Preflight ..Verify ... 2-5 Right Auxiliary Console .......... .. 1F-16A-1-1.... 2-2 2-2 Before Entering Cockpit .0 ••••• 00 ••••• 0 •• 0...0 •• 0 •••• 0 ••••• 0...1 Operating Airspeeds below 10.. 1F....1 .. Preflight Check 2-2 2-2 Exterior Inspection Cockpit Access ..... G-Suit Hose Routing .... Turning Radius and Ground Clearance ...1 Aircraft On Quick Response Status .. 0 • 0 •• 0 •• 0 ••••• 0 • • • • • • • • .......... Instrument Panel ..

Free from damage and grease. EXTERIOR INSPECTION ~ A failure of the canopy actuator could allow the canopy to fall during transit.As desired. 1.Check.T. 1 F-16X-1-0045A @ Figure 2-1. • Safety pins (2) . • Parachute risers and SEAWARSIUWARS (if installed) . For weight and balance information.1F-16A-1 COCKPIT DESIGNATION CODE An asterisk (*) preceding steps is used to highlight procedures for [ID aircraft which apply to both cockpits. Do not position the ladder until the canopy motion has stopped. 2. For maximum GW limitations.] ~ RADIO BEACON switch . refer to Section V. • Quick-disconnect (left side) . refer to the individual aircraft Form F (DD Form 365-4) and the Weight and Balance Handbook. • ~ [QE] IN. • Ejection safety lever . PREFLIGHT CHECK Check AFTO Form 781 for aircraft release and stores status. WEIGHT AND BALANCE I WARNING I If winds exceed 30 knots.Position on cockpit sill. open the canopy only as far as needed to enter/exit the cockpit. Ladder .O.As desired. • Emergency oxygen bottle . BEFORE ENTERING COCKPIT Refer to figure 2-1.Free from damage and grease. • Inertia reel straps retaining pin (yellow) . *1.Connected.Visible in circular inspection hole. • Survival KIT DEPLOYMENT switch . Decreasing the canopy angle reduces the possibility that the canopy can be blown past full open.Safe (up).Removed (ejection safety lever and EMERGENCY MANUAL CHUTE handle). Cockpit Access (Typical) EXTERNAL CANOPY SWITCH (LOWER SURFACE OF LEFT STRAKEI IWARNING 1 A Parachute Landing Fall (PLF) with the survival kit not deployed may result in injury.1800 psi minimum. COCKPIT ACCESS [ID Cockpit access is gained by the use of two entrance ladders or moving one ladder as required. 2-2 Change 11 . OPERATING LIMITATIONS. • Recovery parachute . Canopy . Ejection seat .Open by positioning external canopy switch to the up position. NOTE Refer to figure 2-5 for normal preflight inspection.

Change 5 2-2. Rapidly pulling on the shoulder harness to check the locking mechanism may cause damage to the locking mechanism.T.1/(2-2.1F-16A-1 NOTE UWARS BIT is a maintenance function.2 blank) .O. • Lanyards from canopy to seat .Check. Do not perform UWARS BIT since excessive BIT checks will degrade battery life.

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Secure. Attach the parachute risers to the harness.Protruding. 1 F.) 2. OXYGEN REGULATOR . CANOPY JETTISON safety pin removed. *1.Secure. 1F-16A-34-13CL-1 or~ T. I PW2201 ENG CONT switch .OFF. Loose or foreign objects . safety pin removed. MAIN PWR switch .White indication. g-suit hose. • A partially locked lapbelt may open during maneuvering flight or ejection sequence. hold right side of lapbelt buckle stationary and shake and push left side. straps secure.In. ARMT CONSENT switch .NORM (guard down). G'fj DSPL POWER switch .16A-l • Emergency oxygen nect .UP.Secure. 16. I PW200 I BUC switch . and communication leads.OFF and 100%. 9. 13. • CANOPY JETTISON T-handle . 3. ~!NQI DRAG CHUTE switch .ARMT CONSENT (guard down).Check.Connected. 17.Clear of obstructions and if flip-up pi tot tubes are installed. GND JETT ENABLE switch . 10. 19. Also insure that latching mechanism has reset back to its original position and is flush with buckle to insure a positive lock. 11.O. 20.NORM. 5. ~ T. (Pull up and forward. safety pins (2) removed. FUEL MASTER switch . I 4.Secure. Change 13 2-3 . both sides. A thorough cockpit interior preflight check shall be accomplished prior to each flight with emphasis on loose or foreign objects that might cause injury to personnel or damage to the aircraft. HOOK switch . EJECTION MODE SEL handle .Fasten. hose quick-discon- 18. ALT GEAR handle .MASTER (guard down).NORM. Attach and adjust survival kit straps. • Environmental sensor pitot tubes . • Electronic recovery sequencer battery indicator . • Lapbelts . Secure and adjust the lapbelt. • Failure to adjust survival kit straps to achieve a snug fit between the pilot and seat pan lid may result in injury during ejection.O.) • Survival kit straps . • Failure to adequately secure and tighten lapbelt may result in inability to reach and operate the MPO switch during out-of-control situations.Connected. 14. Connect oxygen hose. Chaff/flare programmer .O. pins removed. Mter fastening lap belt. Check operation of the shoulder harness locking mechanism. • Lapbelt retaining pins (yellow) . Harness and personal equipment . both sides. both sides.Safe. 1F-16A-34-1-1CL-1. ~ For solo flight: Ejection seat .OFF and secured.Center.OFF (guard down).Check lAW T. 1F-16A-34-1-4CL-1. IWARNING 1 SPD BRK switch . (Pull up and aft.10.SOLO.OFF. COCKPIT INTERIOR CHECK The checklist steps are not arranged in a mandatory order. ALT FLAPS switch . • Unobserved g-suit hose m or vest hose disconnects can contribute to gray/ blackout or loss of consciousness. 7. 12. T-handle . 8. 6.All Do not adjust seat height with survival kit straps or lapbelt disconnected as damage to the ejection seat or stick may occur. 15. • Quick-disconnect (right side) . Interior LIGHTING knobs off. *2. Utility light .OFF. control panel . m vest hose.

Forward.CLOSE. 6. 27.OFF. UHF function knob . FCNP FUNCTION knob . j PW2201 ~ ~ ENG CONT switch .In. • ~ ~ A PLD and an inflatable lumbar 18. TACAN .BOTH. ROLL. STORES CONFIG switch .OFF. IPW200 I ~ ~ STARTING FUEL switch- AUTO LEAN. *36. COMM control panel. 2-4 Change 12 .NORM.As desired. *3. SERVOS ARM switches (3) . ALT GEAR handle .OFF. FWD for solo flight.As briefed when ~ occupied.OFF. • ~ Incorrectly routed or unsecured g-suit hose may result in throttle interference or disconnected g-suit hose. 14. FUEL MASTER switch .NORM. IFF MASTER knob . IPW200 I ~ rn£l EEC BUC switch .Center. 33. G-suit hose routing must provide sufficient slack to allow for maximum mobility since in-flight reconnect is extremely difficult. OAP 1. 23. 30. EPU switch . The recommended routing of the g-suit hose is directly under the torso harness and aft of the survival kit strap to reduce the possibility of a g-suit hose disconnect. FCC PWR and INS PWR buttons . 21. CONT switch . 1 F-16A-1 NOTE 13. VIDEO SEL switch . 24. 19. DIR AIM. 4. TANK INERTING switch .Center.OFF.T. Left Auxiliary Console 1. OAP 2 . *32. LE FLAPS switch . FLCS PWR TEST switch .O. 20. • support pad may be worn in any combination with or without the lower backrest pad installed. 12. 5. 10. 29.OFF (guard down). 26.Depress (as desired).NORM Left Console 1.OFF.As desired.MASTER (guard down ~ rn£l and safety-wired).Verify freedom of motion.As required. DEFOG lever . l@l AIFF MASTER knob . I PW2201 ~ ~ AB RESET switch .As desired. 34. IPW200 II!!Rl BUC switch . SPD BRK switch .As desired. *3.ON.NORM. ~ STICK CONTROL switch . Rudder pedals . *31.STBY. Radar . I PW2201 I!!Rl ENG (guard down).STBY. UHF SQUELCH switch . MAIN PWR switch . ECM power . 22. 17.OFF.Off. PROBE HEAT switch .NORM. 2. JFS switch . DOG FIGHT switch .EEC. YAW.Center. • Excess g-suit hose must be properly routed to prevent MANUAL TRIM panel interference during flight. 28.AUTO. • Refer to figure 2-8.NORM. *16. SELF TEST switch . Throttle . 25.Off. then OFF. 7.PRJ.Adjust. 3. *35.NORM. TRIM/AP DISC switch . 9. AIR REFUEL switch . ENG FEED knob . and PITCH TRIM . 2. ALT FLAPS switch . Adjust rudder pedals so that legs are flat on the seat cushion to prevent the right leg from hitting stick or injury during ejection. *15. 4. *11. *8.

EXT FUEL TRANS switch . rn. 1F. *9.NORM. LESS ~ 4.CHAN 1.DN. TEMP knob .As required. INSTR MODE knob .Cover intact.As desired. ~ MASTER ZEROIZE switch . Right Auxiliary Console *1. notify maintenance. GND JETT ENABLE switch .As desired. Interior LIGHTING control panel . *10. 7.TR.ANTI-SKID. If a wing transfer valve fails and WING FIRST is selected.OFF.Set. ~ ID LIGHT switch . 11. 3. 4. fuel flows onto the ground from the overboard vent line under the left wing (outboard of the fuel pylon).T.1 5.ffi1 NORM or AFT (as briefed). VHF function knob .VOICE MESSAGE. *1. • ~ Ejection initiated with the EJECTION MODE SEL handle in NORM may incapacitate the ~ pilot at airspeeds greater than 180 knots.16A. EMER STORES JETTISON button . ROLL switch . ~ LESS ~ LASER ARM switch . *11.OFF. If AIR SOURCE knob is in OFF or RAM. *13.NORM.OFF. MASTER ARM switch . Right Console Instrument Panel 1. HOOK switch .As desired. EXT LIGHTING control panel. Altimeter .As required. 5.As desired. 8. Selecting NORM should stop the fuel spillage. REO knobs . 6. MASTER light switch . ~ LESS ~ SNSR PWR switches (3) . 2. 5.Bl ARMT CONSENT switch . 13. ANTI-SKID switch . AIR SOURCE knob . ~ INQ] DRAG CHUTE switch .Set.OFF. 10. FUEL QTY SEL knob .Set.O. *6. 4.OFF.AUTO. LG handle . LESS [8Nl NUCLEAR CONSENT switch . 3. If safety wire is broken. SMS PWR switch . LESS ffi1 AFT. *11.OFF. 7. 2.NORM. *9. [8] ~ RDR ALT switch (if installed) . [8] ~ VOICE MESSAGE switch .OFF. i WARNING I • SOLO position should not be selected with the rear seat occupied. I 7. *8. Wristrest and armrest . BRAKES channel switch .UP. HUD control panel .ARMT CONSENT (guard down).OFF. 15.NORM. [@l [8] HF OFF VOL control knob . Use of the NORM position is therefore not recommended.OFF (guard down). ~ EJECTION MODE SEL handle . 14. 10. *12. 2. 3.As desired. electronic equipment may be damaged.OFF.NORM. VHF mode knob . NOTE 12. *9. 6.As required.OFF. Clock .As desired. Change 12 2-5 . AUTOPILOT switch .As desired. ILS . LANDING TAXI LIGHTS switch . PITCH switch . 8.

Check 50-120 psi. • SUPPLY lever . LESS ~ Secure VOIce POWER switch (if installed) .PRI. 4.EMERGENCY Check for positive oxygen pressure and mask and hose/connector leakage.NORM. EPU switch .EMER. . UHF ANT SEL switch . if not correctly positioned. • EMER lever . 2-6 Change 12 3.1 I 16.16A. rnfl ENG CONT switch . If there is visible moisture and ambient temperature is 45°F (7°C) or less.PLAIN.NORM.VERIFY IWARNING 1 If engine anti-ice is on or has been on during ground operation.Check 50-120 psi. 22.NORM. C0 AVIONICS POWER switches (5) . • EMERGENCY lever . NOTE I PW200 I ~ rn£l The EEC BUC switch can be in OFF with the guard down. 1F.NORM. ANTI ICE switch .NORM. place the ANTI ICE switch to ON.NORMAL OXYGEN. IFF ANT SEL switch . C0 ~ DSPL POWER switch .MASTER (guard down [ru mIl and safety-wired). • EMER lever .PBG/ON (as required). *1. IPW200 I ~ BUC switch . 2.NORMAL. Oxygen system .OFF. Check for positive oxygen pressure and mask and hose/connector leakage. 18. ENG FEED knob .NORM.OFF. could cause a safety hazard and/or improperly operated systems during engine start. CONT switch . CHAFF/FLARE switches (4) . The following items are those important switches that.OFF (guard down). I PW200 I ~ rn£l STARTING FUEL switchAUTO LEAN.NORM. I PW2201 ~ ENG (guard down).EEC. Cockpit air only is supplied. PLAIN cipher switch .NORMAL. *23.Check. AFTER COCKPIT CHECK IS COMPLETE . 17. 5. 7. FUEL MASTER switch .AUTO/ON. ill Perform the following: • Pressure . • EMER lever . 21. I PW200 I ~ rnfl EEC BUC switch . • Mode lever .NORM 6.TO. a. and hypoxia occurs as cockpit altitudes which require supplemental oxygen are reached. • EMERGENCY lever . I PW2201 [BJ 8. 20.Check. • Diluter lever .OFF. • FLOW indicator . 19.Check.ON. • EMERGENCY lever .As required. LESS ill Perform the following: • Pressure . • FLOW indicator . I WARNING I Certain oxygen regulators provide no restrictions to breathing when the SUPPLY lever is in OFF. • Diluter lever . heat in the inlet strut may be sufficient to cause injury if touched.

AIR SOURCE knob .O. etc. ejection handle.NORM.OFF. *14.T. • Verify warning/caution lights on: • FLT CONT SYS. the LG handle is not locked and LG retraction could occur during subsequent ground operations.DN. throttle. • FLCS PWR (4). Activation of the FLCS PWR TEST switch with the MAIN PWR switch in BATT checks that the FLCS batteries are discharging and that inverter output is good.).TEST and hold. Notify maintenance after flight .BATT. however. the mission may be continued. The JFS will not operate. • ACFT BATT TO FLCS. NOTE I *11. • Verify lights on: • FLCS BATT (4). SEC. • A JFS RUN light flashing twice per second indicates a critical failure in the JFS system. rudder pedals. FLCS PWR TEST switch . MAIN PWR switch . • ACFT BATT TO FLCS. I WARNING I 2.g. stick. *10. Insure that the LG handle is confirmed fully down. 12. Change 11 2-7 . FLCS PWR TEST switch .Check. • Verify lights off: • FLCS PMG. I WARNING I 3. • ELEC SYS. • ENGINE. MAIN PWR switch . Place the MAIN PWR switch to OFF and notify maintenance. 1F-16A-1 *9. canopy handle. Loose or foreign objects in the cockpit can cause entanglement or obstruction with critical controls (e.. Throttle . • IpW2001 • I PW2201 BUC.UP. 4. WARN ING I • A JFS RUN light flashing once per second indicates a non-critical failure in the JFS system. • Verify lights on: • FLCS PWR (4). If the JFS operates normally for engine start. the hook extends when aircraft battery power is applied. lID If either HOOK switch is in DN.Release. Loose or foreign objects . The LG handle can be in an intermediate position allowing LG extension and/or safe indications. 13. do not allow MAIN PWR switch to remain in BATT or MAIN PWR for more than 5 minutes without engine running or external power applied. To prevent possible depletion of battery power.OFF. HOOK switch . • HYD/OIL PRESS. MASTER ARM switch .MAIN PWR. BEFORE STARTING ENGINE 1. LG handle .

START 2. If required. engine rpm starts to increase smoothly. place MAIN PWR switch to OFF and have the aircraft battery disconnected by the ground crew. NOTE Brake pedal deflection of 1116 inch activates the brakes and bleeds the brake/JFS accumulators. Engine light-off occurs within 20 seconds after throttle advance and is indicated by an ignition vibration followed by an increase in rpm followed by an increase in FTIT. Communications . During a normal start. To avoid brake activation and loss ofbrake/JFS accumulator pressure.T. I WARNING I [!J Failure of the canopy actuator could allow the canopy to fall during transit. locked or unlocked. the JFS RUN light comes on within 30 seconds after moving the JFS switch to START 2. 8. Canopy . manually crank canopy toward the closed position to relieve the jammed condition. Positioning the FUEL MASTER switch to MASTER with the throttle out of OFF may cause a hot start or tailpipe fire. At approximately 45 percent rpm. Without external power connected. Chocks in place. BUC caution light . discontinue the start. only the RPM and FTIT indicators function until the generator is on line.As desired.Established. If this occurs. hold the switch in the down (close) position as soon as possible to relieve the jammed condition and prevent canopy actuator motor burnout. • To prevent possible engine damage. STARTING ENGINE IpW200i Refer to figure 2-6 for danger areas. after the throttle is moved to IDLE). At approximately 15 percent rpm. do not rest feet on brake pedals. Prior to applying external power without cooling air.Check off. l.Advance to IDLE at 20 percent rpm minimum . the ENGINE warning light goes off. This action removes power from the canopy actuator. At approximately 55 percent rpm. longer operation may damage electronic components which cannot be turned off. 5.O.. • ~ [Iffi When lowering or raising the canopy handle. Throttle . 1 F-16A-1 Do not apply external electrical power for more than 30 minutes without cooling air. the hydraulic and fuel pressures increase and the BUC caution light goes off. the JFS automatically shuts down. Keep hands and arms out of the path of canopy travel during opening or closing. 3. EPU will activate using hydrazine if the EPU safety pin is removed. . 7. JFS switch . The EEC trims to idle rpm within approximately 1 minute. (The. fireguard posted. If possible. the main generator comes on line. The throttle should be advanced to IDLE after rpm reaches 20 percent. stow or secure loose cockpit items prior to engine start with the canopy not closed. Mter the JFS RUN light illuminates.Confirm off. EPU GEN and EPU PMG lights . At approximately 50 percent rpm.) 6. I WARNING I If either light is illuminated. insure that all avionic equipment is off.e. 2. insure that the canopy switch is not bumped to the up (open) position before handle is completely 2-8 Change 13 If the FUEL MASTER switch IS discovered in OFF during engine start (i. FTIT increases smoothly at a moderate rate and normally peaks at less than 575°C. turn the MAIN PWR switch to OFF. UHF radio operation is permissible. Insure that the EPU safety pin remains installed and notify maintenance. and intake and other danger areas clear (ground crew).

STARTING ENGINE If JFS switch does not automatically return to OFF. ENGINE warning light . Immediately after advancing the throttle to IDLE.e. If the warning light comes on again at idle. If the main fuel shutoff valve is wired open. If throttle moves to OFF.Check.60-73 percent. FTIT . which may lead to an unintentional engine shutdown. The SEC caution light goes off by approximately 18 percent rpm. RP1tI . the HYD/OIL PRESS warning light goes off when hydraulic pressures exceed 1000 psi. 11. in which case. 10. the JFS RUN light comes on within 30 seconds after moving the JFS switch to START 2.Verify closed. NOTE FFP light may blink at idle rpm . notify maintenance. I WARNING I Do not make stick inputs while ground crew is in proximity of control surface. Main fuel shutoff valve (ground crew) . *Engine at idle and check: 5. 7. Mter the JFS RUN light illuminates.On. 12. 16. The HYDIOIL PRESS warning light may not go off until rpm is increased to 70 percent. The throttle should be advanced to IDLE after engine rpm reaches 20 percent. the SEC caution light illuminates for about 3 seconds to indicate automatic Change 11 2-9 . 14.2850-3250 psi.70-95 percent..15 psi (minimum). If the engine has been run more than 30 minutes ago and less than 3-112 hours ago.) IpW2201 6. Although the generator may reset. OIL pressure . do not advance the throttle to IDLE until 40 seconds after the JFS RUN light comes on. NOTE Failure to perform this check after engine start can result in an undetected stuck throttle cutoff release.Off (approximately 55 percent rpm). the hydraulic and fuel pressures increase. turn JFS off.T. a problem may still exist. Throttle cutoff release . Six fuel pump lights (ground crew) .16A.Off. do not perform step 14: NOTE • If the HYD/OIL PRESS warning light goes off and stays off prior to approximately 25 percent rpm. O. low oil pressure time delay has not expired. 15. HYD/OIL PRESS warning light . 1F. This check is not valid if less than 30 seconds elapse from movement of the MAIN PWR switch out of OFF until both hydraulic pressures are above 1000 psi (i. engine rpm starts to increase smoothly. Notify maintenance. Refer to figure 2-6 for danger areas. NOZ POS . do not attempt reset. Verify that the cutoff release does not remain in the actuated position by attempting to retard the throttle to OFF without depressing the cutoff release. The time the JFS RUN light was on during previous start attempts is cumulative toward the 40 seconds. HYD PRESS A & B .1 8. but may reilluminate if the 30-second time delay expires while oil pressure is still low ). During a normal start. JFS doors (ground crew) . remain in OFF and notify maintenance.575°C or less. 4. 13. 9. suspect failure of the engine oil pressure sensor and abort the aircraft. FUEL FLOW . (Notify maintenance after flight. • If the main generator fails to come on line automatically during engine start.500-1500 pph.Check. At approximately 15 percent rpm. JFS switch .Confirm OFF.

turn JFS off. the main generator comes on line.575°C or less.Off (approximately 55 percent rpm). RPM .1 DEEC/SEC ground self-test.2850-3250 psi. low oil pressure time delay has not expired.T. 7. This check is not valid if less than 30 seconds elapse from movement of the MAIN PWR switch out of OFF until both hydraulic pressures are above 1000 psi (i. do not advance the throttle to IDLE until one minute after the JFS RUN light comes on. FUEL FLOW .500-1500 pph.Check off. At approximately 55 percent rpm. suspect failure of the engine oil pressure sensor and abort the aircraft. after the throttle is moved to IDLE).) 6. Throttle . JFS switch . SEC caution light . the ENGINE warning light goes off. 4. If JFS switch does not automatically • If the FUEL MASTER switch is discovered in OFF during start (i. return to OFF. 1.START 2. • FTIT increases smoothly at a moderate rate and normally peaks at less than 575°C.e. • *Engine at idle and check: 5. 2-10 Change 14 . 8. NOTE FFP light may blink at idle rpm. 9. 2.Off. At approximately 50 percent rpm.1 6A. notify maintenance. a problem may still exist. 10. Engine light-off occurs within 20 seconds after throttle advance and is indicated by an ignition vibration followed by an increase in rpm followed by an increase in FTIT. do not attempt reset. (Notify maintenance after flight. HYD/OIL PRESS warning light . Notify maintenance. 11. 12. NOTE • If the HYD/OIL PRESS warning light goes off and stays off prior to approximately 25 percent rpm..Advance to IDLE at 20 percent rpm minimum. Positioning the FUEL MASTER switch to MASTER with the throttle out of OFF may cause a hot start or tailpipe fire. the HYD/OIL PRESS warning light goes off when hydraulic pressures exceed 1000 psi.15 psi (minimum).On. FTIT . HYD PRESS A & B . OIL pressure . only the RPM and FTIT indicators function until the main generator is on line. Six fuel pump lights (ground crew) . but may reilluminate if the 30-second time delay expires while oil pressure is still low ). JFS switch . At approximately 45 percent rpm. discontinue the start.Confirm OFF. 3. Without external power connected..e. the JFS automatically shuts down. 13. O.70-95 percent. NOZ POS . • If the main generator fails to come on line automatically during engine start. 1 F. in which case. If the warning light comes on again at idle. ENGINE warning light . • The SEC caution light illuminates immediately after throttle advance for about 3 seconds indicating automatic DEEC/SEC ground self-test. • If the engine has been run less than 4 hours ago.60-73 percent. Although the generator may reset. The HYD/OIL PRESS warning light may not go off until rpm is increased to 70 percent.

PROBE HEAT switch .). • FCNP FUNCTION knob .IDLE. C.Check.rine to operate approximately 2 minutes prior to starting the BUC check. b.Test. FIRE & OHEAT DETECT button . the probe heat monitoring system is inoperative. A brief LG warning horn is also heard prior to the WARNING and CAUTION words.e. l\IFL .. Proper VMS operation is verified by the presence of each word in priority sequence (i. JFS doors (ground crew) .Test and ~heck. INS . • INS PWR button . PULLUP.Off. NOTE LESS ~ To preclude degrading the INS alignment. which may lead to an unintentional engine shutdown.Verify closed. 16. remain in OFF and notify maintenance. do not perform step 14: NOTE 14.TEST. • Alignment coordinates . • FCNP DATA knob .1 If the main fuel shutoff valve is wired open. • Throttle .Enter for NORM align. f.PROBE HEAT. WARNING I 2. • FCC PWR button .Check. Allow the enE. • @ TEST switch panel . OXY QTY test switch . AFTER ENGINE START 1. 1EW200 I UFC/BUC .Align: • FCC PWR button . PROBE HEAT caution light off.OFF. If the caution light does not illuminate or if it illuminatt~s but does not flash.5 minutes after starting the alignment or defer check until alignment is complete.T.NORM or STOR HDG. ALTITUDE. • Entry of alignment coordinates is required even if internal coordinates are exactly equal to parking spot location . PROBE HEAT caution light flashes 3-5 times per second.On. NOTE Do not make stick inputs while ground crew is in proximity of control surface. • FCNP DATA OPT button . Change 14 2-11 .Verify align status on I S display. NOTE Failure to perform this check after engine start can result in an undetected stuck throttle cutoff release. e. MAL & IND LTS button Te~t. May be delayed until the BEFORE TAKEOFF check. Throttle cutoff release . one or more probe heaters are inoperative or a monitoring system failure has occurred.Check. Main fuel crew) .Check: a. ~ 4. shutoff valve (ground I 15.POS. etc.O. WARNING. ~ Failure to enter alignment coordinates flags the alignment as degraded (NAV RDY light does not flash).On.Clear.OFF. complete the UFC/BUC check within 4. ff) d. PROBE HEAT switch . PROBE HEAT switch . 1F-16A. • EEC BUC switch . Verify that the cutoff release does not remain in the actuated position by attempting to retard the throttle to OFF without depressing the cutoff release. If tLe caution light illuminates. If throttle moves to OFF. 3.

Transfer (illuminated BUe caution light) usually occurs within 1-2 seconds after the above throttle manipu- • FTIT .Retard to IDLE at first indication of rpm increase. contact maintenance. • Throttle .EEC. • In extremely cold conditions. If transfer does not occur.Off. • Throttle . the rpm could accelerate to more than 80 percent very quickly. approximately 70 percent rpm should be used to reduce the possibility of a stall if transfer occurs immediately. NOTE This throttle technique differs from that required during a BUe start. If this occurs.Decreases. • RPM . all in one smooth continuous motion.BUC. then BUe IDLE.Rotate outboard.Closes smoothly to 35-50 percent. • BUC IDLE detent drops in place (audible click). • Throttle . NOTE lation.Verify EEC idle. • EEC BUC switch . the engine will probably stall and may stagnate. • EEC caution light . shut down the engine. • If the engine fails to transfer back to If an immediate transfer to BUC occurs when BUC is selected and the throttle is below BUe IDLE. • EEe caution light . move the throttle to OFF and inform maintenance.Increase up to 70 percent rpm as conditions permit. • BUC caution light .Increases approximately 30°C. • EEe BUC switch . • FTIT . • Throttle . 70 percent rpm may result in the throttle being at or forward ofBUC IDLE. Should immediate transfer occur move the throttle to OFF and inforr~ maintenance.T.Advance to 75 percent rpm. rpm decreases rapidly and the engine may stagnate if the throttle is advanced. 1 F-16A-l • Nozzle . • Nozzle . • If the throttle is not retarded immedi- ately after the first indication of rpm increase. advance quickly past the BUe IDLE detent (to approximately midrange). 2-12 . JFS START 2 can be used to motor the engine until FTIT is below 200°C. If the engine autoaccelerates during transfer to or when operating in BUe. • RPM . • EEC BUC switch .Opens steadily (70-95 percent).Verify engine response throttle movement.On.On. shut down the engine and have maintenance investigate before further operation.OFF. then rotate inboard and retard to BUe IDLE.Decreases to UFC idle. If movement is erratic or hesitant. • BUe caution light . UFC and the throttle is retarded to IDLE. • Unless local circumstances dictate a lower thrust setting. If no other problems are indicated but FTIT remains above 500°C.Off. • Throttle .o.

(1). indicates 48. (1). (1). FLT CONT SYS caution light . hesitate between advances. (1). g. • Entering system altitude during FLCS self-test results in an incorrect system altitude. indicates 00. STBY GAINS light on in test No. c. Test No.Initiate and monitor. 1F-16A. To assist in warming the hydraulic fluid and removing air from the hydraulic system. P. I PW2201 SEC . • The FLCS PWR lights illuminate individually during FLCS self-test as follows: • A light . Change 1 2-13 . ADV SLEW switch .On. • SEC caution light .1 5. maximum stick and rudder pedal inputs should be made prior to running FLCS self-test. indicates 00. Program stops. (2). (1). CONFIG warning (2). 47. and YAW TRIM . 42.Cycle. 7.ILAND light . • ENG CONT switch .Off. The FLCS BATT lights and the ELEC SYS caution light do not illuminate during these steps. T. • ENG CONT switch . • NOZ POS .Check after the engine has run at idle for at least 30 seconds.Steps 1-4.TEST. then IDLE. FCS CAUTION button and SERVO ELEC RESET switch .Activate SERVO and FCS CAUTION simultaneously and then ELEC momentarily. FLT CONT SYS.Verify engine response throttle movement. Test No. ADV SLEW switch . (3).Steps 17-19. (3).IDLE. • Blight . • C light . (3).10. • SEC caution light . d. Program stops. PITCH. to • D light . Test No.Steps 11-13.ADV momentarily. Y.Center.PRI. indicates 43. NOTE f. 6. Program stops. • 0). Tests sequence through test No. (2). SELF TEST switch . • During FLCS self-test. and all five SERVOS lights . Flight controls . Self-test sequences through test No. (4).ADV momentarily twice. a. (2).AUTO. b. 1. e. • Throttle .O. LE FLAPS switch . • Throttle . MAL light is on. Test No.70-95 percent. the CADC provides a mach signal to the engine that results in an rpm increase of approximately 2 percent. May be delayed until the BEFORE TAKEOFF check.ADV momentarily. ADV SLEW switch . R. ADV SLEW switch . • NOZ POS . advances to 51.On. ROLL. Test No.Steps 23-25. h.Less than 5 percent.On. FLCS self-test .SEC. NOTE (2).Off.ADV momentarily.

P.Off. 1 F-16A-l 1. 9. refer to SUPPLEMENTAL PROCEDURES. the TEF's retract. *11. Program stops.Activate SERVO and FCS CAUTION simultaneously and then ELEC momentarily. 12. IWARNING I If required to shut down and restart the engine. SPD BRK switch . • RSVR . FLT CONT SYS.Activate SERVO and FCS CAUTION simultaneously and then ELEC momentarily. FCS CAUTION button and SERVO ELEC RESET switch . FCS CAUTION button and SERVO ELEC RESET switch . The following values are based on JP-4 or JP-5/8: • NORM . 2-14 Change 4 . • FUEL QTY SEL knob .Each external wing tank indicates approximately 2300/2420 pounds (for full tanks).FR.DISC. R. All FLCS lights . *13. • EXT WING . 10. the FLCS battery test must be reaccomplished prior to start. (1). 1. Test No. ECM knobs . Trim .95-102 percent.Three green. ADV SLEW switch .AL pointer indicates approximately 2800/2940 pounds. the aircraft battery continues to power the FLCS with the MAIN PWR switch in BATT or MAIN PWR. EPU FUEL quantity . After FLCS self-test completed: 17. advances to 54. *14. 15. and all five SERVOS lights .ADV momentarily.Check: • TEST . NOTE The sum of the individual fuel tanks and the totalizer should agree wi thin ± 100 pounds with only internal fuel or ± 300 pounds with external fuel. 8. • EXT CTR .Cycle. NOTE For expanded FLCS self-test. • TRIMIAP DISC switch . (1).Check: NOTE If the FLCS self-test is turned on.On. FUEL QTY SEL knob . 16.OFF. Y.Each wing indicates approximately 5251550 pounds. SAl . I While the engine is shut down. All FLCS lights . FR pointer indicates approximately 3100/3250 ( 1m 1800/1890) pounds. End of normal FLCS self-test.As desired.Set. • Stick TRIM button . SELF TEST switch . (3). TWS . AL pointers indicate 2000 (± 100) pounds and totalizer indicates 6000 ( ± 100) pounds.As desired. J. allowing observation of trim inputs from the cockpit. HUD .T. AL pointer drops to zero.As required. this section. Insure FLCS self-test is turned off after trim is checked.Each reservoir indicates approximately 460/480 pounds.FR pointer indicates approximately 1800/1890 pounds (for full tank).As desired. (2). (1). WHEELS down lights .Activate in roll and pitch. Place MAIN PWR switch to OFF to conserve aircraft battery power.O. k.As desired. REO . • INT WING . FWD and AFT FUEL LOW caution lights illuminate.Off.

• TRIWAP DISC switch .Depressed.Check: • Insure that the engine has been stabilized at idle rpm for 1 minute with ANTI ICE switch ON. DISC light on. 23. RDY light on. • YAW TRIM knob .Release. then one or more of the AR/FLCS relays are failed. *18. *20.T. • ~ Stick indicator . 3 seconds later.All surfaces respond normally. *19.Brake activates. Brakes .OFF.OPEN. • Confirm that the horizontal tail returns to its original position.Check both channels.Check: *22. If either light stays on. cycle the EPU switch to OFF and then back to NORM.O. DISC light off. IfFTIT does not decrease by at least 10°C within 15 seconds. • AIR REFUEL switch . • Stick and MPO switch .On (both cockpits). • Confirm (ground crew) . • Repeat above steps for opposite brake. abort the aircraft. • Stick TRIM button . • Monitor FTIT when the ANTI ICE switch is moved to OFF.NORM.Check and center. • ANTI ICE switch .CLOSE.As selected.Initial brake does not activate.Check.OVRD and hold. 2-15 .AUTO or ON as required. I PW2201 Anti-ice . abort the aircraft. 1F-16A.1 • No control surface motion. rn:J FLCS override . • ANTI ICE switch . *21. RDY light on. • MPO switch . This condition must be corrected prior to AR. • Confirm that horizontal tail trailing edges move farther down.Check and center. If either light is illuminated. • [ID AIR DISC button . • Opposite brake pedal. MPO . • Confirm (ground crew) . • Selected cockpit paddle switch . AR system (if required) . 24.Inoperative.Confirm off. note horizontal tail deflection.Check. Operate controls . • mEl STICK CONTROL - Selected cockpit. NOTE If both the RDY and DISC lights are on.Depress. • One brake pedal.Depress. • Rudder trim check. RDY light off. • Selected cockpit stick .Depress. • Other cockpit stick . DISC light off. no FLCS lights on.Operative. • No TRIM wheel or indicator motion. EPU GEN and EPU PMG lights . • AIR REFUEL switch . • OVRD lights . • Control surface motion. then return to CHAN 1. • Stick . RDY light off. • TRIM wheel and indicator motion.Full forward and hold.

Canopy .1 25. ~ [!] RF radio .Indicates 180 (± 3) degrees. delay turning the FCR on for approximately 4 minutes.Close and lock. lift only the aft section of the split guard. 27. 26.Remove. • TACAN TEST button . EPU switch .10. Radar . NOTE • TACAN function knob .OFF. 2-16 Seat . 31. EPU switch . • RSI range and course warning flags .In VIeW. This action precludes damage to FCR caused by moisture in the ECS immediately after engine start. ·SMS.Set COURSE 180. NOTE • RSI range indicator . • Profile data (including bingo fuel). power should not be off longer than 8 seconds at anyone time. Avionics .As required. • RSI TO-FROM indicator . • TACAN TEST light .Depress momentarily (less than 1 second). • RSI range and course warning flags .Complete. LESS[M!] HAVE QUICK radio . Ground safety pins (ground crew) . Refer to figure 2-6. 2. Intercom (ground crew) . 30.Center within ± 1/2 dot.Out of view.TIR.Indicates 000 (± 0.TCN. 28. BEFORE TAXI 1. Avionic BIT's . 33. • INSTR MODE knob .Adjust to design eye. 29. The canopy may be partially opened for taxiing if required for increased visibility. • RSI bearing pointer may temporarily slew to 270 degrees. 32. • DVAL . Ground operation of RF radio is hazardous to personnel and poses an ignition source for flammable fluids and electroexplosive devices.TO. If recycling of the SMS switch is required. To prevent inadvertently selecting ON. Change 12 I . TACAN preflight check . • Steerpoints. In environments of high humidity. Minimum safe distances must be observed. *34.Set and check (if required). IWARNINGI System altitude error results if D-value altitude calibration is accomplished prior to completion of the first four steps of the FLCS self-test.As desired.NORM.) • RSI CRS knob . When AIM -9's are loaded.As required.Disconnect. (Allow 90 seconds for warmup.As desired. the SMS switch must be maintained in the SMS position while taxiing or airborne. • RSI CDI .5) nm. • RSI bearing pointer .Flashes momentarily.Program as required and verify (manual or data transfer cartridge). 1F-16A.

• Select an AJ net number with the manual frequency knobs.2 I A-3-2 knob . request firefighting equipment and do not taxi. Exterior lights .Check. Chocks (ground crew) . ALT FLAPS switch . select channel 20.IO. do not use the parking brake except for an emergency. If advised of a hydraulic leak around the brakes. • Hydraulic fluid ignites at relatively low temperatures. Use one firm application of the toe brakes to slow the aircraft.A. Check that the altimeter readings in ELECT and PNEU are ± 75 feet of a known elevation and are x ± 75 feet of one another. IWARNING 1 I WARNING I If the aircraft has flown in the past 2 hours. 5. NOTE Constant rudder pedal pressure should not be required to maintain a straight ground track during taxi (based on level surface and no asymmetries or crosswind) . and depress the PRESET button. In either mode. *2.lF-16A-1 • Function knob .000 MHz. HQ II brake use may cause residual heat damage to brakes and may increase the probability of a subsequent brake fire.NAY. position the I HQ II I A-3-2-T knob. I HQ II . Trim . Also check that the ELECT mode altimeter reading is x ± 75 feet of the altitude displayed in the HUD. I HQ II I rotate the A-3-2-T knob to T and then back to A. Brakes and NWS . To receive TOD update for the normal mode (UHF-TOD). 2 IT-TONE switch to T and then return to a normal channel in either manual frequency or preset channel mode. • For single WOD.PRESET. FCNP FUNCTION knob . *3. manually set 220. BEFORE TAKEOFF * 1. • Mode knob . IPW200 I lm rn£] STARTING switch . 2 I place T-TONE switch to T. • To minimize heat buildup in the brake assemblies.NORM. 6.' HQ 11. • .AUTO LEAN. 3. 4.Set and check. *1. Failure to complete this step renders the radio inoperative. I A-3-2-T. • Enter the TOD by requesting a TOD transmission. • After the MWOD and current date are entered. rotate the preset channel knob ccw until a double beep is heard.MAIN or BOTH. A TOD abbreviated time update can be received on the selected AJ net on which the TOD is being transmitted. I HQ I I . FUEL Change 1 2-17 . TAXI Refer to figure 2-7 for turning radius and ground clearance.Check for proper operation. starting with channel 20. enter the WOD in preset channels 15-20 and. the transmission must be received within 1 minute of selecting T. Altimeter and altitude indications . To receive TOD update for the AJ mode. Heading . *3.Check pitch and yaw trim centered and roll trim as required.As required.Remove. 2. Flight instruments . do not ride the brakes to control taxi speed.Check. Parking Failure to center yaw trim may result in severe control difficulties during takeoff.

light off. Depress TEST button to check that g-suit inflates. • Engine rpm . External tanks (if installed) . IFF . 17.Check removed. and hose remains connected and that pressure is supplied to mask.Test. 14.Power off. 12. • ill OXYGEN mode lever . • ECM control panel . This action checks that pressurization is available to all tanks. 2-18 Change 12 .Check: NOTE 13.Check. 10.Verify feeding. comfort zippers are closed and remain closed.100tJr . I PW200 I [8J rntJ EEC BUC switch .Closed. lock. [till] AIFF .PRI. • OXYGEN .Close.NORl\1 I WARNING I I PW2201 !!ml ENG CONT (guard down). *15.EEC.As required.Set and check. NOTE EPU . *16.As required.T. FUEL QTY SEL knob . LESS ~ trapped fuel warning.NORM. 9. • EPU may be checked anytime after engine start. 7. • mOXYGEN mode lever - NOTE PBG. 5.1F-16A-1 4. m during the EPU check. IPW200 l!!ml BUC switch . • ill Failure to select PBG when PEG operation is desired can contribute to graylblackout or loss of consciousness.Increase 5 percent above normal idle. This condition could result in loss of INS data after any inflight power interruption. 6. If three tanks are installed. 8. GND JETT ENABLE switch . • @ Verify normal navigation capability after any aircraft power interruption. Speedbrakes . IWARNINGI Delayed or slow inflation of the g-suit could indicate impending anti-g system failure. switch . • ill Placing the OXYGEN mode lever to PEG without wearing the CRU -94/P harness-mounted connector can expose the pilot to injury producing levels of oxygen pressure should a failure occur within the oxygen regulator. and for the BINGO fuel warning computation to be based on fuselage fuel. I PW2201 [8J rntJ ENG CONT switch .As required. voltage transients may cause nonrecoverable software faults within the pod. and anti-g system . leads. STORES CONFIG switch . Complete loss of g-protection could occur with no warning. • If power is applied to the ECM pod • Anti-g system . and vest. verify that the centerline tank is feeding. Harness. 11.0. helmet bladder.Set and check.OFF (guard down). • EPU safety pin (ground crew) . • Any failure of the INU to maintain full navigation capability during the EPU check indicates a possible weak or depleted INU battery. Canopy . The LN-93 RLG may shut down and autorestart to only the attitude mode with the FCNP FUNCTION knob in NAY. I The FUEL QTY SEL knob must be in NORM for operation of the automatic forward fuel transfer system.

On. Indications may include blinking EPU GEN light or audible clicking of electrical con tactors as the bus cycles.Off (may come on momentarily at start of test).T. Check lights: • EPU AIR light . • EPU/GEN TEST switch . 1 F-16A-l If electrical bus cycling is experi- enced.2 blank) . abort the aircraft and do not taxi. • EPU GEN and EPU PMG lights . Low EPU speed may cause electrical bus cycling and possible damage to electrical equipment.1/(2-18.EPU/GEN and hold. Attempting EPU/GEN TEST at idle rpm results in abnormally low EPU run speed. Change 8 2-18.O.

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RDRALTswitch . If the EPU run light does not illuminate within 10 seconds or if it cycles on and off.Arm (down). Turn probe heat on at least 2 minutes prior to takeoff anytime icing of probes is possible. 19. 18. • If required to shut down and restart the engine after completing the EPU check or if the EPU safety pin is reinstalled for any reason. CADC. • If the probe heaters are on or have been I WARNING I • Airflow is indicative of a failed highpressure bleed valve which could result in an EPU overspeed in flight.On for a minimum of 5 seconds. and secured.RDR ALT.PROBE HEAT. Change 2 2-19 . ~ LESS I@I SNSR PWR panel: a. abort the aircraft.00 [§£I Full forward. *21. rotated cw. 20. Nuisance ALOW warnings may occur at LG retraction or during intermediate level offs until above the entered ALOW value. • ECM control panel. I PW200 I EEC. release EPU/GEN TEST switch. NOTE If EPU run light does not come on IWARNING I If the RDR ALT switch is not in RDR ALT.1 6A. • Throttle . advance the throttle to idle rpm plus 10 percent. When probe icing is not suspected. If airflow is detected. TF POD switch . Reset FLT CONT SYS. OIL pressure . • OXYGEN . Ejection safety lever . on. Flight controls .OFF. they may be hot enough to cause serious injury if touched. • EPU run light . abort the aircraft.1 • FLCS PWR lights .Cycle. Section III. All warning and caution lights . AVIONICS. • AOA probes may become hot enough to shut off probe heaters and cause illumination of the PROBE HEAT caution light.On. • Voltage transients may cause fault light indications.Power as required. to determine if the shutdown was due to overheat or system failure. PROBE HEAT switch . O.Check for no airflow.RDRALT. delay selection of probe heat as long as possible prior to takeoff. Internal icing may be difficult to see and may remain present even when current conditions do not appear conducive to ice formation . and reselect EPUI GEN. • EPU exhaust (ground crew) . and I PW2201 ENGINE FAULT caution lights as necessary. the ALTITUDE voice message is not available for descent warning after takeoff or AGL ALOW. 25. EO POD switch . within 10 seconds after EPU/GEN is selected. I WARNING I • Probe internal icing must be suspected anytime the aircraft has been exposed to near or below freezing conditions on the ground. the EPU check must be reaccomplished prior to flight to insure proper EPU operation and closure of the high-pressure bleed valve. Refer to CAUTION LIGHT ANALYSIS. c. *22. 1 F.IDLE.T.OFF. IAJ rnEJ RDR ALT switch (if installed) . • EPU/GEN TEST switch . b. *23. Adjustable sliding holder (when utility light is not in use) .Check. Nuisance ALOW warnings may occur at LG retraction or during intermediate level oft's until above the entered ALOW value.NORMAL.Check psi. *24.OFF.

• Verify parking brake disengaged. TEF's retract when the LG handle is raised. If the light(s) resets. skipping. NOTE TAKEOFF NORMAL TAKEOFF Refer to figure 2-2. . ADC. PW200 • Since LG and TEF retraction occurs simultaneously. the throttle should be positioned to MIL for a minimum of 1. • If any FLCS lights (LE FLAPS. wallowing due to early lift-off. I Nozzle position of95 percent or less after 5 seconds at MAX AB. • Advance throttle to desired thrust. NOTE Spacing of less than 15 seconds between aircraft when AB is used by preceding aircraft increases the probability of an AB blowout or no light due to hot gas ingestion. • Due to low aft stick forces required for takeoff. ml During an MIL takeoff. Do not apply aft stick at airspeed lower than 10-15 knots below computed takeoff speed. initiate rotation to establish takeoff attitude (8-12 degrees). Y. if the throttle is retarded far enough to shut off the AB (nozzle position less than 20 percent). Insure LG is up and locked before exceeding 300 knots. LEF's extend downward. Maximum FTIT and rpm vary with temperature and pressure altitude but stabilize in 5-15 seconds. LG retraction should not be rushed after takeoff. Early rotation can lead to overrotation. When ready for takeoff: • Advance throttle to approximately 80 percent rpm. Change 5 2-20 . An engine runup check is not required if conditions require a rolling takeoff. Nozzle position during an MIL takeoff should never exceed 30 percent after 5 seconds at MIL.5 seconds before reselecting AB.T. Failure to do this may result in mislight and could cause a compressor stall or stagnation. LESS m When airspeed is approximately 15 knots below computed takeof( speed. then opens slightly. a WOW switch problem may be indicated. R. the nozzle closes. the mission may be continued.O. establish takeoff attitude (8-12 degrees). use caution to avoid early rotation. As aircraft lifts off.1F-16A-l I WARNING I Failure to properly secure utility light and adjustable sliding holder can result in stick interference. before stabilizing at 5 to 20 percent. Normal engine operation during an AB takeoff is indicated by: • The nozzle beginning to open within 5 seconds after selecting AB. I WARNING I I PW200 I During AB operation. During hot weather operation expect the nozzle to stabilize at 25 percent or less. m When airspeed is approximately 10 knots below computed takeoff speed for non-AB or 15 knots for AB. or CADC) illuminate during takeoff.. and increased takeoff distance. • Release brakes prior to exceeding 80 percent rpm. • Check engine instruments for normal indications. P. The reduction in lift may cause the aircraft to descend and contact the runway. Write up the occurrence after the flight. Retract LG when safely airborne.

O. IF-16A-l-l. 1F. This yaw is easily controllable by pilot rudder inputs. Refer to ASYMMETRIC STORES LOADING. The amount of roll trim required for various asymmetric store weights is shown in T. O. The handle can stop in an intermediate position which retracts the LG.16A. TAKEOFF WITH ASYMMETRIC STORES It is possible to exceed the roll trim authority of the aircraft for an on speed takeoff with a net asymmetric (rolling) moment less than aircraft takeoff limits. however. Section V. When ARI activates after takeoff.T.1 NOTE Insure that the LG handle is placed fully up.2 blank) . roll trim for asymmetric stores causes a rudder input that can cause aircraft yaw away from the wing with the asymmetric store. Part 2.1/(2-20. Change 11 2-20. the handle is not locked and may lower under high g conditions. Roll trim should be set prior to takeoff with asymmetric stores to prevent wing drop.

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Part 3. Descents into an MTR. For MIL.000 FEET MSL Below 10.. 1F-16A-1-1 and T_O_ 1F-16A-1CL-1.:~ ~ ------~===~-=---==---"'=---=. 1 F. Initial entry airspeed for g-awareness exercises. Non-lAP descents into the terminal area.. --. O. When airspeed/mach number is shown. When starting a climb at an altitude above the airspeed/mach transition point. The MAX AB climb schedule provides minimum time to climb performance.O. Part 3. CLIMB The climb schedules are defined by airspeed/mach number or mach number only. the schedule provides optimum range performance_ The recommended MIL climb schedules to altitudes other than optimum cruise altitude are shown in T. climb at the scheduled mach number.-_--==~ - . .1 Normal Takeoff (Typical) ~.O. TAKE OFF AT PREDETERMINED TAKEOFF SPEED --_00 - USE NWS UNTIL RUDDER IS EFFECTIVE (APPROXIMATELY 70 KNOTS) ROTATE AT PREDETERMINED ROTATION SPEED 1F-16A-1-1136X@ Figure 2-2. If a route abort or unplanned climb causes the aircraft to exit the MTR.T. 1F-16A-1-1. 1F-16A-1-1. The recommended MAX AB climb schedule is tabulated versus drag index in T. airspeeds for areas outside special use airspace are as follows: 300-350 Point-to-point navigation and formation rejoins that do not occur on departure.--.000 feet MSL. then maintain the mach number to the desired altitude. Tactical initial. Change 11 2-21 .O.16A. climb at the scheduled airspeed to the scheduled mach number. OPERATING AIRSPEEDS BELOW 10. 350-400 400-450 Formation rejoins on departure. The recommended MIL climb schedule to optimum cruise altitude is tabulated versus drag index in T.

000 feet MSL with vertical velocity less than 500 fpm. 2-22 Change 13 . check the aircraft systems. O.NORM. FUEL QTY SEL knob . 2.000 pph from the 300-gallon fuel tank or 30.16A. ELECT versus PNEU mode altimeter readings. *5. Monitor fuel in each internal and external tank to verify that fuel is transferring properly by rotating the FUEL QTY SEL knob and checking that the sum of the pointers and totalizer agree and that fuel distribution is correct.1 CLiMB/IN-FLIGHT/OPERATIONAl CHECKS At frequent intervals. and oxygen flow indicator and system operation. fuel transfer to the fuselage tanks is provided by the wing turbine pumps at a maximum rate of6000 pph. Cockpit pressurization . I WARNING I I WARNING I I • Maximum fuel transfer rate is 18. and for the BINGO fuel warning computation to be based on fuselage fuel. IF-16A-l-l) are required to achieve thrust when the nozzle is scheduled partially open. DEFOG lever/cockpit heat .Check quantity/transfer/balance.O. the external fuel tank(s) may appear slow to feed and a fuel imbalance may result. and to AIR REFUELING PROCEDURES.Check. impact on fuel flow is negligible. O. LESS 00 27. l-lC-1 for general AR procedures. 3. 5. 1.On.Check altimeter setting. Final approach airspeed . engine instruments.500. 4. Fuel. and ELECT mode altitude versus altitude displayed in HUD. the difference between ELECT and PNEU mode altitudes should not exceed 270 feet and the difference between the ELECT mode altitude and the altitude displayed in the HUD should not exceed 75 feet.Compute . Engine instruments . Prolonged operation under these conditions may result in the rapid depletion offuselage fuel and render fuel transfer by siphoning action inoperative. The CABIN PRESS caution light does not illuminate until cockpit pressure altitude is above 00 22. As much as 500-600 pph additional fuel flow may be required.000 pph from the 370-gallon fuel tanks.000 feet. I DESCENT/BEFORE LANDING 1. Under these conditions. • I PW200 I Higher fuel flows (refer to T. NOTE The FUEL QTY SEL knob must be in NORM for operation of the automatic forward fuel transfer system. do not remove the oxygen mask without first checking cockpit pressure altitude. LESS ~ trapped fuel warning. Oxygen system . When flying at high altitude or with the throttle above midrange. Prolonged AB operation in a three tank configuration may result in engine flameout prior to depletion of external fuel. AIR REFUELING PROCEDURES Refer to T.T.Check quantity/transfer/balance. At ambient altitudes where hypoxia is possible. 1F. Without siphoning action. Landing light . Section VIII for specific AR procedures. Altimeter and altitude indications . cockpit pressure. 3.As required. The greatest impact on fuel flow occurs when flying at low altitude with the throttle below midrange. 4.Check. A fuel flow rate greater than 6000 pph continues to deplete fuselage fuel. Maintaining fuel flow above these values while the external tank(s) is feeding results in a decrease of internal fuel. Fuel . For subsonic flight below 20. 2.Check.

retard throttle and open speedbrakes as required. WARNING I e Failure to depress the LG handle down permission button prior to attempting to lower the LG may result in damage to the electrical solenoid. In either case. e rn Aft CG approaches may be charac- e Physically confirm that the LG handle is fully down. lower the LG. pitch and/or roll transients as control is switched from one cockpit to the other. A very small movement out of ANTISKID is sufficient to engage the parking brake. Horizontal tail contact with the runway is possible if a large roll input is made at or near touchdown. The nose may pitch up or down when the chute is deployed. At the break. An erroneous ELECT mode altitude can be displayed without a CADC caution light or a transfer to PNEU mode. ANTI ICE switch . terized by increased pitch sensitivity which will be most noticeable upon entering ground effect. The LG handle may visually appear to be down when in an intermediate position. [NQI Drag chute deployment below 90 knots may result in improper deployment and damage to the chute. the LG handle is not locked and LG retraction could occur during subsequent in-flight or ground operations. may cause a firm landing and structural damage or fail ure of the LG. e e lID Use of the paddle switch may cause LANDING e NORMAL LANDING Refer to figure 2-3. NOTE e e Ifrn !r!QJ To deploy the drag chute after touchdown. e IWARNING 1 The LG warning horn and the T. Landing with the parking brake engaged will result in main tire failures upon touchdown. An erroneous altitude can be displayed in the HUD without a CADC caution light. Failure of the ANTI-SKID switch can allow it to be bumped/placed towards PARKING BRAKE while airborne. maintain a maximum of 13 degrees AOA while reducing sink rate to the minimum practical. 7. Attitude references . o. Avoid landing directly on approachend arresting cable to prevent possible cable strike damage to nozzle. Reduce thrust gradually to continue the descent while applying back stick to reduce sink rate to the minimum practical. lift the guard and switch in one single motion with the side of the index finger. Failure to reduce sink rate. Check speedbrakes open and maintain computed final approach airspeed/AOA on final.T. particularly at heavier GW's. On downwind leg. e NOTE e Ifrn elfrn ~ Deploying the drag chute above 170 knots may result in loss of the chute canopy. An intermediate position may allow LG extension and/or safe indications. and ventral fins. speedbrakes. but the motion is easily controlled.Check ADIIHUD/SAI. recheck the LG down and slow to computed final approach airspeed to arrive on final at 11 or 13 degrees AOA. During base turn. Thrust can be reduced sooner during an II-degree approach than during a 13degree approach. the drag chute may contact the runway.O'! LAND CONFIG warning light are inhibited at approach airspeed above 190 (± 4) knots. Change 13 2-23 . Fly initial at 300 knots. 1F. however. t:rrn ~ Deploy the drag chute (if desired) immediately after touchdown. e ~ !r!QJ When deploying the drag chute in a two-point aerodynamic braking attitude.16A-1 I e e *6. Rate of descent decreases slightly when entering ground effect. when airspeed is below 300 knots.As required.

10. I 2-24 • THE PRECEDING BASELINE AIRSPEEDS ARE BASED ON THE BASIC OPERATING WEIGHT FROM T.300 KNOTS • AOA . 1 F-16A-l Normal Landing Pattern (Typical) LEVEL BREAK • THROTILE . IF-16A-l-0083A @ Figure 2-3. 1F-16A-1-1 PLUS FULL AMMO. KNOTS + 4 KNOTS PER 1000 POUNDS OF FUEL/STORE WEIGHTS. • cru 125 KNOTS • 00 129 + 4 KNOTS PER 1000 POUNDS OF FUEL/STORE WEIGHTS.AS REQUIRED APPROACHING BREAK AIRSPEED .O.DN • SPEEDBRAKES .AS REQUIRED NWSSELECTED • ~INOIDRAG CHUTE .CHECK DN • SPEEDBRAKES .AS REQUIRED NOTE: • FINAL APPROACH AIRSPEED/13 DEGREES AOA CROSS-CHECK . ADD 8 KNOTS FOR 11 DEGREES AOA APPROACH .AS REQUIRED • SPEEDBRAKES FULLY OPEN (AFTER NLG WOW) • BRAKES -AS REQUIRED TOUCHDOWN AOA .13 DEGREES (MAX) • LG . Change 2 . ADD 8 KNOTS FOR 11 DEGREES AOA APPROACH.13 DEGREES (MAX) • LG.AS REQUIRED • SPEEDBRAKES .13 DEGREES (MAX) FINAL BASE LEG • AOA . ACTUAL APPROACH AIRSPEED AT 11/13 DEGREES AOA MAY DIFFER BY +/-5 KNOTS DUE TO VARIATIONS IN AIRCRAFT CG.

R. P. Be prepared to initiate a go-around if wake turbulence is encountered. This retraction will decrease lift and may induce a sink rate beyond the structural limit of the landing gear. A failure in either the touchdown protection circuitry or an MLG WOW switch can result in locked wheels and blown MLG tires. both flaperons might move up to a position that will illuminate the T. aircraft tipping. • Use a maximum of 13 degrees AOA for two-point aerodynamic braking. • During the landing phase. • • Do not touch down with brake pedals depressed.5 degrees and are no longer a valid indication of aircraft attitude. Two-point aerodynamic braking below 80 knots is ineffective and increases ground roll. forward stick pressure in excess of approximately 2 pounds results in full trailing edge down deflection of the horizontal tails. Use two-point aerodynamic braking with caution since a WOW circuit problem which affects two FLCS branches (DUAL FC FAIL) may also cause a pitchup. Illumination of multiple FLCS servo lights is also possible. Smoothly apply moderate to heavy braking to decelerate to taxi speed. open the speedbrakes fully and maintain full aft stick for maximum three-point aerodynamic braking and wheel braking effectiveness. NWS should not be engaged above taxi speed unless required to prevent departure from prepared runway surface.T. IWARNING 1 NWS malfunctions at any speed may cause an abrupt turn. FLT CONT SYS. Illumination of the LE FLAPS caution light for this reason is normal. During rapid reversal of roll inputs. the speedbrakes (43 degrees or greater open) may contact the cable. forward stick results in excessive loads on the NLG which can lead to nose tire failure and possibly cause structural failure of the NLG. a WOW circuit problem is probably at fault. Mter the nosewheel is on the runway. At high speeds in the three-point attitude. large/rapid roll control inputs in reaction to turbulence or wake vortices will cause temporary retraction of one and sometimes both flaperons. Change 12 2-25 .1F-16A-l Use two-point aerodynamic braking until approximately 80 knots. AOA indications go to approximately 13.O. tire skidding or blowout. and/or departure from the prepared surface. and ventral fins may contact runway if 15-degree pitch angle is exceeded. Nozzle. Y. An AOA less than 11 degrees results in significantly reduced two-point aerodynamic braking. This horizontal tail deflection reduces wheel braking effectiveness. Maximum effective two-point aerodynamic braking is achieved at 13 degrees AOA. NOTE The LE FLAPS caution light may come on shortly after touchdown if landing conditions cause asymmetric wheel spinup. ADC. • Until WOW. LE FLAPS.O.lLAND CONFIG warning light. • At WOW. speedbrakes. Using less than moderate braking increases the likelihood of a hot brake(s). • Do not move SPD BRK switch to open until the nosewheel is on runway as speedbrakes may contact runway. Write up the occurrence after the flight. • During two-point aerodynamic braking. • If any FLCS lights (DUAL FC FAIL. then fly the nosewheel to runway. or CADC) illuminate at WOW. • Crossing an arresting cable in a three-point attitude above 90 knots ground-speed with a centerline store may cause cable strike.

weathervaning (directional control). maintain directional control with rudder. a normal approach should be made. ~ INQ] Deploy the drag chute immediately after touchdown. open the speedbrakes fully. When stopping distance is critical. if stopping distance is a factor. maintain landing attitude. the aircraft may drift downwind due to side loads imposed by the crosswinds or travel upwind due to insufficient directional control inputs/availability. or minimum possible toe brake pressure to hold the aircraft stationary. Use only chocks. After touchdown. if available. differential braking. This occurs soon after brakes are applied. and NWS if required.T. however. and use maximum wheel braking (antiskid on). close the speedbrakes. !!rn [fill] NWS engagement may be required with the drag chute deployed to control increased weathervaning tendencies. Use rudder and differential braking to control ground track. refer to LANDING IN ICY OR WET CONDITIONS. Two-point aerodynamic and wheel braking should be used with the nose held up at 13 degrees AOA until the nose falls. heavy weight. With all LG on the runway. Excessive flaperon deflection degrades directional control. the nose up pull of the drag chute may prevent early NWS engagement. the nose tends to align itself with the ground track. this section. whether due to a long. Undesirable yaw transients may occur if roll control is being applied at this time. refer to SHORT FIELD LANDING. advance the throttle. . 2-26 Change 11 [N§ INQ] Deploying the drag chute during two-point aerodynamic braking with a crosswind may complicate aircraft control. fast. NOTE The recommended technique for landing in a crosswind is to use a wing level crab through touchdown. maintain full aft stick. Maximum effort braking is achieved by using the wheel brakes in conjunction with two-point aerodynamic braking.1 SHORT FIELD LANDING (DRY RUNWAY) NOTE The following procedures should be used any time stopping distance is critical. Aft stick and fully opened speedbrakes reduce stopping distance. At touchdown. NLG strut compression is required to engage NWS but sustained forward stick may result in full horizontal tail deflection which decreases weight on the MLG and thus reduces wheel braking effectiveness. Excessive differential braking may result in a hot brake condition. perform two-point aerodynamic braking using the rudder to maintain aircraft track down the runway and flaperon to prevent wing rise. IWARNING 1 !!rn ~ Be prepared to release the drag chute during the landing rollout if directional control or downwind drifting becomes a problem. When the wheel brakes become effective. CROSSWIND LANDING During landing rollout.16A. and perform a normal takeoff.O. Section VII. Wing rise is controlled by flaperon into the crosswind. or short field landing. the main concerns are wing rise (roll contro!). Maintain two-point aerodynamic braking until approximately 80 knots or until roll or directional control becomes a problem. In crosswinds. After touchdown. and downwind drift. High rudder pedal force may result in a yaw transient when NWS is engaged. For landing on icy/wet runways. As the pitch attitude decreases. TOUCH-AND-GO LANDING Perform a normal approach and landing. After the nosewheel is on the runway. As the airspeed decreases. However. the ARI switches out. especially on wet or icy runways. Apply brakes after nosewheel is on the runway. 1F. AFTER LANDING IWARNINGI Do not use parking brake. Touch down as near as possible to the end of the runway at 13 degrees AOA. [N§ ~ Parking brake may be used if drag chute was deployed on landing. increasing amounts of rudder are required to maintain track. Engage NWS if required to maintain directional control and to prevent departure from the runway. Pitch must be held at 13 degrees AOA if two-point aerodynamic braking is to be effective. the nose automatically lowers. Select IDLE at or slightly before touchdown. Parking brake use may cause residual heat damage to brakes and may increase probability of subsequent brake fire.

As required. 12. etc. Speedbrakes . they may be hot enough to cause serious injury if touched. MASTER ZEROIZE switch . IFF MASTER knob . HUD CAMERA switch . 3.Off. 1 F-16A-l NOTE ~ NWS disengagements are possible PRIOR TO ENGINE SHUTDOWN 1.Record data. • LESS @ID The INS is out of tolerance if Canopy handle . EPU safety pin (ground crew) .Safe (up).Record. ~ ~ Turn aircraft into the wind prior to releasing drag chute. ~ The INS is out of tolerance if the RER is greater than 3 nmlhour or either velocity is greater than 5 fps.Close.Off. Armament switches . 66 (VX). 9. LESS ~ IFF mode 4 . 150 (VN).9 knots. The camera must be turned off at least 15 seconds prior to engine shutdown to allow the tape to unthread. 2. • LESS@) Locations 128 (RER). Change 12 2-27 . NOTE the RER is greater than 3 nmlhour or either velocity is greater than 3.HOLD. FCNP .Up. 20 (CEP).10. • MFL (FCC on) . *5. and 67 (VY). 3. Ejection safety lever . hot brakes. • Steerpoint of current location . safe.STBY. NOTE Unlock the canopy to insure that the canopy seal is deflated before the canopy is opened. 8. 62 (align events).Release as required. NOTE • @ID 7. • @) Locations 19 (RER).Record. Prolonged ground operation of probe heat may cause failure of AOA probe heaters. ~ AIFF mode 4 . 13. • INS miscellaneous data (FCC off) . I WARNING I If the probe heaters are left on.) Place the EPU switch to OFF prior to engine shutdown if the EPU safety pin is not installed. or normal. NOTE when taxiing with CG near the in-flight aft limit.OFF.Select.As required. Installation of the EPU safety pin should be delayed un til after engine shutdown under the following conditions: • The ground crew recovering the aircraft is not familiar with F-16 danger areas. 4.STBY. 64 (NAV events). 2. 11. • The aircraft is being recovered by emergency response personnel (landing with activated EPU. ~ [fjQI DRAG CHUTE switch . ~ AIFF MASTER knob .In. 6. ECM power . PROBE HEAT switch . and • 151 (VE).OFF.HOLD . 1. 10. LANDING TAXI lights .

INS.OFF: eTWS. oxygen connector.OFF and 100%. EPU GEN and EPU PMG lights . 2-28 • Failure to position the oxygen regulator to OFF and 100% may result in particulate contamination of the regulator and subsequent damage. I 6. Notify maintenance if the JFS RUN light is flashing after the throttle is placed to OFF. 1 F-16A-1 4. Waiting longer than 1-2 seconds after the throttle reaches IDLE negates the effects of the scavenge shutdown. and FCNP . JFS RUN light . 5. Throttle . Insure oxygen hose does not protrude beyond console edge. LESS ~ PROBE HEAT switch . 7. stow. e Stow oxygen connector in bracket on right sidewall. MAIN PWR switch . NOTE 4. • m Throttle . 6. Prolonged ground operation of probe heat may cause failure of AOA probe heaters. • One-handed or brute force disconnects of the g-suit connection will cause internal damage to the hose at the hose-to-console connection. Throttle . turn the MAIN PWR switch to OFF. and oxygen hose may cause damage to consoles and to the ejection seat during seat adjustment. I WARNING I If the probe heaters are on or have been on. 3.OFF.Check. TWS.Confirm off. survival kit straps. • Use both hands to disconnect g-suit hose to avoid excessive force on the hose-to-console connection. e INS PWR button . survival kit straps. conditions permitting. Oxygen hose. 8. m and vest hose .Advance to 75-78 percent rpm (stabilize for 5-10 seconds).OFF. 1. Change 13 To avoid damage to the oxygen regulator. they may be hot enough to cause serious injury if touched.OFF. g-suit hose. • Stow lapbelt and survival kit straps on seat cushion.Off. e FCNP FUNCTION knob .Retard to IDLE for 1-2 seconds. do not pull the knob on the end of the mode lever when moving the mode lever from ON to OFF. Do not wait for engine to stabilize in idle prior to shutdown. g-suit hose. WARNING I The INS requires aircraft power for 10 seconds after the INS is turned off to insure flight data is stored in memory. • Failure to properly stow lapbelt. NOTE 2. . If either light is illuminated.Disconnect. Mter main generator drops off line: 5. ENGINE SHUTDOWN When ready to shut down the engine.OFF.T. Insure that the EPU safety pin remains installed and notify maintenance. Radar .PROBE HEAT and then OFF to allow check of heaters after shutdown. Timing begins when the throttle reaches IDLE. oil scavenge should be performed. OXYGEN REGULATOR .Off.O. lapbelt.

6. BEFORE ENTERING COCKPIT. • If winds exceed 30 knots. open the canopy only as far as needed to enter/exit the cockpit. Canopy . 3. AFTER ENGINE START (include EPU check but do not remove MLG ground safety pins). Keep hands and arms out of the path of canopy travel during opening or closing. SCRAMBLE I WARNING I PREFLIGHT Perform the following preflight inspections prior to placing the aircraft on quick response status: 1. NOTE 4. 2. I If the internal canopy switch is left in the up position. BEFORE STARTING ENGINE. STARTING ENGINE. /(2-28.lF-16A-l 9. Change'3 2-28.As required. . Decreasing the canopy angle reduces the possibility that the canopy can be blown past full open. 10.Per local policies and directives. 7. EXTERIOR INSPECTION.2 blank) . 5. Avionics . • ~ A failure of the canopy actuator could allow the canopy to fall during transit. the canopy automatically opens if closed from the outside. COCKPIT INTERIOR CHECK . Aircraft cocked for scramble .Open.10.

.

*15. O. AIR REFUEL switch . use minimum thrust for taxiing. ~ lru and HF radio transmissions are prohibited except in emergency.As required. m and do not select the NAV mode. 2. 18. 10. Safety pins for stores and gun must be installed. FLCS self-test . 7. EPU .OPEN. abort the aircraft. 4. NOTE 19. cycle the EPU switch to OFF.Start. and do not move the aircraft. IFF . stop refueling. 3. SMS . 2.As required.Check (if EPU safety pin was installed since last EPU check). LESS @IDselect the NAV mode for approximately 10 seconds. Hot refueling is prohibited with an activated EPU. FCNP data entry is disabled during this time period. Follow ground crew directions into the refueling area and establish communications with the ground crew. hung ordnance. do not enter refueling area. accomplish a gyrocompass alignment with NAV RDY flashing. hot brakes.Check.As desired.Close and lock.As desired.16A. Ejection safety lever . I WARNING I If the EPU safety pin is reinstalled for any reason. I WARNING I If either light is illuminated. RDY light on. Brakes and NWS . AFTER LANDING checks . the FCNP FUNCTION knob can be moved to NORM at anytime to initiate a full gyrocompass alignment. 9. HOT REFUELING HOT REFUELING PRECAUTIONS Perform de arming prior to entry to the hot refueling pit. HUD . 13. If either light stays on. 11. 1. 8.Align. 1. If either light is illuminated. turn the FCNP FUNCTION knob to OFF for at least 10 seconds prior to power being removed. normal preflight procedures should be used. FLCS power . • 5. *16. MAIN PWR switch . Radar . NOTE EPU GEN and EPU PMG lights . • If time permits. 6. In the refueling area. 1F. 43. PRIOR TO HOT PIT ENTRY • When positioning the FCNP FUNCTION knob from STOR HDG to NAV. If a malfunction is suspected. If the above actions were not completed prior to scramble. Chocks and safety pins (ground crew)Remove. 14.Accomplish to test No. Engine . • The FCNP displays FCC FAIL for approximately 20 seconds after the main generator comes on line. do not hesitate in NORM or alignment will be lost. Canopy .Armed (down). If suspected hot brakes or other unsafe condition exists. the EPU check must be reaccomplished prior to flight to insure proper EPU operation.Check. ~ AIFF . the EPU activates using hydrazine when the EPU safety pin is removed. Flight control surfaces .Confirm off.As required. or fuel leakage in vicinity of AR receptacle during AR. verify that FLCS inverter output is good (FLCS PWR lights) with the aircraft battery and with the FLCS batteries. With MAIN PWR switch in BATT.Cycle.Check.Complete. • Prior to aligning the INS using a stored heading alignment.1 AIRCRAFT ON QUICK RESPONSE STATUS 12.T.MAIN PWR. then back to NORM. Change 11 2-29 . *17.NAV. FCNP FUNCTION knob . Instruments . INS .

Chapter 6. 2.OFF.Installed. EPU switch . EPU safety pin (ground crew) .Confirm off. Taxi interval. • [ID With the AR switch in OPEN. AIRCRAFT DE-ICING WITH ENGINE OPERATING Aircraft de-icing with the engine operating shall be accomplished IAW guidance in T. Ground control radio frequency .Visual signal. TACAN function knob . GND JETT ENABLE switch . HOT REFUELING COMPLETE 1. • • • With the AR switch in OPEN. 2.T. *2. EPU switch .Maintain 300 foot spacing to avoid degradation offluid anti-ice capability on trailing aircraft. 1F-16A-1 NOTE 3.As required. Throttle . 1.Complete (ground crew). the ARINWS light remains off whenever NWS is engaged. AIR REFUEL switch . *2. Aircraft . 5. Insure all cockpit items are secure prior to opening the canopy. Avionics . Be alert for visual or voice signals from refueling supervisor. 6. Insure hands are visible to ground crew. Intercom with refueling supervisor . Aircraft surfaces check . and local procedures. EPU GEN and EPU PMG lights . Brake and tire inspection (ground crew)Complete. 3.Parked with nose into wind. Non-essential avionics . PRIOR TO APPLICATION OF DE-ICING FLUID 5. 2 -30 .OFF. 5. Terminate refueling if intercom contact is lost .OFF. AIR SOURCE knob . NWS can be engaged or disengaged from either cockpit regardless of the position of the STICK CONTROL switch and without using the paddle switch . f@l rru HF OFF VOL control knob - OFF.Monitor. *3. EPU safety pin (ground crew) . Fluid spray should not be directed forward of the wing leading edge.As desired. 4. *4.OFF. 3. PRIOR TO HOT REFUELING Perform the following actions prior to refueling: 1.O. Change 11 PRIOR TO TAKEOFF 2.Removed.NORM.NORM.O. 4.IDLE. the engine is susceptible to FOD from loose cockpit items. Taxi clear of refueling area and configure aircraft as required. 3. AIR SOURCE knob . 1. Canopy . AFTER DE-ICING IS COMPLETE *1. 4. Personal equipment leads (except oxygen and communication) .Established. Monitor de-icing operation. 1. *4. Intercom (refueling supervisor) . DURING DE-ICING 1.OFF. 42C-1-2. *3.CLOSE.Disconnect.As desired. 7. With the canopy open. DURING HOT REFUELING The canopy transparency must be cleaned prior to flight if de-icing fluid has contacted it.

Advance slowly to produce a steady rpm rise. Throttle . Aircraft setup . and minimal dilution with water (1 part water to 1 part hydrazine). Communication with ground crew . As rpm begins to stabilize: 5. stop throttle advance. • If the engine has been run more than 30 minutes ago and less than 3-1/2 hours ago.Complete. If the throttle is advanced earlier. O. JFS switch . this section. 4. Response actions shall be limited to identification of a hydrazine or EPU problem.Pause. maintenance. • Monitor FTIT during the start.16A. No major neutralization. Refer to ACTIVATED EPUIHYDRAZINE LEAK. EEC BUC switch .1 QUICK TURNAROUND PRIOR TO ENGINE SHUTDOWN 1. • EEC caution light . do not advance the throttle to IDLE until 40 seconds after the JFS RUN light comes on. a hot start may occur. a hot start may result. 5. After light-off: Light-off is indicated by ignition vibration and increasing rpm.T. SPECIAL PROCEDURES EPU HYDRAZINE SUPPORT AT NON-F-16 BASES At non-F-16 bases. wait for FTIT to stop increasing. the engine may stall. 1F. If FTIT reaches this value. Iflight-off does not occur within 15 seconds. rotate outboard. 4. FTIT should not exceed 600°C. very slowly advance the throttle until it does occur and then stop all throttle movement.Complete. ENGINE SHUTDOWN checks . 3. 2. Section III.Verify on.START 2. precluding a successful start since rpm will not accelerate past approximately 45 percent. and smoothly advance past the detent SUPPLEMENTAL PROCEDURES BUC GROUND START PROCEDURES I PW200i The following steps may be substituted for steps 1. and 3 under STARTING ENGINE. 2-31 . the pilot must insure that the aircraft is isolated and the leak contained. If the throttle is forward of the IDLE position. PRIOR TO ENGINE SHUTDOWN checks Complete.2. containment.lAW local procedures. When at the backside of the BUe IDLE detent: 6. Allow rpm to increase and begin to stabilize (approximately 10 seconds). 3. isolation. AFTER LANDING checks . and then continue the throttle advance. If a hydrazine leak or EPU incident occurs on a base where no disaster response force or bioenvironmental support is available. the pilot is responsible for the aircraft. • Advance the throttle slowly and smoothly to the backside of the BUC IDLE detent to produce a steady rpm increase similar to a normal UFC start.Establish (if required). or hydrazine servicing capability is planned for transient bases. • 1. Throttle . 2. • Do not mistake BUC IDLE for IDLE. Throttle-Advance to IDLE at approximately 25 percent rpm. The time the JFS RUN light was on during previous start attempts is cumulative toward the 40 seconds.BUC. If the throttle is rapidly advanced to obtain this FTIT.

and all five SERVOS lights . Throttle should not be advanced beyond 75 percent rpm with nozzle above 30 percent.1 • Pause (2-3 seconds minimum) at the backside of the BUC IDLE detent to allow FTIT and rpm to stabilize. 2. 11. b.EEC. the engine will probably flame out.ELEC.Cycle to OFF. • The nozzle may remain nearly full open after a BUC start due to insufficient air load. HORIZ . Program stops. SERVO ELEC RESET switch . If the lights go off when the EPU switch is cycled and no other abnormal indications are present. a.On. b. Then rotate the throttle outboard and advance slowly into BUC IDLE. flight may be continued . the engine could quickly accelerate to more than 80 percent rpm. This is not an abnormal occurrence during a BVC start.Verify EEC idle. Throttle . EXPANDED FLCS SELF·TEST PROCEDURES After program stops at test No.T.Opens steadily (70-95 percent). • To prevent possible engine damage. do not allow FTIT to exceed 680°C. c.ARM. FLAPERON . Throttle . • EEC caution light . • To avoid a possible engine stall. • FTIT . 1F.16A. 10.R ARM.On. R. c. DUAL FC FAIL warning light . ·1btal time to advance the throttle from IDLE to BUC IDLE will be a minimum of 30 seconds. EPU switch . d. EEC BUC switch . P. Y. 54: 1. ADV SLEW switch . EEC BUC switch . • If the engine fails to transfer to UFC and the throttle is retarded to IDLE. 2-32 Change 2 . SERVOS ARM switches: a. Test No. • Nozzle . FLT CONT SYS. • RPM .Decreases.Advance to 75 percent rpm. O. NOTE I • After stabilized in BUC IDLE. If this occurs. RUDDER . • If the throttle is not retarded immedi- ately after first indication of rpm increase. allow 2 minutes minimum at BVC IDLE.Verify off. • Momentary cycling of main generator power during engine start may generate an EPU start command and cause the EPV GEN and EPU PMG lights to illuminate. allow the engine to idle at least 2 minutes at BUC IDLE before placing EEC BUC switch to OFF. 9.Retard to IDLE at first indication of rpm increase. 3. 8.R ARM. 7. then NORM. • BUC caution light . shut down the engine.OFF.ADV momentarily.Verify off. advances to 57.

FLT CONT SYS. (Verify reliable reception.T. advances to 58. b.On. R.On.L ARM. Localizer frequency . b. b. 5.On. O.R ARM. Deflection of those control surfaces which are not locked out may be less than normal. 16.ADV momentarily. Test No. and all five SERVOS lights . c. ADV SLEW switch . Y.Activate SERVO and FCS CAUTION simultaneously and then ELEC momentarily. ILS PWR switch . ECA data word dot light . SERVOS ARM switches: a.ADV momentarily. Operate controls .All surfaces respond normally. Y.1 4. b. ADV SLEW switch . c. SERVOS ARM switches: a. right flaperon. Program stops. 7. P. FCS CAUTION button and SERVO ELEC RESET switch . and Y lights . Right horizontal tail. FLAPERON . and all five SERVOS lights .Disarm. DUAL FC FAIL warning light .Left horizontal tail and left flaperon may respond initially and then lock out. Program stops. R. P. c.Activate SERVO and FCS CAUTION simultaneously and then ELEC momen tarily.On. FLAPERON . ) 2-33 . ECA data word dot light . b.Disarm. 8. HORIZ . 12.ADV momentarily. d.) 2. Operate controls .Right horizontal tail. FLAPERON .On. Operate controls .Set. a. 15. ADV SLEW switch . advances to 62. and rudder may respond initially and then lockout. 13. a. c. NOTE c. b. advances to 63. FCS CAUTION button and SERVO ELEC RESET switch . SERVOS ARM switches: a. MAL light . SERVOS ARM switches . Program stops.L ARM. h. HORIZ . MAL light . and all five SERVOS lights . FLT CONT SYS. (Allow 1 minute for warmup. advances to 61.On. the surfaces do not respond to further control inputs.L ARM. *19. Left horizontal tail and left flaperon respond. the surfaces do not respond to further control inputs. Test No. 18. 10. a. RUDDER . e.Disarm.16A. HORIZ . FLT CONT SYS. SELF TEST switch . d. Program stops. Test No.ADV momentarily. a. SERVOS ARM switches: a. HORIZ . R. 9. a.ARM.Activate SERVO and FCS CAUTION simultaneously and then ELEC momen tarily.On. b. R.All three disarm. FCS CAUTION button and SERVO ELEC RESET switch .PWR. c.R ARM. no FLCS lights on. Test No.On. 11.L ARM.On. ADV SLEW switch . P. FLAPERON . P. 1. 6. Y. b. ILS PROCEDURES 17.OFF. and rudder respond. RUDDER . 14. right flaperon. FLT CONT SYS. 1F.

Verify proper indication/symbology on ADI. NOTE Refer to figure 2-5 for normal preflight inspection.Verify flight director symbology present.Depress. Alpha display . FCNP: a. • Select AFT ENG FEED when the specified fuel remaining is reached. Fuel management procedures may be required to prevent operational CG's aft of the limits established for departure resistance.NAV.T. 5. DATA OPT button . g. f. HSI . HSI. and HUD.Set inbound localizer course.O. Fuel management (other than monitoring) is not required when carrying category II loadings with the STORES CONFIG switch in CAT III. DANGER AREAS Refer to figure 2-6. FUNCTION knob . to establish the specified forward/aft fuel system differential.MISC. d. EXTERIOR INSPECTION I WARNING I Selection of AFT ENG FEED prior to reaching the specified totalizer reading or failure to select NORM ENG FEED when the required differential is reached may result in filling the forward and right wing tanks. STRANGE FIELD PROCEDURES Refer to Air Force/Command guidance. For flight director steering: FUEL MANAGEMENT LESS m Refer to T. b. DATA knob . G-SUIT HOSE ROUTING • The following procedures may result in forward fuel distributions which will uncover the red portion on the AL pointer. 2-34 . causing an undesirable lateral asymmetry and reducing departure resistance. Refer to figure 2-8 for the recommended g-suit hose routing. e.ILS/TCN or ILSINAV.Shows LOC. h. INSTR MODE knob . if necessary. Refer to figure 5-9 for AOA and rolling limitations. HUD . MODE SEL indicator light .On. Verify/enter inbound localizer course. Refer to figure 2-4 for totalizer readings and fuel differentials. TURNING RADIUS AND GROUND CLEARANCE Refer to figure 2-7. MODE SEL button . IF-16A-5-2 for in-flight CG limits. c. 6.Depress once. 4. 1 F-16A-l 3.O.

The limits apply anytime prior to achieving the specified pointer spread as long as fuel transfer starts at the specified totalizer reading..O.l AIM-9.The. and III are the AOA and rolling limitations shown in Sedion V. (6) CONFIGURATION ADJUSTMENT .For changes in baseline loading. (7) (3) (8) (4) (5) (9) [I] No adiustments required to baseline fuel management if configuration has full ammunition or cases. (10) [I] A maximum aft heavy distribution of 1100 pounds is only fuel balancing adiustment required if configuration has full ammunition or cases. AFTER BALANCING limits . Pointers denote fuel spread for ~ minimum forward tank heavy or (I] maximum aft tank heavy.These apply whenever the specified pointer spread exists. Do not exceed 15 degrees AOA or perform maximum command rolling maneuvers. Individual adjustments are additive. and 1 pilot. Figure 2·4. 0 AIM-9's.T. and 1 pilot. Totalizer reading denotes fuel quantity to begin fuel balancing. IF BALANCING DELAYED limits . II. BEFORE BALANCING limits . apply when fuel transfer is delayed below the specified totalizer value until the specified pointer spread is achieved or when the pointer spread can no longer be maintained because of low fuel considerations. [I] Two pilots are required. No adiustments required to baseline fuel management if configuration has no ammunition or cases and 0 or 1 AIM-9. (Sheet 1) 2-35 . add to or subtrad from the totalizer and pointer spread adjustments shown on the fuel quantity indicator. 1F-16A-l Fuel Management LESS ED NOTES: (1) (2) Loading categories I.

FOR EMPTY PYLONS AT STA 4 & 6. OR 2 AIM-9's m F-16A LOADING CATEGORY II BASELINE LOADING CONFIGURATION FULL AMMO OR CASES & 0.. 1.. (Sheet 2) .. :-I ~ cc CD .. eNO ADJUSTMENTS REQUIRED FOR NN CENTERLINE STORE..lJST TOTAlADJUST POINTER SPREAD CONFIGURATION ADJUSTMENTS (6) (8) IZER eND AMMO OR CASES -100 +100 CAT I CAT I CAT III DOWNLOAD PYLONS AT STA 3 & 7 AND UPLOAD 370--GALLON TANKS AT STA 4 & 6 eNO AMMO OR CASES e3. 4. OR FOR ACMI PODS CARRIED IN LIEU OF AIM-9's Figure 2-4. OR 6 AlM-9's -200 +300 CAT II CAT II CAT III -100 -200 +100 +300 CAT III CAT II CAT III e3 OR 4 AIM-9's -200 +300 e NO ADJUSTMENTS REQUIRED FOR ANY CENTERLINE STORE OR ACMI POD CARRIED IN LIEU OF AN AlM-9. fuel Management LESS F-J6A LOADING CATEGORY I LIMITS (1) BASELINE LOADING CONFIGURATION FUEL BALANCING REQUIRED (2) TOTALIZER FULL AMMO OR CASES & 0. OR 2 AIM-9's PlUS EMPTY PYLONS AT STA 3&7 CONFIGURATION ADJUSTMENTS (6) (8) P "'T1 I (") ::T o 0.~ I W 0. ~ BEFORE AFTER IF BAL BALANCE BALANCE DELAYED (5) (3) (4) FUEL BALANCING REQUIRED (2) TOTALIZER LIMITS (1) BEFORE AFTER IF BAL BALANCE BALANCE DELAYED (3) (4) (5) 06000 POINTER SPREAD CAT I CAT I CAT I 05800 POINTER SPREAD CAT II CAT II CAT III I 300 MIN FWD HEAVY ADJUST TOTALIZER ADJUST POINTER SPREAD 500 MIN FWD HEAVY AD. 5. 1.

I. OR 2 AIM-9's AND MY CAT III LOADING CONFIGURATION ADJUSTMENTS (6) 06000 POINTER SPREAD CAT III CAT III CAT III (7) 300 MIN FWD HEAVY ADJUST TOTALIZER ADJUST POINTER SPREAD FULL AMMO OR CASES & 0.LAUNCHER AT STA 2 & 8 -100 +100 .. 0- '-I W Figure 2-4.NO ADJUSTMENTS REQUIRED FOR ANY CENTERLINE STORE OR ACMI POD CARRIED IN LIEU OF AN AlM-9.. . (Sheet 3) ~ . I. a n :::T ::l co CD '-I 9 I :-I "T1 ~ I ...fuel Management LESS f-J6A LOADING CATEGORY III LIMITS (1) BEFORE AFTER IF BAL BALANCE BAlANCE DELAYED (3) m f-168 LOADING CATEGORY I LIMITS (1) BEFORE AFTER IF BAL BALANCE BALANCE DELAYED (3) BASELINE LOADING CONFIGURATION FUEL BALANCING REQUIRED (2) TOTALIZER (4) (5) BASELINE LOADING CONFIGURATION FUEL BALANCING REQUIRED (2) TOTALIZER (4) (5) FULL AMMO OR CASES & 0. OR 2 AlM-9's WITH 2 PILOTS CONFIGURATION ADJUSTMENTS (6) (8) (9) (10) 04800 POINTER SPREAD CAT I CAT I CAT I I 1200 MAX AFT HEAVY ADJUST TOTALIZER ADJUST POINTER SPREAD -NO AMMO OR CASES -100 +200 CAT III CAT III CAT III (7) -NO AMMO OR CASES -100 -200 -200 -100 -300 -300 CAT III CAT I CAT III -3 OR 4 AlM-9's -ONE PILOT .NO ADJUSTMENTS REQUIRED FOR ANY CENTERLINE STORE OR ACMI POD CARRIED IN LIEU OF AN AlM-9.

. OR 6 AIM-9's -ONE PILOT ADJUST TOTALIZER ADJUST POINTER SPREAD -200 -300 CAT III CAT III CAT III -NO AMMO OR CASES -100 -200 CAT III CAT III CAT III (7) -100 -200 -200 -100 -300 -300 CAT III CAT III CAT III -ONE PILOT . .... I. 0> .." f-'68 LOADING CATEGORY II LIMITS (1) BEFORE AFTER IF BAL BALANCE BALANCE DELAYED (3) (4) (5) ... OR FOR ACMI PODS CARRIED IN LIEU OF AlM-g's. . (Sheet 4) . OR 2 AIM-9's PLUS EMP1Y PYLONS AT STA 3 & 7. BALANCE BALANCE DELAYED (3) (4) (5) 9 :-I ..~ n ::T Q CQ fuel Management LESS m f-'68 LOADING CATEGORY III LIMITS (1) BEFORE AFTER IF BAl. 5. OR 2 AIM-9's WITH 2 PILOTS 1000 MAX AFT HEAVY 04800 POINTER SPREAD CAT III CAT III CAT III (7) I 1300 MAX AFT HEAVY ADJUST TOTALIZER ADJUST POINTER SPREAD CONFIGURATION ADJUSTMENTS (6) DOWNLOAD PYLONS AT STA 3 & 7 AND UPLOAD 370-<lAlLON TANKS AT STA 4&6 -NO AMMO OR CASES -3. :l CD . I. FOR EMPTY PYLONS AT STA 4 & 6. 4. 2 PILOTS CONFIGURATION ADJUSTMENTS (6) (8) (9) FUEL BAlANCING REQUIRED (2) TOTALIZER BASELINE LOADING CONFIGURATION FUEL BALANCING REQUIRED (2) 04800 POINTER SPREAD CAT II CAT II CAT II TOTALIZER FULL AMMO OR CASES & 0...NO ADJUSTMENTS REQUIRED FOR Am CENTERLINE STORE. Figure 2-4.LAUNCHER AT STA 2 & 8 -200 -100 -300 -100 . -NO ADJUSTMENTS REQUIRED FOR NN CENTERLlN: STORE OR ACMI POD CARRIED IN LIEU OF AN AlM-9. BASELINE LOADING CONFIGURATION FULL AMMO OR CASES & 0..

D. D. EPU NITROGEN BOTTLE . I. ~ T.CHECK. and other discrepancies. TAIL: A.SECURE.SECURE (PREFLIGHT lAW T. LEF . HOOK . DOOR AND LINKAGE .CHECK. 1 F-16A-l-Q084X® NOSE-A 1. FLAPERON . HYD SYS B QTY AND ACCUMULATOR-CHECK.COVERS REMOVED. STATIC PORTS (2) .CHECK. H. ENGINE SYSTEM FAULT FLAG . H. NAV AND FORM LIGHTS . JFS DOORS . F.SECURE (PREFLIGHT lAW T. L. dents. SLOTS CLEAR.2 blank) .1/(2-38. E. CSD OIL LEVEL .CLEAR.CHECK. B. ~ T. B.CONDITION. FLAPERON . LANDING UGHT . RADOME . 4. LEFT WING: A. C.2). C. IMJI L.CONDITION. LG SAFETY PIN -INSTALLED. AND STRUT . PIN SECURE AND SAFETIED. C. 1 F-16A-34-1-4) .CONDITION.CONDITION. NLG DOOR AND LINKAGE .CONDITION. G.3). J. ENGIN1: EXHAUST AREA .CONDITION. !1m Ifrn LEFT WING & CENTER FUSELAGE . B. NLG TIRE.CONDITION. RIGHT MLG: A. HYDRAZINE LEAK DETECTOR . SPEEDBRAKES.O.SECURE. AVTR .C 1. ~ DRAG CHUTE ACCUMULATORCHARGED (REFER TO FIGURE 2-5. E. FREEDOM OF MOVEMENT CHECKED.1). F.0 1.SECURE.SECURE.O. J.CLEAR. ~ VERTICAL TAIL LIGHT . G.lF-16A-1 Exterior Inspection (Typical) NOTE: Check aircraft for loose doors and fasteners. ~ DOOR 2317 ENGINE SYSTEM FAULT FLAG .WITHIN PLACARD LIMITS (REFER TO FIGURE 2-5.CLOSED.CONDITION AND PIN FREE TO MOVE.SET.CONDITION. B.CONDITION. TIRE. 2. 1F-16A-34-1-3 or ~ T. GUN PORT . AOA PROBES (2) . LEF .CHECK. K. ~ M DRAG CHUTE HOUSING . I PW2201 BLOCK 10 DOOR 2338.CHECK. WHEEL. WHEEL. B. D. PITOT-STATIC PROBES (2) .CONDITION. I. LEFT MLG: A. 2. BLOCK 15 LESS M DOOR 2306 ENGINE AND EMS GO-NO GO INDICATORS . WHEEL.3). BRAKE/JFS ACCUMULATORS . FLCS ACCUMULATORS . F. AFT FUSELAGE . fUSELAGE: A. Change 13 2-38. D. D. FUEL VENT OUTLET . ~ AND ~ 10 LIGHT .O. LG PIN CONTAINER . C.CONDITION.10.COVERS REMOVED. I. C. G. 1F-16A-34-1-4l. TIRE.CONDITION.CONNECTED. EPU FIRED INDICATOR . • CENTER FUSELAGE & RIGHT WING . I PW200 I DOOR 3308.O. SET IN NEUTRAL POSITION (BOTTOM SLOT AT 4 O'CLOCK ON THE RIGHT SIDE AND 8 O'CLOCK ON THE LEFT SIDE). AND STRUT . cracks. K. EPU OIL LEVEL .B 1. F. C. LG/HOOK EMERGENCY PNEUMATIC BOTTLE PRESSURE . UPLOCK ROLLER . D.CHARGED (REFER TO FIGURE 2-5.O. H. B. B. Figure 2-5. CW ON THE RIGHT) AND VERIFY BOTTOM SLOTS SLIGHTLY AFT OF 6 O'CLOCK AND TOP SLOTS FORWARD). UPLOCK ROLLER .CONDITION. 3. NAV AND FORM LIGHTS . B. STORES AND PYLONS . HORIZONTAL TAILS.CHECK.CHECK.CONDITION.CHECK. SECURE VOICE PROCESSOR .ACCESS DOORS CLOSED.CHARGED (REFER TO FIGURE 2-5. leaks. FORWARD FUSELAGE: A. EPU EXHAUST PORT .CHECK. E. EXTERNAL CANOPY JETTISON D-HANDLES (2) . AND RUDDER . ALIGNMENT CHECKED (ROTATE PROBES FULLY TOWARD FRONT OF AIRCRAFT (CCW ON THE LEFT. • M. HYD SYS A QTY AND ACCUMULATOR . DOOR AND LINKAGE .CONDITION. ADG -CHECK.CHARGED (REFER TO FIGURE 2-5. TAXI LIGHT . IFF .O.2). ENGINE INLET DUCT . C. 1F-16A-34-1-1. M NAV AND FORM LIGHTS .CHECK. UNDERSIDE: A. STORES AND PYLONS .CONDITIDN. LG SAFETY PIN -INSTALLED. GUN-RNDS COUNTER AND RNDS LIMIT . AND STRUT . C. D.CHECK. RIGHT WING: A. F.CONDITION. VENTRAL FINS.CONDITION. 1 F-16A-34-1-3 or T.CONDITION. E. D. E. NLG TORQUE ARMS .CLEAR. 1 F-16A-34-1-1. ECS RAM INLET DUCTS .CONDITION. E.CHECK.CHECK CONDITION.

.

o.2. Drag ChutelFLCS Accumulators Pneumatic Servicing TEMPERATURE of 100 and higher 50 to 100 10 to 50 -60 to +10 Figure 2-5. Change 13 2-39 . 1 F-16A-l BrakelJFS Accumulators Pneumatic Servicing TEMPERATURE EPU Nitrogen & Alternate LG/Hook Bottles Pneumatic Servicing TEMPERATURE OF PRESSURE PSIG 1475-1625 1525-1675 1575-1725 1625-1775 1675-1825 1725-1875 1775-1925 1825-1975 1875-2025 1925-2075 1975-2125 2025-2175 2075-2225 2125-2275 2175-2325 2225-2375 2275-2425 2325-2475 2375-2525 2425-2575 I -44 to -36 -35 to -27 -26 to -18 -17 to-9 -8 to-1 o to 8 9 to 17 18 to 26 27 to 35 36 to 44 45 to 53 54 to 62 63 to 71 72 to 80 81 to 89 90 to 98 99 to 107 108 to 116 117 to 125 126 to 135 OF PRESSURE PSIG 3250-3500 2850-3250 2500-2850 2000-2500 100 and higher 50 to 100 10 to 50 -60 to +10 Figure 2-5.3.T. PRESSURE PSIG 1300-1400 1200-1300 1100-1200 950-1100 Figure 2-5.1.

-J 20 80 100 120 14 0 160 FEET 180 200 DISTANCE FROM EXHAUST NOZZLE - ENGINE TURBINE 4 2 " c o 4 8 100 " ~ l. Danger Areas ENGINE ENGINE INLET DANGER AREA ENGINE Fl00-PW-20012 20 ~~~~~~~~ M~A~X~A~B~ H~R~UES~Tt:~~~aiZiliil 30 T] l..T 1F-16A-l . IF REOUIA[O...O. ~ w DANGCR ARr A o 10 20 30 40 50 60 ·/0 80 '0 100 D I STAN CF FROM EXHAUST NOZZLE - FEET H IliA 1 1139C ..L. (Skeel 1) 2-40 Chang e 13 . ~~~_il 20 ~ PLANE OF ROTATION JFS PLANE OF ROTATION o 20 40 60 c!:l. AVOID INFLATED o 10 20 70 DI STANCE FROM EXHAUST NOZZLE - 30 40 50 60 80 FEET 90 MLG TiRe Sloe AREA WITHIN 300 fEET FOR 45 MINIJTES AFTER AIRCRAFT HAS STOPPEO. --1--1--11 2 " ~ l. ~ w ~ TIRES WITH HOT BRAKES. APPnOACH FROM THE FRONT OR REAlI FJREFIGHTING PURPOSES • I NGlN[ INLl T ---j----j2 +-f---j 1 ~ ~~-r-+-+-4----j0 is a: ~ -l--l---J. Figure 2·6...

1F-16A-l Danger Areas RADIATION AND TEMPERATURE UPPER UHF/I FF NOTES: ENGINE Fl00-PW-200/220 UPPER TACAN ANTENNA ANTENNA • Dista nce from radar disc to forward tip of redoma _ 5 feet • ECM pods radiate in a fan panern fora and aft. 6 6 I - " 6 31 6 6 AN/ ALD.HIA-l-00869:t • Minimum safe distance is d istance from aircraft surface. fAQ] 1 IFF ANTENNA 4) BLOCK 10 LOWER UHf ANTENNA EPU EXHAUST 1600 of OPERATING TRANSMITTERS UPPER AND LOWER UHF/IFF UPPER AND LOWER lACAN VHF RADAR ALTIMETER MINIMUM SAFE DISTANCE FROM ANTENNAS IN FEET VOLATILE FLUIDS PERSONNEL 1 1 1 1 •1 30 •1 120 ·260 120 6 EED - - - IADIIAJ HF fiRE CONTROL RADAR AND ~ CWl AN/ AlO. (Sheet 2) Change 8 2-41 ..SO-O' 6 6 6 H.F BLOCK 10 IFF ANTENNA.176 AN/ ALQ.leB ORC.T. Figure 2-6.l'9 AN/ AlO.O.131 AN/ AlQ.~~RRADAR A ANTENNA ecs EXHAUST 325 . !AQ] [A] VHf ANTENNA HF ANTENNA ECM POD LOWER lACAN ANTENNA IADI UPPER IFF ANTENNAS 1 ) 4 CENe AIR-MOTOR EXHAUST 900 O F BLOCK 15 LOWER UHF/ IFF ANTENNA JFS EXHAUST 1'75 0 F F~'~::.184 - .

..f!!i.HOURS EXPOSURE LIMIT PER DAY NOTES: • Attenuation factors and exposure limits are for typical earmuffs and earplugs. (Sheet 3) 2-42 ..Adjusted (human ear response) decibels. VJ 1\ "" \ ~ ~ I"- ~L/MITSW LIMITS WITH -~. • dBA .16A..J NOISE EXPOSURE LIMITS 1\\ < 110 I 105 0.1 Danger Areas HAZARDOUS NOISE LEVEL AREAS MAX AB THRUST FEET NOTE: Noise levels are symmetrical and may be altered by surrounding obstacles.. ENGINE F100-PW-200/220 MIL THRUST LIMIT 5 MINUTES PER DAY WITH EAR PROTECTION LIMIT 15 MINUTES PER DAY WITH EAR PROTECTION IDLE THRUST 130 125 FEET 120 115 III "0 ..T. 1F.Yi~ ~ - 100 95 90 85 80 '" ~~SW .OUT fAR ---"':::~CT/ON - 012345678 DURATION . O.E~M.. • SPL .!It!.Sound pressure level. 1F-16A-1-1141X® Figure 2-6.

2-43 . reduce taxi speed. when possible.1 Turning Radius and Ground Clearance NOTES: • Turn radius can be reduced to 38 feet by using inside brake. avoid sharp turns. T I 5 FEET 3 FEET 6 INCHES 5 FEET 4 FEET 6 INCHES 2 FEET 16 FEET 8. • All distances are approximate. and.O. 1F-16A.5 INCHES-' 1 F-16A-1-0088A ® Figure 2-7.T. turn toward heavy wing to prevent possible tipping. * • Avoid arresting cable support donuts when taxiing with centerline stores installed. FEET PIVOT POINT ~~B7' L MISSILE R MISSILE WARNING I With large asymmetries. • Maximum NWS deflection.

1 F-16A-l G-Suit Hose Routing (Typical) LAPBELT 1i1Jj(!J.:"'--I.T.e-~~~Lfiff!-.HARNESS TORSO SURVIVAL KIT STRAP G-SUIT HOSE 1F-16X-1-001SX@ Figure2-B. 2-44 .O.

. ... Activated EPUIHydrazine Leak . . .... .. .... ...... 3-48 Uncommanded EPU Operation. . ......... 3-65 ~~ . 3-59 Engine Vibrations IPW200 I . ..... .. .... . Hot Refueling Emergency . " .............. '" ... .. . ..16A......... . AB Malfunction on Takeoff ..... ..~""""""""""" SECTION III EMERGENCY PROCEDURES TABLE OF CONTENTS INTRODUCTION .... ..... .. o.... ~ EEC Caution Light IPW200 I . .... ..... 3-44 ~ Main Generator Failure (in Flight) . .. IPW200 I ... 3-65 Engine Stagnation [PW200 I .. . ........ ....... '" .. Engine Malfunction on Takeoff .. ... 3-49 ~ Partial Electrical Power Loss . 3-61 ~ Abnormal Engine Response IPW200 I . 3-67 ~.......... .... . ... 3-60 ~ .. . ..... ...... 3-65 Non -AB Engine Stalls IPW200 I . .~ Inlet Buzz I PW200 I .... ... . .. ... 3-43 ~ Ditching. . .. . .... . ........ ........................ ..... Blown Tire on Takeoff ... Low Thrust on Takeoff or at Low Altitude (Non-AB) I PW200' . . ... GROUND EMERGENCIES .... Delayed Rotation ... .. .. ............. ........ .. .. .... ............ ..... ..... Cockpit Pressurerremperature Malfunction .. . ..... 3-62 AB BlowoutlFailure To Light IPW200 I .. .......... . ... ... Canopy LosslPenetration in Flight . . ... . .......1 ~ Engine Malfunctions IPW200 I .. WARNING AND CAUTION LIGHT ~ f1) AND ENGINE PILOT FAULT LIST ANALySIS .. . TAKEOFF EMERGENCIES ... .. .. . . .. . Ground Egress .. .. . .. .... 3-61 Zero RPMlErroneous RPM ~ Indication IPW200 I . .. . .. .................. .. ... .. ....... Engine Autoacceleration (Ground) . . . .. ... .. .... ... . . . .... .. ... Hot Brakes ...... . 3-45 EPU Malfunctions . ........... 3-43 ~ 'III Ejection Seat Failure... LG Fails To Retract ........................... ... 3-43 Failure of Canopy To Separate . 3-50 Emergency Power Distribution . . ... . . .. .. .. ...... .. ....... .. ~ FLCS PMG Failure . Emergency Ground Jettison ... 3-65 Engine Stalls I PW200 I ... ... 3-60 FTIT Indicator Failure I PW200 I .. Abort .... ... .... . FORMAT . ............. ... .... .... . NWS Failure/Hardover ... . ...... . . Engine Fire on Takeoff .....1 ~ 3-37 3-37 3-38 3-38 3-38 3-39 3-39 3-39 3-39 3-40 EQUIP HOT Caution Light . 3-40 ~ 'III Ejection . 3-43 Ejection (Time Permitting) .. .. ........... CANOPY Warning Light On .. ..... .. . Engine Failure on Takeoff ..... Fire/OverheatlFuel Leak (Ground) . Hot Start (Ground) .... ... . .... . .. ........ .. 1F. .... . .......... ......... 3-43 ~ Electrical System Failures..... ........... .. .. 33~6770' ~ Airstarts IPW200' . Emergency Entrance and Crew Rescue. ... Engine Failure or Flameout I PW200 I . ...1 ~~~ Ejection (Immediate) ...... Page 3-3 3-4 3-4 3-28 3-28 3-28 3-28 3-28 3-28 3-29 3-29 3-30 3-31 3-31 3-31 3-34 3-34 3-34 3-34 3-34 3-35 3-36 3-36 3-36 3-36 T........ . . .. .. . 3-66 ~ Engine Stall Recovery I PW200 I .... . 3-44 ~ Main and EPU Generator Failure . ..... 3-40. High Altitude Airstart Considerations ~ 'III ~ LO~~:~d~ ·Ai~s~~rt ·C~~~id~~~ti~~~ .. ... .. ........ . 3-66 ... . 3-67 ~ Low Altitude Engine Failure or Flameout IPW200 I . .. ... . . . ...... . Low Thrust on Takeoff or at Low Altitude (Non-AB) I PW2201 . .. ....... ......... .. ... ... ......... ..... ...... ... ... ......... AB-Associated Engine Stalls ~ I PW200 I .... .... ... ... . .. . .. IN-FLIGHT EMERGENCIES .......... ... . . Antiskid Malfunction (Ground) . . . 3-48 ~ Abnormal EPU Operation .. LG Handle Will Not Raise ... ..... . ... ... ......... ... ... ............ Hung StartIN 0 Start ... .. . ........... . .... 3-58 OVERHEAT Caution Light IPW200 I . . 3-78 3-78 ~ ~ Change 13 3~~ ~ . . . .. 3-50 Aircraft Battery Failure . ..... .. ............. ..... . . . .... ............. . . 3-67 ~ Tower Shaft Failure IPW200 I . ............... . ....... . 3-58 ~~~ Engine Fire IPW200 I ....... 3-50.... . ....... ... .. Drag Chute Deployed in Flight IffE] Ifrn ... ........... .. .. .... ....... . ...... 3-44 ...... ..... ... Main Generator Failure (Ground) .. . 3-59 ~ Oil System Malfunction I PW200 I .. ...... 3-48 FLCS Battery Discharge ......... Brake Failure ......... ...... ....... ..... ... .... ..

. .... . .. . ..... . .. PBG Malfunction m ... Engine Malfunctions I PW2201 . . .. ... .. 3-115 CADC Malfunction IPW200 I or I PW2201 LESS 1Mi). ...... . Total INS Failure. ...... ... . ... .... ...... ..... .. IMC Penetration .. . .. . .. .. .. .. . Fuel Imbalance . . . ... ..... .... ..... .... ..:::::::: ~:tt~ AD ClAir Data Malfunctions ... .. .. .. .... .... . . ... ..... 3-92 Engine Failure or Flameout I PW2201 ... 1F.. . ..... . .. ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~§~i::~~:::~p::::.. ... System A Failure. ... .. 3-96 High Altitude Airstart Considerations CADC Malfunction: PW2201 ~ W ..... .[i:~~:~~~~... 3-134 Controllability Check.... o.. . . . .. . .... ... . .. . ..... .. ... ...2 Antiskid Malfunction (Landing) . Trapped External Fuel .... . Overhead Approach .... . . ...... . . . ... . . . 3-91 Engine Stagnation I PW2201 ... . 3-88 FTIT Indicator Failure I PW2201 ..... . . .... .. .. 3-93 Low Altitude Engine Failure or FlameoutlPW2201 . 3-135 Cable Arrestment .... ... 3-140.. .. . .. ... ... .. ... ...... .. . 3-136 Landing With a Blown Tire ....... ........ . . Out-of-Control Recovery . ... .. .. Trim Malfunction .. Dual Hydraulic Failure .... .. .. . . . Jettison ... ..~111111'"1111111111111 T.. . 3-136 Net Arrestment .... . ..... ... . ...... ... .... .. . . ...... .. .... .. 3-91 AB-Associated Engine Stalls I PW2201 .. .. .. . ..... .... . .Hot (UFC) I PW200 I ....... .... ... .... ...... ........ . .. . Oil System Malfunction I PW2201 . ..... . . . .... ... .... . 3-138 LG Handle Will Not Lower . Fuel Management System PFL .. .. ........ ..~~:~. . .... ... . ... ... . ... .. ..... .......... Fuel Low .. OVERHEAT Caution Light I PW2201 .. . ..... . LESS f11l . ... . .. 3-91 Engine Stall Recovery I PW220 I . . ..... ... .. ... .. . .... 3-92 Tower Shaft Failure I PW2201 . . ..... . 3-88 Zero RPMlErroneous RPM Indication I PW2201 ...1 Landing With LG UnsafelUp .. .. .. R....... . .... ..16A-1 Airstart . Landing Phase ... .. .. 3-89 Nozzle Failure I PW2201 . 3-134 Straight-In Landing....... . . Hydraulic Malfunctions . ...... . 3-141 NLG WOW Switch Failure .... 3-90. . . 3-116 3-117 3-118 3-119 3-120 3-121 3-121 3-121 3-122 3-122 3-122 3-123 3-124 3-124 3-125 3-127 3-127 3-127 3-127 3-128 3-129 3-130 3-131 3-131 3-131 3-133 3-133 3-133 ~ ~ ~~ ~ Flameout Landing . ..BUC IPW200 I . System B Failure..... . .. . .. ..... .. ..... .. . ........ and/or Y Malfunctions ... LEF Malfunction (Asymmetric) . ...... .. .. 3-105 3-106 3-107 3-107 3-112 3-112 3-112 3-114 FL... ... ..... . . ............. .... . . . .. .. 3-134 Simulated Flameout (SFO) Landing ... 3-140 Alternate LG Extension .. .. ..... . . ... ... Smoke or Fumes ...... .. 3-116 LANDING EMERGENCIES.. . .... .... 3-145 Drag Chute Failure ruJ M ... ...... . ... LEF Malfunction (Symmetric) .... .. . ..... ... ..... .... .. . . . 3-87 SEC Caution Light I PW2201 .. . .... .... ENGINE FAULT Caution Light ~ W 3-78 3-80 3-80 3-84 3-84 3-85 3-86 3-86 3-87 ~ ~ ~ ~ ~ ~ E~~~~~AULT C~~ti~~ Li~h. 3-92 Inlet Buzz I PW220 I . . . ....... ... ..... .. ......... . ..:::::: ........... Airstart ... . . .... . INS Failures.. INS Computer Failure LESS @) . Stick Interference.... ... . .. .... ...... .. .::. .. ........ ... .~. 3-93 Airstarts I PW2201 . .... System B and Main Generator Failure (PTO Shaft) ... .... . ... ... 3-91 Non-AB Engine Stalls I PW2201 ... . .... .. ... .deratiO~S:: .. .. .......... ... . ... . Hot Fuel or Gravity Feed .. Flameout Landing Procedures . .. . P.. .. ... .... .. 3-88 Abnormal Engine Response I PW220 I •. .. ... Fuel Leak .. ... . . . .... ..... .. Servo Malfunction ....... 3-140... . .. 3-137 Landing With a Blown Main Gear Tire . ... . . Straight-In Approach . ......... . . .... .... .... . .. .. . 3-137 Landing With a Blown Nose Gear Tire . .. ... .. . .. ... Airstart .. . ..2 Asymmetric Stores (Landing) .... ..... Fuel Malfunctions . ...... . . . ...... . After Touchdown .. ~ LESS ~... ..... Engine Vibrations I PW2201 ... .... . . . . .2 Engine Stalls I PW2201 . ... . 3-139 LG Fails To Extend .. Oxygen Malfunction .. ..... .. . TEF Malfunctions .... ... 3-146 ~ 3-2 Change 12 .. .. ... . . . 3-90.. . . . ..... .... 3-140. ........... ...... ..... .. . . Single Hydraulic Failure . . LESS W I PW2201 . ... .. Engine Fire I PW2201 .. . 3-138 LG Extension Malfunctions . .UFC I PW200 I ... .... .. ........ . ...1 AB BlowoutlFailure To Light I PW2201 ... .. ... .. . ... . ... .. . . .. . ... . ... ... ..... .. .. . ..... ..... ... . . . ...... . .... . .... . . .... .. .

other concerned agencies (i. weather conditions. Th\.. Retracting the LG to prevent departure from a prepared surface is not recommended since the MLG will probably not retract symmetrically. However. Adherence to these guidelines insures maximum safety for the pilot and/or aircraft. Pilots are expected to perform these actions without prompting. it is essential to determine the most correct course of action by using sound judgment and a full understanding of the applicable system(s). LAND AS THE SITUATION DICTATES. 2. lighting. and arrestments. airfield facilities. eject since breakup of cockpit structure may occur. I I I I I I'~Irlll ~~~~ INTRODUCTION This section covers the operation of the aircraft during emergency/abnormal conditions. • If it appears that the aircraft will depart a prepared surface above normal taxi speed during an aborted takeoff or a landing and go-around is not possible. and command guidance. • Ejection is preferable to sliding into an arrestment cable with the NLG collapsed. or other factors may require modification of the recommended procedures. although the flight is to be terminated.) should be advised of the problem and intended course of action. ~ ~ Land As Soon As Practical Emergency conditions are less urgent and. Certain steps (e. When dealing with emergency/abnormal conditions. which apply to all emergencies. and permits EPU turnoff if an MLG WOW signal is lost. A landing should be accomplished at the nearest suitable airfield considering the severity of the emergency. when warranted. ELEC CAUTION reset. MAINTAIN AIRCRAFT CONTROL. Three basic rules. multiple emergencies.e.g.. then refer to the appropriate emergency procedure for corrective action. reduces engine damage. The protection the canopy affords far outweighs the isolated risk of entrapment due to a canopy malfunction or overturn. adverse weather. are established: 1. aborted takeoffs. if feasible. When practical. check cockpit indications. tower. ". . j()llowing information provides general landing guidance: Land As Soon As Possible An emergency will be declared. the degree of the emergency is such that an immediate landing at the nearest suitable airfield may not be necessary. a controllability check should be performed. 3. shut down the engine. It includes a discussion of problem indications and corrective actions as well as procedural steps when applicable.. etc. IWARNING 1 • The canopy should remain closed during all emergencies that could result in a crash or fire such as crash landings. The cable may slide up over the nose with unpredictable and potentially dangerous consequences to anyone in the cockpit(s). FLCS CAUTION reset) are intentionally omitted from the numbered procedures. The situations covered are representative of the most probable malfunctions. ANALYZE THE SITUATION AND TAKE PROPER ACTION. aircraft GW. Only those steps required to correct or manage the problem should be accomplished. When structural damage or any other failure that may adversely affect aircraft handling characteristics is known or suspected. MASTER CAUTION reset. When a voice WARNING or CAUTION message is heard. This action reduces the potential for fire. • If remaining with an aircraft that will depart a prepared surface. flight lead.

Amplification following procedural steps in the Flight Manual is repeated in the Checklist under the headings Inoperative Equipment. Procedures in the Checklist have been grouped by m. ele' "j t. thp~p side-by-side steps appear in a continuous column and can be identified by repeat numbering of steps following conditional statements beginning with the word if. some procedures are split into two independent side-by-sidc· series of steps and are ~('parated by a straight line: in the Flight Manual. 3~ 3~2. ". O. Fault trees show interrelationships with examples of problem events and corrective action.1 ~ " ~ ~ ~ I • WARNING AND CAUTION LIGHT [AN] fl3 AND ENGINE PILOT FAULT LIST ANALYSIS Refer to figures 1. 1F. 3~3 • FORMAT The format of Emergency Procedures differs slightly between the Checklist and the Flight Manual. or Other Considerations.~al. . l: I to prm'ide m:tximum in-flight utility.T.dt'unctior I categ' 11'\ (en~! 11. WlJ I1'l and for analysis and amplification of warning and caution light and lBNl fI3 engine pilot fault list procedures.16A. !11 the Flight Manual. Other Indications. A thorough review of the layout and content of the Checklist and Flight Manual is recommended prior to in-flight use. 111 t he Checklist. proL'pdure:-. :Ire listl'd by th(. phase of' flight in which the emergpncy may occur.

. refer to LANDING EMERGENCIES If TEF's do not extend.ON (Malfunction) * NOTE: Confirm self-test OFF. <190 KNOTS AND AT LEAST 250 FPM DESCENT 3 GREEN LIGHTS TEF'S NOT FULLY DOWN SEE B 1F-16A-1-1144X<t Figure 3-1.000 FEET MSL. TEF's not fully down CORRECTIVE ACTION/REMARKS A.~_ Warning Light Analysis WARNING LIGHT CAUSE CORRECTIVE ACTION/REMARKS Refer to ENGINE FIRE --f}~'~!~( ENG FIRE OR I ENG FIRE I Engine compartment fire ENG FIRE . (Sheet 1) _ . • GROUND EGRESS. <190 KNOTS AND AT LEAST 250 FPM DESCENT LG/TEF'S NOT DOWN ** INCREASE AIRSPEED. • EJECTION.UP (No Malfunction) I TO/LOG OR CONFIG AIR BELOW 10. DECREASE SINK RATE.ON ** * GND NOTE: LG warning horn sounds. lG not down and locked 2. ENGINE FIRE PERSISTS EJECT WARNING LIGHT CAUSE Aircraft configuration wrong for takeoff or landing Any of the following: 1.jLAND CONFIG I For in-flight LG problems.OR THROTTLE TO MINIMUM PRACTICAL THRUST PROBABLE MALFUNCTION ~------j IN FIRE DETECT SYSTEM LAND AS SOON AS POSSIBLE NOTES: Refer to: • GROUND EMERGENCIES. • ENGINE FIRE.U SEE A NOTES: • LG warning horn sounds. ABORT AIRCRAFT '-----T"---------~ DOWN TEF'S NOT FULLY LG Handle .000 FEET MSL. execute landing using normal AOA (approximately 20 knots faster than normal) lG Handle . OR PLACE LG HANDLE. I BELOW 10. B. TO/LOG OR CONFIG I lO. • Red light in LG handle on.~I I I I I~~~~~~~T1!. AIR ONE OR MORE GREEN LIGHTS NOT ON ANY/ALL LG NOT DOWN AND LOCKED *** .

------~ DUAL AOA SOURCE FAILURE (CADC AND ADC MFL MAY ALSO COME ON) (LEF'S MAY STILL PROGRAM NORMALLY) 1 . Y L1G HTS IN ANY COMBINATION ELECTRONIC FAILURE IN AT LEAST TWO BRANCHES OF AT LEAST ONE FLCS AXIS (MAY ALSO HAVE SERVO LIGHT) SEE B CHECK FLCP SERVOS LIGHT AND PREVIOUSLY ARMED DUAL SERVO MALFUNCTION SEE C 1F-16A-1-1145A@ Figure 3-1."T. R. (Sheet 2) Change 2 .-. R. SEE A YES ""------I POWER FAILURE IN AT LEAST TWO FLCS I----~ SEE B BRANCHES ~ ~ ~ ~ 3-6 ALWAYS GIVES FLT CO NT SYS CAUTION LIGHT NO P.~1~ M' M' M' M' M' M' M' M' M' M' . or Y light illuminated after the first failurel Illuminates to indicate a second servo failure in a single branch after an ISA is armed B.6T ~ ~ Warning Light Analysis WARNING LIGHT CAUSE Dual AOA failure in the air data system (ADC caution light illuminates after first failure) CORRECTIVE ACTION/REMARKS A. Refer to SERVO MALFUNCTION ... R.. Refer to P.. AND/OR Y MALFUNCTIONS C... Refer to ADC/AIR DATA MALFUNCTIONS I ~ I DUAL Fe FAIL I I Dual electronic failure in one axis of the FLCS (P..

._ _ _ _ _.. BUT EPU RUN LIGHT DOES NOT ILLUMINATE UNLESS SYSTEM A IS RESTORED) 4 EJECT I 1F-16A-1-1146X® Figure 3-1.-.. or oil pressure switch failure CORRECTIVE ACTION/REMARKS Check pressure indicators to determine system and condition . (Sheet 3) . MINIMIZE THROTTLE MOVEMENT.---4 OIL PRESSURE BELOW 15 PSI f--- HYD ENGINE OIL SYSTEM MALFUNCTION.Warning Light Analysis WARNING LIGHT CAUSE Low pressure in one or both hydraulic systems.' FAILURE SYSTEM B HYD PRESS INDICATOR ONLY BELOW 1000 PSI Is EPU run light on? YES Is ELEC SYS caution light on? NO SYSTEM B HYDRAULIC FAILURE ~ REFER TO SYSTEM B FAILURE NO DUAL HYDRAULIC REFER TO DUAL FAILURE --+ HYDRAULIC FAILURE YES '--------i PTO SHAFT FAILURE REFER TO SYSTEM B --+ AND MAIN GENERATOR FAILURE (PTO SHAFT) BOTH HYD PRESS INDICATORS BELOW 1000 PSI WITH EPU SWITCH IN NORM OR ON - TOTAL HYDRAULIC FAILURE (EPU MAY STILL RUN AND POWER THE EPU GENERATOR. low engine oil pressure.+ OIL PRESSURE INDICATOR MONITOR L.. Refer to: • OIL SYSTEM MALFUNCTION • HYDRAULIC MALFUNCTIONS I I PRESS HYD/OILI PRESS I HYD/Oll I OIL OIL PRESSURE NORMAL _ OIL PRESSURE SWITCH FAILURE CHECK OIL AND HYD PRESS INDICATORS ... LAND AS SOON AS POSSIBLE ~ REFER TO OIL SYSTEM MALFUNCTION r--------------I SYSTEM A HYD PRESS INDICATOR ONLY BELOW 1000 PSI f--- REFER TO SYSTEM A ~ SYSTEM A HYDRAULIC FAILURE L.

Refer to LG FAILS TO EXTEND ANY/All lG OR lG DOORS NOT FULLY UP AND LOCKED t---------------------. SEE B 1F-16A-1-1147X® Figure 3-1. • Push handle down farther into locked (outboard) position or if on the ground. (Sheet 4) . Refer to LG FAILS TO RETRACT B.~ SEE A CANOPY NOT SECURE CANOPY HOOKS NOT FULLY ENGAGED t----.~ SEE A ...O..WARNING LIGHT CAUSE Canopy hooks or lock not secure CORRECTIVE ACTION/REMARKS A ./lAND CONFIG WARNING LIGHT) CHECK WHEELS DOWN LIGHTS IN FLIGHT 1----. WARNING LIGHT Red light in end of handle CAUSE LG or LG door not in position commanded by LG handle CORRECTIVE ACTION/REMARKS A... SEE A NONlllUMINATED LIGHT INDICATES ASSOCIATED lG IS NOT DOWN AND LOCKED (MAY ALSO HAVE lG WARNING HORN AND T. inform maintenance • Refer to CANOPY LOSS/PENETRATION IN FLIGHT I ! CANOPY I j POSITION HANDLE DOWN t----...

""""""~~~~ Warning Light Analysis WARNING LIGHT CAUSE One or more red glareshield warning lights illuminated CORRECTIVE ACTION/REMARKS Check for specific illuminated warning light Flashing WARN symbol in HUD ~ 1= -:::::::..2~3~ Figure 3-1. Reset by toggling WARN RESET switch on HUD control panel iii i~1 ~ -- l 5 [& -- \~ I J With the FUEL QTY SEL knob in NORM. TRAP FUEL appears when the fuselage fuel is 500 pounds below the fuselage capacity and the total fuel is 500 pounds greater than fuselage fuel Refer to TRAPPED EXTERNAL FUEL LESS~ Flashing TRAP FUEL warning symbol in HUD ~ ~ TRAP FUEL ~ -0-[1} l I I J ALT Reset manually by placing DRIFT C/O switch to TEST IAlT lOW I OR I RDR I LOW Radar altitude is lower than AGL AlOW value (with LG up) Ground clobber warning is activated Climb above AGl ALOW value or establish a minimum 1200 fpm climb Pullup immediately using maximum allowable g (no less than 4) to avoid ground impact ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ha.. (Sheet 5) '" . WARN .

. Refer to ZERO RPM/ERRONEOUS RPM INDICATION I Engine overtemperature ! ! Check rpm and FTIT indications C. Ie. (Sheet 6) ~..-_ _ _ _ _ _-I SEE B YES ENGINE OVERTEMPERATURE ) .. RPM/ ' D.T... SEE C NO ENGINE WARNING SYSTEM FAILURE. O.. or engine history recorder failure CHECK RPM AND FTIT INDICATIONS YES ENGINE STAGNATION SEE A ENGINE FLAMEOUT SEE A ~ NO YES ENGINE ALTERNATOR FAILURE/ MALFUNCTION L . SEE D 1F-16A-1-1148A@ Figure 3-1..1 Warning Light Analysis WARNING LIGHT I I CAUSE ! CORRECTIVE ACTION/REMARI<S A. Land as soon as practical FTIT indicator failure. OR ENGINE HISTORY RECORDER FAILURE 1--------.. Land as soon as possible Engine warning system failure. ' .16A.. ~ ~ ~ ~ ~ ~ ~ . RPM/FTIT INDICATOR FAILURE.. Place throttle to OFF and initiate airstart. . 1F. Refer to AIRSTARTS ----~ I ! Engine stagnation or flameout I I ENGINE I i I ~ -------------- I Engine alternator failure/malfunction I I I B.

T.~ ~ ~ ~ ~ ~.. Land as soon as possible D. (Sheet 7) I I ..1 ENGINE OVERTEMPERATURE YES . ~'r'T" ~I'nr~' ~'F' ~ ~ ~ ~ 6' ".. IF-16A 1 I Warning Light Analysis WARNING LIGHT CAUSE 'PW22ij] CORRECTIVACTION/REMARKS A....O.. SEE C NO ENGINE WARNING SYSTEM FAILURE OR RPM/FTIT INDICATOR FAILURE O""----------i 1---------.. . Refer to ZERO RPM/ERRONEOUS RPM INDICATION Check rpm and FTIT indications Engine overtemperature Engine warning system failure or RPM/FTIT indicator failure C... Place throttle to OFF and initiate airstart. Refer to AIRSTARTS Engine stagnation or flameout I ENGINE I Engine alternator failure/malfunction B..-.. Land as soon as practical CHECK RPM AND FTIT INDICATIONS ENGINE STAGNATION SEE A I I ENGINE FLAMEOUT SEE A II YES '-----------1 ENGINE ALTERNATOR FAILURE/ MALFUNCTION SEE B " ' > ... SEE D IF-1I5A-1-1149A ® Figure 3-1..

" . ADC FLT CONT SVS CADC LE FLAPS ELEC SVS AVIONICS SEAT NOT ARMED BUC FWD FUEL LOW AFT FUEL LOW FUEL HOT CABIN PRESS OVERHEAT EQUIP HOT RADAR ALT STORES CONFIG BLOCK 10 ANTI-SKID HOOK NWS FAIL IFF OXV LOW NUCLEAR EEC PROBE HEAT FLT CONT SVS ADC LE FLAPS CADC ELECT SVS FWD FUEL LOW AFT FUEL LOW AVIONICS ATF NOT ENGAGED RADAR ALT EQUIP HOT IFF ECM STORES CONFIG ANTI SKID HOOK NWS FAIL CABIN PRESS OXV LOW NUCLEAR PROBE HEAT OVERHEAT EEC BUC FUEL HOT SEAT NOT ARMED BLOCK 15 Figure 3-2.v ~ - Caution Light Analysis ~?:QQJ CAUTION LIGHT CAUSE One or more caution lights on CORRECTIVE ACTION/REMARKS Check for specific caution light on caution light ponel 1~~1 Reset MASTER CAUTION light NOTE The MASTER CAUTION light does not reset when the ELEC SYS or FLT CO NT SYS caution light is illuminated. (Sheet 1) . For FLT CONT SYS caution light. or the malfunction cleared to extinguish FLT CONT SYS and MASTER CAUTION lights. The ELEC CAUTION RESET button must be depressed or the electrical malfunction cleared to extinguish ELEC SYS and MASTER CAUTION lights. the FLCS SERVO ELEC RESET switch must be placed to ELEC.p~' ~rr ~lfJIr ~ ~ ~·r. ~r I " ~ ~ ~ ~ T. FCS CAUTION RESET button depressed.O. 'I F-16A-l nr ~.

or the malfunction cleared to extinguish FLT CONT SYS and MASTER CAUTION lights.CAUTION LIGHT I CAUSE One or more caution lights on CORRECTIVE ACTION/REMARKS Check for specific caution light on caution light panel ~~~~I~s~ MASTER I Reset MASTER CAUTION light NOTE The MASTER CAUTION light does not reset when the ELEC SYS or FLT CONT SYS caution light is illuminated. the FLCS SERVO ELEC RESET switch must be placed to ELEC. FCS CAUTION RESET button depressed. The ELEC CAUTION RESET button must be depressed or the electrical malfunction cleared to extinguish ELEC SYS and MASTER CAUTION lights. For FLT CONT SYS caution light. ADC FLT CONT SYS CADC LE FLAPS ELEC SYS AVIONICS SEAT NOT ARMED SEC FWD FUEL LOW AFT FUEL LOW FUEL HOT CABIN PRESS OVERHEAT EQUIP HOT RADAR ALT STORES CONFIG ANTI-SKID HOOK NWS FAIL IFF OXY LOW NUCLEAR ENGINE FAULT PROBE HEAT FLT CONT SYS ADC LE FLAPS CADC ELECT SYS ----- FWD FUEL LOW AFT FUEL LOW OVERHEAT ENGINE FAULT SEC FUEL HOT SEAT NOT ARMED ----- AVIONICS ATF NOT ENGAGED RADAR ALT EQUIP HOT *IFF ECM STORES CONFIG ----- ANTI SKID HOOK NWS FAIL CABIN PRESS OXY LOW * NUCLEAR PROBE HEAT ----- ----- ----- BLOCK 10 BLOCK 15 .

. Refer to ADC/AIR DATA M/\LFUNCTIONS sure sensing/computation system or AOA system : I I I I CADC I I ADC I I LE FLAPS I 1 I FLT CONT SYS I 1 I STBY GAINS I I I DUAL FC FAIL I I LE FLAPS I ADC I CADC I FLT CONT SYS I FAILURE IN PRESSURE SENSING/COMPUTATION SYSTEM OR AOA SYSTEM LESS m t----1 icing conditions YES AIR DATA present with erroneously ">-------1 PROBE ICING low airspeed? PROBE HEAT SWITCH _ VERIFY PROBE HEAT SEE A NO CONT ~ 1 F-16A-1-1150B® Figure 3~2.~~~~~~~~~~~ .l.A.IO. (Sheet 3) ~.e.lF-16A-l Caution Light Analysis ~--------- CAUTION LIGHT CAUSE i CORRECTIVE ACTION/REMARI<S I Single I ADC ADC I or dual failure in either pres.

CADC (with ADC MFl).1 Caution Light Analysis CONT YES ABNORMAL FLIGHT CONDITIONS NOTE: May also have DUAL FC FAIL warning light and FLT CONT SYS.--------~ NOTE: Will also have ADC MFL and OFF warning flag on ADA indicator. 1F... SEE A NO YES DUAL MALFUNCTION OF AOA SEE A NO > . NO YES DUAL MALFUNCTION IN SEE A NO >-------~ SINGLE FAILURE IN PRESSURE SENSINGI COMPUTATION SYSTEM OR PNEUMATIC ADA SOURCE SEE A SINGLE FAILURE OF AOA SOURCE (LEFT OR RIGHT AOA TRANSMITTER) '---------------1 . and LE FLAPS caution lights on..T.16A. 1F-1 6A-1-1 1 S1AtSl Figure 3-2... (Sheet 4) Change 5 3-15 .. O..f PRESSURE SENSINGI COMPUTATION SYSTEM NOTE: Lose autopilot.

R. Refer to P. AND/OR Y MALFUNCTIONS Single branch power failure in FLCS Single servo valve failure Failure of either hydraulic system A. AND/OR Y MALFUNCTIONS C. R. or Y light located on FLCP P. R.1F-16A-l Caution Light Analysis CAUTION LIGHTS CAUSE CORRECTIVE ACTION/REMARKS NOTE: Depress FCS CAUTION RESET button to clear FLT CONT SYS and MASTER CAUTION lights. Refer to P. R. Single failure in one axis of the FLCS I (single light) FlT CONT SYS I P. OR Y LIGHT ON SINGLE FAILURE IN ONE AXIS OF FlCS SEE A CHECK FLCP FOR LIGHTS P. OR MOMENTARY DROP IN PRESSURE YES RESET SERVOS AND CONTINUE FLIGHT NO SEE D 1 F-16A-1-1152X@ Figure 3-2. Refer to SERVO MALFUNCTION YES SEE DUAL FC FAIL ANALYSIS >-----. system 8. SYSTEM 8. Refer to SERVO MALFUNCTION D. R. AND Y LIGHTS ON SINGLE BRANCH POWER FAILURE IN FLCS SEE B ANY SERVOS LIGHT SINGLE FAILURE IN ISA SERVO SEE C ALL SERVOS LIGHTS ON SIMULTANEOUSLY 1----4 FAILURE OF EITHER HYDRAULIC SYSTEM A.0.t WARNING LIGHT NO P. (Sheet 5) 3-16 . R. or momentary drop in pressure B.T. and Y lights located on FLCP (three lights) SERVOS light(s) (any) on FLCP SERVOS lights (all simultaneously) on FLCP A.

.-... r-----.. .. . Refer to CADC MALFUNCTION I IPW20011 IPW22011 CAOC CADC CADC I II II EEC ENGINE FAULT I Loss of valid mach data to engine B. CAUTION LIGHT CAUSE Malfunction of CADC or input(sl to it CORRECTIVE ACTiON/REMARKS A.----------1 MALFUNCTION OF CADC OR INPUTIS) I----------~ SEE A TO IT ....'" ~ ~ ~ ~ . .. F. T..c1'r ~llfl~r' ~"T1W' ..'~~"l ~'.O.. .. I AOA malfunction Standby gains C.. Refer to EEC CAUTION LIGHT Loss of valid mach data to engine B.. I L.. .. (Sheet 6) - . ..l'r ~'. Refer to ADC/AIR DATA MAL- SYSTEM MANUALLY r---------~ LOCKED IN PRESENT POSITION 1----------...... SEE A LEF MALFUNCTION SEE B OR ASYMMETRY t-------. .AUTO (no malfunction) Refer to LEF MALFUNCTION (SYMMETRIC) FUNCTIONS I FLAPS LE LEF malfunction or asymmetry detected B. .16A. . LE FLAPS switch ... '-------4 FLCS MALFUNCTION I---~SEE C 1F-16A-1-1153B8 ..."':~ ~~i'~1f' ~ ~ .-_ _ _ _ _ _ _ _~ LOSS OF VALID MACH NUMBER DATA TO ENGINE . SEE B CAUTION LIGHT CAUSE LE FLAPS switch in LOCK CORRECTIVE ACTION/REMARKS A. .1 Caution Light Analysis -. Refer to CADC MALFUNCTION ..- - Figure 3-2...

and EPU PMG lights on. and (possibly) EPU HYDRAZN lights Failure of FLCS PMG Failure of main generator A. . .I ~~. I I I I I I Figure 3-2. .. C.. I F-16A-' . B. Caution Light Analysis CAUTION LIGHT CAUSE Failure(s) of electrical system CORRECTIVE ACTION/REMARKS * Check ElEC control panel for illuminated light(s) and depress ElEC. Refer to AIRCRAFT BAnERY FAILURE . ~.. and/or D H. FLCS PMG. MAIN GEN. . EPU GEN. EPU run. EPU run. . EPU AIR. (Sheet 7) 3-18 Change 3 "lllllllllllh . refer to HOT FUEL or GRAVITY FEED. Refer to MAIN GENERATOR FAILURE (IN FLIGHT) NOTE: If the FFP fails or system A hydraulic pressure is lost. " . and (possibly) EPU HYDRAZN lights MAIN GEN. Refer to FLCS PMG FAILURE B. Refer to MAIN AND EPU GENERATOR FAILURE _ - - - . J Failure of all generators E. ~ ~ ~ ~ ~---~-~ . ~ ~ ~ ~ 10. EPU AIR. EPU run light off MAIN GEN. EPU PMG... ACFT BAn TO FLCS and/or FLCS BAn lights Failure of main and EPU generators C. EPU GEN.. EPU GEN. I G.. Notify maintenance No ELEC control panel lights *NOTE: Certain aircraft battery charging system or FLCS battery system failures can result in a nonresettable ElEC SYS caution light. . Refer to FLCS BAnERY DISCHARGE * FLCS BAn lights A. Refer to MAIN AND EPU GENERATOR FAILURE Failure of main and EPU generators D. J DU SYS FlCS PMG light (in flight) MAIN GEN. Refer to MAIN AND EPU GENERATOR FAILURE * ACFT BAn FAIL light Failure of aircraft battery or battery charging system One or more of the four FlCS batteries supplying power to inverter{s) as indicated by individual branch lights One or more FLCS batteries failed to connect to the flight control system when main generator came on line (on ground only) F. CAUTION RESET button . .

EPU RUN LIGHT OFF - • MAIN GEN FAILURE • EPU GEN. SEE D f--- MAIN GEN. AND EPU AIR (AND POSSIBLY HYDRAZN) LIGHTS ON - • MAIN AND EPU GENERATORS FAILURE • EPU PMG IS OPERATING AT PROPER SPEED • FLCS PMG IS OPERATING ~ SEE C - MAIN GEN. EPU GEN. SEE H 'F-'6A-'-1154X@ ~ Figure 3-2. EPU PMG FAILED OR UNDERSPEED • FLCS PMG OPERATING • AIRCRAFT BATTERY POWERING BATTERY BUS(ES) --. EPU RUN. EPU PMG FAILED OR UNDERSPEED • FLCS PMG FAILURE • AIRCRAFT BATTERY AND/OR FLCS BATTERIES POWERING FLCS • AIRCRAFT BATTERY POWERING BATTERY BUS(ES) ~ SEE E H· ---1 - ACFT BAn FAIL LIGHT 1~ - AIRCRAFT BATTERY SYSTEM FAILURE ~ SEE F * FLCS BAn LlGHT{SI ONE OR MORE FLCS BATTERIES ARE SUPPLYING POWER TO FLCS INVERTER(S) AS INDICATED -. SEE G NO ELEC CONTROL PANEL LIGHTS ONE OR MORE FLCS BATTERIES DID NOT CONNECT TO THE FLIGHT CONTROL SYSTEM (CAN ONLY OCCUR ON GROUND) -. I-- MAIN GEN. AND EPU PMG LIGHTS ON. EPU PMG. EPU GEN.""""""~~~~ Caution Light Analysis I ELEC I SYS I r-----I FLCS PMG LIGHT (IN FLIGHT) ~ - NONE OF THE FLCS BRANCHES ARE RECEIVING POWER FROM THE FLCS PMG ~ SEE A * CHECK ELEC CONTROL PANEL FOR ILLUMINATED LlGHT(S) AND DEPRESS ELEC CAUTION RESET BUTTON f--f--- MAIN GEN. AND AIR (AND POSSIBLY HYDRAZN) LIGHTS • MAIN GENERATOR FAILURE • EPU GENERATOR OPERATING • FLCS PMG AND EPU PMG OPERATING ~ SEE B *NOTE: Certain aircraft battery charging system or FLCS battery system failures can result in a nonresettable ELEC SYS caution light. EPU GEN. FLCS PMG. AND ACFT BATT TO FLCS AND/OR FLCS BATT LIGHTS ON. (Sheet 8) ~~~~~~~~~~~~~I-~ . EPU RUN LIGHT OFF - • MAIN GEN FAILURE • EPU GEN. EPU RUN.

Refer 10 NWS FAILURE/HARDOVER NOTES: 1. (Sheet 9) ~.1 -4 (Block 15 and~) If aircraft is loaded CAT II. selected and engine operating in SUC or main fuel pump pressure is low Temperature of fuel to engine excessive Refer to ENGINE MALFUNCTIONS FUEL HOT Refer to HOT FUEL or GRAVITY FEED Forward reservoir contains: I FWD FUEL LOW I [B] [ID Less than 400 pounds of fuel Less than 250 pounds of fuel Refer to FUEL LOW Aft reservoir contains: ~ I AFT FUEL LOW I [8J Less than 250 pounds of fuel Less than 400 pounds of fuel Refer to FU EL LOW lID I LESS~ I I I IFF I Mode 4 sw is OFF. if CAT I is selected.. touchdown beyond approach end arresting gear Normal landing.16A. correct code not selected (A or B). NWS is not available.2. 1F.e. Refer to Section V I STORES CONFIG I LESS STORES CONFIG switch in CAT I with CAT II stores loading rn Figure 3-2. AVIONICS caution light resets automatically When desired. the switch may be placed either in CAT I or CAT III. rotate ejection safety lever down (armed) Normal landing.1 -3 (Block 10) or 10.~~~~~~~~ . code does not match code interrogation.Caution Light AnalysislM CAUTION LIGHT CAUSE Several possible causes. I AVIONICS I I I SEAT NOT ARMED Ejection safety lever up (system safe) I Hook not up and locked HOOK I NWS system failure or loss of NWS electrical power I NWS FAIL I I PW20011 I BUe I I BUC. 2. Refer 10 T. not coded.O. Check display on FCNP CORRECTIVE ACTION/REMARKS Depress FALT ACK button on FCNP and note fault list display. Does not illuminate for NWS failure due to hydraulic system B failure or NLG strut overextension. 1 F. or mode 4 is inoperative Malfunction in nuclear control circuitry Advisory LESS~ NUCLEAR Advisory I Not used None ECM I STORES CONFIG switch is in incorrect position or loading category in SMS software disagrees with actual GP/STORE/ LINE loading category Verify STORES CON FIG switch is in proper position for aircraft loading category. Possible indication that AR door cannot be opened or closed. However. the CAT" maximum bank angle change limits must be observed.16A.

500.. LESS ~ 27. Refer to EQUIP HOT CAUTION LIGHT I E~UIP OT I ~ ~ ~ ~~~ r--------I AIR SOURCE KNOB..1F-16A-l ~ Caution Light Analysis CAUTION LIGHT CAUSE Cockpit pressure altitude above 22. LESS 00 27. SEE A Figure 3-2...500.NORM ILLUMINATES WHEN AVIONIC EQUIPMENT COOLING AIR TEMPERATURE/PRESSURE IS INSUFFICIENT DEGRADED EQUIPMENT PERFORMANCE AND/OR DAMAGE CAN RESULT ~ ~ ~ t--------.. LESS 00 27. Refer to COCKPIT PRESSURE/TEMPERATURE MALFUNCTION BELOW 00 22.000 FEET MALFUNCTION IN INDICATION SYSTEM CONTINUE FLIGHT CHECK COCKPIT PRESSURE ALTITUDE COCKPIT PRESSURE ALTITUDE EXCEEDS 00 22.-----1 BECAUSE OF PRESSURIZATION FAILURE ABOVE SEE A ~ ~ ~ ~ ~ 00 22.000 FEET AIR SOURCE KNOB.000 FEET ... (Sheet 10) Change 13 3-2~ ~ .NORM CAUTION LIGHT CAUSE Avionic equipment cooling air temperature/pressure insufficient CORRECTIVE ACTION/REMARKS A.500.000 feet CORRECTIVE ACTION/REMARKS I CABIN PRESS 00 I A..500.~""""""""""" rO. LESS 00 27.

'-'-""llllfl""""'~ ~ T.1 CONDITION YES OVERHEAT SEE A IN EPU BAY NO CONT 1F-16A-1-1156X® Figure 3-2.. 1F. ECS or EPU bays.... (Sheet 11) ~ 3-22 .16A-1 ~ Caution Light Analysis ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ CAUTION LIGHT CAUSE Overheat condition in engine com partment.. O. or MLG wheel wells CORRECTIVE ACTION/REMARKS A. Refer to OVERHEAT CAUTION LIGHT I OVERHEAT I THROTTLE TO MINIMUM PRACTICAL THRUST YES >-__ Y_ES_~ CONDITION IN ENGINE COMPARTMENT OVERHEAT SEE A NO NO TURN EPU OFF IF IT WAS MANUALLY ACTIVATED YES " > .

.. OR MLG ~----------------~---~ SEE A WHEEL WELLS STILL PRESENT 1F-16A-1-1157X® Figure 3-2. (Sheet 12) - ... ECS OR EPU BAYS.OFF > . OR MLG WHEEL WELLS STILL PRESENT NO OVERHEAT CONDITION IN ENGINE COM~RTMEN~ ECS OR EPU B~S.""""""~~~ Caution Light Analysis CONT AIR SOURCE KNOB ..1 DITION IN ECS BAY NO YES OVERHEAT CONSEE A NO LG -DN OVERHEAT CONDITION IN MLG WHEEL WELLS I---------t LAND AS SOON AS POSSIBLE YES ~---I NO OVERHEAT CONDITION IN ENGINE COMPARTMENT..

Caution Light Analysis CAUTION LIGHT CAUSE ANTI-SKID switch OFF or system malfunction CORRECTIVE ACTION/REMARKS A. (Sheet 13) 1 E-16A-1-1158X . as appropriate I ANTI SKID I YES ANTISKID MALFUNCTION SEE A NO POSITION TO ANTI-SKID CAUTION LIGHT CAUSE Not used CORRECTIVE ACTION/REMARKS None I I I ATF NOT ENGAGED I~ I I RADAR ALT Malfunction of radar altimeter Move RDR ALT switch to OFF OXY LOW Oxygen pressure is below 42 psi or quantity is below 0.000 feet cockpit pressure altitude. Descend to 10. Use EMERGENCY oxygen if required SEE A NO QUANTITY INDICATING MALFUNCTION Figure 3-2.5 liter A. Refer to ANTISKID MALFUNCTION (GROUND) or ANTISKID MALFUNCTION (LANDING).

SLOW TO SUBSONIC SPEED USING SPEEDBRAKES AS REQUIRED NO SEE B NO THROTTLE . (Sheet 14) 3-25 .MIDRANGE (80-85% RPM. Refer to ZERO RPM CAUSE Engine alternator failed [ EEC [ Loss of valid mach data from CADC or EEC malfunction B.MIL 2. FTIT 700°- 750°C) YES ENGINE ALTERNATOR FAILED. Refer to EEC CAUTION LIGHT SEE B NO LOSS OF VALID MACH DATA FROM CADC YES YES 1. THROTTLE . MAIN AND AB IGNITION INOP SEE A 1F-16A-1-1159X@ ~ Figure 3-2. EEC INOP.'IIIIIIIIIII~~~~ Caution Light Analysis CAUTION LIGHT I PW200 CORRECTIVE ACTION/REMARKS A.

If caution light comes on simultaneously with reselection of PROBE HEAT.IO.lF-16A-l Caution Light Analysis CAUTION LIGHT CAUSE Engine fault(s} detected CORRECTIVE ACTION/REMARKS Refer to ENGINE FAULT CAUTION LIGHT I I I PW220! I ENGINE FAULT I ~fn I PW2201 I ENGINE FAULT I LESS ~ LESS Engine AB malfunction Loss of valid mach data from CADC Engine operating in SEC or main fuel pump pressure is low Ground: Probe heater failure.e~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ . and avoid areas of known or suspected icing conditions In flight: Probe heater(s} or monitoring system failure ~ Figure 3-2. if required. (Sheet 15) ~~2~ .. If caution light does not come on when PROBE HEAT is reselected. then reselect PROBE HEAT. monitoring system failure. one/ both AOA probe heaters were shut off to prevent overheat In flight: Place PROBE HEAT switch to PROBE HEAT. or one/both AOA probe heaters have shut off to prevent overheat Refer to ENGINE FAULT CAUTION LIGHT fn I PW2201 I SEC Refer to SEC CAUTION LIGHT I I PROBE HEAT I ~ Ground: Place PROBE HEAT switch to OFF for 1 minute (caution light goes off when OFF is selected). a probe heater or monitoring system failure has occurred.

refer to CADC MALFUNCTION. Land as soon as practical Avoid areas of known or suspected icing conditions Supersonic stall protection is inoperative.AB RESET. Only ENG 084 PFL can be displayed ENG 089 Communication lost between DEEC and EDU Figure 3-3.Pilot Fault List FCNP FAULT CODE ENG 003 . this section AB RESET switch . AB operation is partially or fully inhibited MIL rpm is reduced 7 percent by DEEC Communication lost between EDU and mux bus ENG 084 Anti-ice valve failed open and/or bleed air temperature greater than 850~F ENG 085 Engine anti-ice valve failed in closed position The CADC supplied mach number to the DEEC is no longer available ENG 086 ENG 087 AB system failure detected ENG 088 Loss of Redundant FTIT signals received by DEEC DEEC has detected a failed open or missing nozzle If a failed open or missing nozzle is suspected. Land as soon as practical if fault does not clear. refer to NOZZLE FAILURE. Operating the engine above midrange with anti-ice system failed on may result in engine stall. If CADC caution light is also on.Engine fANI t13 CAUSE CORRECTIVE ACTION/REMARKS Illuminates AVIONICS caution light. this section Do not retard throttle below MIL while supersonic. A subsequent engine fault causes a nonresettable ENGINE FAULT caution light Reduce throttle setting to midrange unless required to sustain flight. Do not retard throttle below MIL while supersonic. .

START 2. If fire continues: fi.:-. 1. FUEL MASTER switch .RPM has stopped increasing below IDLE and FTIT is stabilized at less than 680°C. Place BRAKES channel switch to CHAN 2 and ANTI-SKID switch to OFF. FTIT may exceed 680 c C and. however. Short field landing distances are increased approximately 60 percent for dry runway and 25 percent for wet runway from those normally computed. ~ [NQ] DRAG CHUTE switch .OFF. Stop the aircraft by making one steady brake application.~'IIIIIIIIIIIIIII~"'111. on until chocks are in:"talled. FUEL MASTER switch . system redundancy may have been lost. ANTISKID MALFUNCTION (GROUND) Throttle . whichever occurs first. With engine shut down. ~ ~~ Throttle . 3. Braking effectiveness is reduced by 50 percent or greater. .full~ . if the FTIT increases at an abnormally rapid rate through 575°C.OFF. signal from ground crew. ~ ~~~FUI~~l EMERGENCIES ~ :::~:~:~. ~~ ~~ ~ ~ ~ 2. Braking will be manual. both brakes oscillate between pressure as metered and no pressure. LESS ffiD In case of an antiskid failure. or radio call. In most cases this represents the loss of a wheel speed sensor signal.~:~t~~cd~C~::~ ~ ~~ ~ ~~ ::Ts~:=~TF~~~~e~:~ooc.OFF (if external power applied ).OFF. in most cases.~F~r~'~o~~':~~~::Ub~:)etected by vVlwll tht. a hot start can be anticipated. smoke. 4. 1 . 3-28 Change 13 . .JFS switch . ~ ~ ~ ~ ~ ~ HUNG START/NO START Hung start . 2. braking effectiveness is as good as can be obtained with ANTI-SKID switch in OFF while avoiding wheel lockup and its associated risk of control difficulty.OFF. &ED Below 20 knots ground speed the alternate braking mode is less effective. ~ ~: . if ac power is available. aircraft i:-. and the system switches to an alternate braking mode. however. In this mode. In this mode. the system uses the information from the remaining good wheel speed sensor and stopping distance is increased by approximately 25 percent on both wet and dry runways. the ANTI SKID caution light illuminates. Notify maintenance.OFF. Motor engine with JFS until FTIT reaches 200°C or for four minutes (JFS ground operating limit). If brake pedals are within 15 percent. Normal braking and antiskid are available. &ED If a failure affecting braking performance is detected while the aircraft is moving above 5 knots. IfFTIT remains above 500°C: JFS switch . No stcut . ENG FIRE warning or OVERHEAT caution light may illuminate. installed or engage parking hrake Lem'\ the h:ltter:. Throttle . l. if differential braking is applied (15 percent or greater difference between pedals). ENGINE AUTOACCELERATION (GROUND) If the engine autoaccelerates on the ground. ENG FEED knob . braking effectiveness is reduced approximately 50 percent.. Abandon aircraft. 1.lye chl)ck . ~ ~ flames. primary consideration should be given to shutting the engine down as quickly as possible.DEPLOY (if required). If the ANTI SKID caution light illuminates (with the ANTI-SKID switch in ANTI-SKID): 1.. only the brake/JFS accumulators are available to supply hydraulic pressure for braking.R:E.OFF. During engine start. the ANTI SKID caution light illuminates and the brake system automatically switches to pulsating pressure. Monitor ~~ ~ ~~ 13.Light-off does not occur within 20 seconds.topped. An ANTI SKID caution light which only illuminates below 5 knots indicates a malfunction that does not affect braking performance. explosion.

ANTI-SKID switch .Apply as needed. pulsating braking is only marginally effective. Brakes .. 3.IIIIIIIIIIII~~~ 2. NWS . braking is extremely degraded.00 Use of maximum symmetric pedal If manual braking is desired or after aircraft is stopped: 4. 5. 00 BRAKES channel switch . Changing brake channels may restore normal braking. I pressure provides the best stopping performance.Engage (if required). ~ NOTE . No antiskid protection is available with the ANTI-SKID switch in OFF 00 and BRAKES channel switch in CHAN 2. NOTE LESS 00 Below normal taxi speed. . Ifless than maxim urn pedal pressure is used. Stopping distance may be shortened with antiskid off.OFF. the aircraft may oscillate due to pulsating brake pressure (if 15 percent or greater differential pedal pressure is applied). Differential brake only when essential for directional control. Brakes should be applied with caution to avoid wheel lockup and blown tires. • LESS iFE Maximum pedal pressure is required to obtain approximately 50 percent of normal braking force. If the ANTI SKID caution light illuminated above 5 knots groundspeed. The aircraft will oscillate due to pulsating brake pressure. Changing brake channels will not restore normal braking since the same antiskid signal is used in both brake channels. - .CHAN 2.

.

If normal brakes cannot be restored.(~ a spl'cdk braking effectivenes::i. IF-16A-l-1. consider a goaround if the brakes are found to be inoperative on landing. irE BRAKES channel switch . be very careful not to select the PARKING BRAKE unless that is what is intended. speed at brake application. significantly m(II'!' ped:l] force than normal is required to achit'\.'s an. Observations by ground crewmembers should also be used as certain malfunctions that result in overheated brakes. Failure to do so could deplete the hydraulic system and result in total brake failure prior to chock installation.tem. In this case. If conditions permit. If directional control is a problem (such as with one brake inoperative on landing roll). OAT. 5. Once the aircraft is stopped.. The lower the groundspeed. hoth br~kt. the system reverts to man nal con trol and antiskid protection is lost. PART 2. :'-. arp descrihed iii the elllt'lg'enc. Therefore. Release brake pressure as soon as possible to minimize heat transfer between the brake surfaces and the wheel. which might not be apparent until after two-point aerodynamic braking. With this failure. . The pilot evaluates the situation by analyzing the variables that influence brake temperature: GW.~~.tems .\:-. (Status of the power source for toe brake transducers can be determined by testing the FLCS PWR lights on the TEST switch panel.16A.) Release brake pedal pressure before changing channels or turning off the ANTI-SKID switch to avoid immediate brake lockup if braking returns.-:till 8\'ailable. then ANTI-SKID. ~ ~-~T~~ T.l' which addressl'. Changing brake channels may return the system to normal operation.O. Accomplish as many steps as required: NOTE 3.OFF. such as dragging brakes. ANTI-SKID switch . the less chance there is for aircraft damage when using the parking brake.. Une of the brake failure Ir10des is the loss o( one brakv circuit. ~ BRAKES channel switch . pressure altitude. Lower hook if a cable is available. I~ ~ ~ Release brakes prior to changing brake channels or turning antiskid off. Another failure mode is a hydraulic leak in the brake itself. If conditions permit. the aircraft should be shut down without pinning the EPU or chocking the wheels. Refer to T. ANTI-SKID switch . BRAKE. do not engage the parking brake.. consider a go-around if the brakes are found to be inoperative on landing.. braking urocedut.CHAN 2. use the parking brake early.Engage (if required). Perform hot brake procedures anytime hot brakes are suspected. HOOK switch . HOT BRAKES ~ . 2. - . regardless of technique..Change channels. if conditions permit. etc.\. The pilot has the responsibility to determine when a hot brake condition exists.1alfuncl II\nS in . If arresting cable is not available or if at low groundspeed: 6. When moving the ANTI-SKID switch.~~~.. however. BRAKE ENERGY LIMITSMAXIMUM EFFORT BRAKING.-' each ::-:p('cific ". however. NWS . if a cable is not available. C!!!~!D If in a congested area. This action also relieves hydraulic pressure to the brakes.1 1. may not be readily apparent to the pilot. the aircraft should be stopped using the good brake and N\VS for directional control. do not hesitate to use the parking brake if a cable is not available. 'I\lrning the ANTI-SKID switch to OFF irID and confirming BRAKES channel switch in CHAN 2 may also restore braking. It is impossible for the ground crew to avoid the hot brake and engine intake danger areas while pinning the EPU or chocking the aircraft.jeh ah·:·t norm. If the aircraft is accelerating. Release brakes prior to changing brake channels or turning antiskid off. O.DN. howevlcr. It may be possible to cycle the parking brake on and off and stop the aircraft.. which if leaking.Intermittent PARKING ~ ~ ~ ~ ~ . 1F. could feed a hydraulic fire. do not hesitate to use NWS. use of the parking brake may result in blown tires. Another failure mode is lil:'s of brakes on one or both ~lLG. use the parking brake immediately to stop. use continuous pedal pressure on the good brake only. An approachend cable arrestment is recommended. 4.

4. 3. .PARKING BRAKE. If main generator resets and further taxiing is required. Go to GROUND EGRESS. the FLCS PMG and aircraft battery provide power for full normal braking (both channels). 7. IWARNINGI • If a hot brake condition is a result of a dragging brake. • Do not turn MAIN PWR switch to OFF until the nosewheel is chocked. . 3. IWARNING I • Do not use the parking brake. EPU switch .OFF. If required. . • Delay engine shutdown until arrival of firefighting equipment because hot wheels and brakes may ignite fuel drained overboard during engine shutdown. • Wheel fusible plugs may relieve tire pressure at anytime during the 15 minutes after brake application. Align aircraft with nose into wind if possible. to obtain NWS. .Chocked. MAIN PWR switch . Stop the aircraft. immediately engage the parking brake. 'fum EPU on. avoid inflated MLG tire side area within 300 feet for 45 minutes after aircraft has stopped. Use only minimum possible toe brake pressure to hold aircraft stationary until engine is shut down and nose wheel is chocked. When in the hot brake area: 2. 6. Stop and engage the parking brake prior to attempting to reset the generator.~~~IIIIIIIIIIII Perform the following after any event that may result in hot brakes: l. this section. approach from the front or rear for firefighting purposes only. 2. Exit toward the front of the aircraft. OXYGEN .OFF. brakes should be checked carefully. - Request firefighting equipment and proceed directly to the designated hot brake area or nearest area clear of other aircraft and personnel. Nose wheel. If normal braking is inoperative. • If battery power is not available. 3-30 Change 7 . be prepared to immediately engage the parking brake ifit disengages when the EPU is shut off. The EPU should activate and provide power for NWS. 4. • Attempt to park in a level area to minimize risk of aircraft rolling if the brakes should fail after shutdown.OFF. • With hot brakes.OFF. If chocks are not installed. • Any leaking hydraulic fluid may be ignited by hot wheel and brake surfaces.~~~~~~~~~~~~~~ . . ANTI-SKID switch . if required. MAIN GENERATOR FAILURE (GROUND) If the main generator fails on the ground. EPU switch . 5. If main generator failure is indicated: 1.100%. . If a brake fire occurs: 8. Throttle . Allow the aircraft to begin rolling slowly and check for normal braking. toe brakes will be inoperative after engine shutdown. taxiing the aircraft worsens the condition.

• To prevent the flow of oxygen into the cockpit after the oxygen hose is disconnected. EMERGENCY GROUND JETTISON Ground jettison of the 300-gallonl370-gallon fuel tanks results in the tank(s) striking the ground before the pylon aft pivots release. Disconnect parachute risers. attempted jettison may result in a portion of the canopy rocket exhaust entering the cockpit.T. I WARNING I Pulling the CANOPY JETTISON Thandle other than straight out may cause the handle to jam.100%. if fire or danger of explosion exists. 6. lap belt. If main generator cannot be reset. I WARNING I • If jettison is unsuccessful. Refer to EMERGENCY JETTISON. Use EMER STORES JETTISON on the ground only as a last resort. 1F.1 If further taxiing is required: 4. blast. This exhaust may present a heat and blast hazard in the cockpit. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON are inverted. If required. If canopy does not raise: EMERGENCY ENTRANCE AND CREW RESCUE Refer to figure 3-4 for emergency entrance and crew rescue procedures.Jettison. O. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON engraved on the T-handle are upright. LESS m EMERGENCY. If the canopy is restrained by debris or jammed by crash damage. this section. 1. However. Oxygen and communication leads are quick-disconnect. Canopy . • Opening the canopy with the MANUAL CANOPY CONTROL handcrank is extremely difficult. OXYGEN .OFF (time permitting). MAIN PWR switch . an underhand grip should be used.Open. the canopy can be jettisoned even after it has • been partially or fully opened. Canopy . I WAR N I N G I .16A. Refer to ACTIVATED EPU/HYDRAZINE LEAK. do not select EMER. Ejection safety lever .BATT. 3. toxic gases are present and 100 percent oxygen should be used. place the canopy switch up and then prepare for exit while the canopy is opening. 2. NWS is inoperative unless the EPU is activated. 5. accomplish steps necessary for egress prior to opening canopy to retain maximum protection until ready for exit. and toxic gas from the rockets may enter the cockpit. this section. and g-suit. The tank(s) will probably rotate horizontally and may strike the LG. 5. Change 5 3-31 . Throttle . GROUND EGRESS The order of accomplishment of ground egress steps depends on the nature of the emergency. the canopy should be jettisoned rather than opened with the hand crank. m 7.IID Consider canopy jettison so rear seat occupant can egress more rapidly.Safe (up). If immediate egress is required. Toe brakes and parking brake are available with or without the EPU as long as the MAIN PWR switch is not moved to OFF.OFF.Release. an overhand or underhand grip may be used. then MAIN PWR. EPU switch . survival kit. For quickest ground egress (without jettisoning the canopy). 6. heat. Harness and personal equipment . I WARNING I Exit over the left side (conditions permitting) to avoid EPU exhaust gases.

(Locked) .. Open the canopy emergency release door and extend the canopy jettison D-handle to full length of cable (approximately 6 feet). 1 F. ACCESS PLUG \\ \ I. (Sheet 1) 3-32 ..10. Insert an 8-inch or longer piece of number 25 drill rod (or 1/8-inch rod) into opening and push inboard to unlock canopy handle. insert 1/4-inch drive socket wrench/speed handle into the external canopy handcrank receptacle and rotate cw (approximately [AI 52 or rnJ 87 revolutions required to fully open canopy). . pull handle hard to jettison the canopy.c.1 6A-l Emergency Entrance and Crew Rescue (Typical) NORMAL 1.!Q() 0 00 C-J The canopy jettisons upward and back toward the vertical tail with great force. If time and conditions permit: a. 1. IEMERGENCyl 2.\ \ \ . o o0 WARNING I o @e. Positioning the external CANOPY switch to UP prior to unlocking the canopy will overheat the canopy actuator motor or pop the circuit breaker. c. d.d. Stand to the side and slightly aft of canopy to full length of the cable to avoid canopy rocket blast. When the cable tightens. b.' \ . Position external CANOPY switch to UP. (Unlocked) RIGHT OR LEFT SIDE OF AIRCRAFT 1 F-16X-1-0016X® (' " []] IBF ICANOPY HANDLE Figure 3-4. If canopy is still not open.b. Insert a 1/4-inch drive socket wrench/speed handle into canopy handle lock access plug and rotate ccw to remove plug. I.a. CANOPY SWITCH I. "'''''" .

and parachute risers. Rotate ejection safety lever located on left of seat to full up (vertical) position. _ - 4."""""'I~~~­ Emergency Entrance and Crew Rescue (Typical) FLIP-UP PITOTS (STOWED) UWARS INSTALLED SEAWARS INSTALLED SEAWARS/ UWARS NOT INSTALLED EJECTION SAFETY LEVER (SAFE) 1- EMERGENCY RESCUE 3. g-suit hose. SAFE POSITION . rotate ejection safety lever located on left of seat to full up (vertical) position. Disconnect crewmember from lapbelt. survival kit straps. I WARNING I To prevent possible seat ejection during rescue. 1F-16A-1-1161B@ - Figure 3-4. (Sheet 2) ~~~~~~~~IIIIII~ .

Therefore. Notify maintenance after flight if a significantly delayed rotation occurred. If NWS FAIL caution light is on.~~~IIIIIIIIIIII ~ ~ ~ ~ HOT REFUELING EMERGENCY NOTE In the event of a fire or fuel leak/spill while refueling in hot pit area. TAKEOFF EMERGENCIES DELAYED ROTATION - If AIR SOURCE knob is placed to OFF. ~ • I WARNING I NWS malfunctions at any speed may cause an abrupt turn. Taxi to designated isolated parking area (if required) and park aircraft with left wing into wind if possible. EPU switch . takeoff should not be aborted due to delayed rotation until at least takeoff speed is attained. tire skidding or blowout. 4.Disengage. the NWS cannot engage.OFF. In the event of fire in the area of refueling operation (other than in the hot pit area). NWS becomes disengaged and the ARlNWS light goes off. As the weight of external stores carried increases. Improper servicing may not be detectable during preflight inspection and may cause rotation speed to increase by up to 15 knots. refer to FIRE/OVERHEATIFUEL LEAK (GROUND). Applying a roll input reduces the maximum trailing edge up position for one horizontal tail and increased airspeed may be required to compensate.Verify off. 2.O. ACTIVATED EPU/HYDRAZINE LEAK To prevent sitting in a sealed cockpit (hot) without ECS. do not engage NWS. All of these factors combined may add up to 25 knots to the computed airspeed for rotation. Insure all nonessential personnel are clear. If pre-takeoff flight control checks were normal and the engine is operating normally (acceleration check normal). also turn off nonessential avionic equipment as electronic equipment may be damaged. Another factor is the application of roll stick force in addition to aft stick force. IF-16A-l-1. Rudder and brakes . ~ OXYGEN . ~ ~ NWS failure may be detected by the NWS FAIL caution light or uncommanded NWS inputs with no caution light. 3. this section. .As required. the aircraft will rotate above computed rotation speed. AR/NWS light .OFF (if required). The last and most significant factor is improper servicing of the nose gear strut. more nose down moment must be overcome to rotate for takeoff. 1. If the NLG strut is overextended. 1. consider waiting for ground crew to arrive with ladder and oxygen bottle prior to shutting down the engine. 6. ~12' When on the ground: AIR SOURCE knob . ~. NWS . Several factors can cause the airspeed at which rotation occurs to be greater than that determined from T. If the NLG strut overextends after NWS engagement. and/or departure from the prepared surface. aircraft tipping. 3. have the refueling operation discontinued and taxi clear.100%. NWS FAILURE/HARDOVER ~ ~ If landing with an activated EPU or a hydrazine leak is detected while the engine is running: Inform landing base of hydrazine leak or EPU operation and request bioenvironmental services support. 5. Consider turning the ECS off to prevent the possibility of hydrazine fumes or EPU exhaust gases entering the cockpit. Shut down the engine (after left main wheel is chocked). ~ IWARNING I Treat any leak as a hydrazine leak until investigation proves otherwise.

Wheel brakes . If there is any doubt about the ability to stop on the runway.I 1 6A-l The decision to abort or continue takeoff tkpends dn many factors.DN (if required). 2.Apply (as required). this section. but not be limited to. . Considerations should include. etc. speed at decision point.DEPLOY (if required). • When braking absorbs a high amount of energy. blown tire). and maximum wheel braking). use maximum effort braking (full aft stick. dry. Consider aborting after becoming airborne only when sufficient runway is available and flight to a key position is not possible. the nose automatically lowers. the following: • Runway factors: Runway remammg. • Hot wheels and brakes may ignite fuel drained overboard during engine shutdown or leaking hydraulic fluid. Throttle . do not shut down engine until firefighting equipment is available and do not use the parking brake.AS requ ire diligvl1t adhf. maintain three-point attitude and apply maximum efIort braking if stopping distance is critical. For heavy GW takeoffs. After the nose wheel is on the runway. • Stopping factors: Maximum antiskid braking. and [@ INQ] drag chute. forward stick pressure in excess of approximately 2 pounds results in full trailing edge down deflection of the horizontal tails. hook. aerodynamic braking. 1'1 :!lCe to thl: procedures in this section for the aboit to be successful. retard throttle to IDLE. Normally. 100 KC. 3. nature of the emergency. with the short takeoff distances of the aircraft. (f aborting after roLation. abort is not a problem unless directional control is a factor (e. Taxiing after an abort will further increase brake tern pera ture. Aborts abo\"t. surface condition (wet. Consider following hot brake procedures after any abort. Do not mistake high thrust/rpm for failure of the engine to respond to the idle command. • At high speed (prior to WOW). wind direction and velocity. I I I I I I I I I I I !frn INQ] DRAG CHUTE switch . • The hook should be lowered at least 1500 feet from the cable to allow adequate time for hook to stabilize and for full hold down force to be developed by the hook actuator.I I 1 1f~c~~""rF ABORT ~"III roo r . and importance of becoming airborne. the thrust and rpm decay to idle can take up to 2-4 seconds. I WARNING I Aborting takeoff at high speed with a blown tire may be more dangerous than continuing takeoff. type and/or number of barriers/cables available. full open speedbrakes. lower the hook. An early decision to abort provides the most favorable circumstances. vVhen wheel brakes become effective. I WARNING I When the throttle is retarded to IDLE from MAX AB.). 1. obstructions alongside or at the departure end.g. retard tb l'ottle to IDLE and maintain two-point attitude while applying maximum wheel braking (maximum pedal pressure (antiskid on) consistent with maintaining directional control). 4. • Refer to CABLE ARRESTMENT.IDLE. If aborting before rotation. stores. speedbrakes.. and weather and visibility. Wheel fusible plugs may relieve tire pressure within 15 minutes after stop. This causes excessive loads on the NLG which can lead to nose tire failure and possible structural failure of the NLG. HOOK switch . • Failure to use full antiskid braking or applying brakes with engine above idle thrust significantly increases the wheel brake temperature and probability of a wheel brake fire. an abort at high speed with a blown tire is extremely dangerous because braking and directional control are impaired. • Aircraft factors: GW. NWS should be engaged if directional control is a problem. Engine shutdown from MAX AB may result in a tailpipe fire.

If normal thrust is not available in lv1IL. for engine malfunction purposes. If decision is made to stop: 1. ENGINE FAILURE ON TAKEOFF Low altitude. When time and conditions permit. 3-36 . Consider jettisoning stores at anytime if satisfactory airspeed cannot be maintained.OFF. refer to LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE (NON-AB). Change 7 2. If low thrust occurs during takeoff and conditions permit. the more extensive procedures in ABNORMAL ENGINE RESPONSE 1 PW200 I. If the takeoff must be continued or if in any critical phase of flight and MIL thrust is insufficient. Jettisoning stores may aid in gaining altitude but must not delay the ejection decision. With engine shut down.-'111111~ff'11111~F. this section. Abort.. Stop straight ahead and engage parking brake. If conditions do not permit an abort: 1. Engine failure shortly after lift-off may not permit time for analysis or corrective action. If necessary. Jettison stores if required to reduce GW. Abort. The primary concern should be to trade any excess airspeed for altitude and to eject prior to allowing a sink rate to develop. Eject. this section. place the EEC BUC switch to OFF. 1 f-··16A-l I IWARNINGI 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. Because the BUC bypasses the UFC and many of its inputs. or improper nozzle position as indicated by a nozzle position greater than 30 percent at stabilized MIL (approximately 5 seconds).OFF. move the EEC BUC switch to OFF and continue attempts to light the AB. time may be available for analysis or corrective action. should be used. This action provides more favorable ejection parameters and an increase in analysis time.Jettison (if possible). the throttle should be placed to MIL and the EEC BUC switch placed to BUC. abort the takeoff. FUEL MASTER switch . NWS is lost and EPU does not activate automatically. If takeoff is con tin ued: 1. AB should be attempted.000 feet AGL or below. a start bleed strap failing to close during the normal start cycle. If possible. 3. Ifon fire: 5. Throttle . If conditions permit: 1. If takeoff is continued. An AB failure (other than a slowlno light) may indicate other engine problems. Stores . a straight ahead climb is generally preferred over an immediate turn to low key.. Stores . the throttle should be retarded to ~IL.MIL. abort. If thrust is still insufficient. AB operation should not be reattempted unless required to sustain flight. If the failure occurs later in the takeoff phase. r.Jettison (if required). Throttle . ENGINE MALFUNCTION ON TAKEOFF LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE (NON-AB) I PW200 I An engine malfunction on takeoff presents a demanding situation where critical actions must be accomplished quickly with little time for analysis. engine thrust should increase. braking is available using the brakel JFS accumulators only. If thrust is still insufficient. These situations may result in significant thrust loss and the inability to take off or sustain level flight. an rpm rollback. Nozzle position greater than 95 percent at stabilized MAX AB is indicative of improper nozzle position which results in low thrust at MIL or below. Zoom. use only shallow turns to avoid aggravating the situation. 2. After hydraulic pressure drops.o. If takeoff is continued. The following emergency procedure provides the simplest response to a low thrust problem with a variety of possible causes. NOTE J\B MALFUNCTION ON TAKEOFF l\n AB m81function can be detected by a thrust loss (md nozzle' closun~ or failure of AB to light within allowed time or stalls accompanied by a loud bang or pop. If the AB does not light. Low thrust can be the result of EEC or UFC related failures. is generally defined as 10. 6.

[A] ~ EEC BUC switch .""""". Throttle . air loads may force the nozzle closed and increase thrust. In a partial thrust situation.Jettison (if or when required). If the nozzle does not move toward close after transferring to BUC and thrust is still insufficient. Refer to ABNORMAL ENGINE RESPONSE ~ ~ ~ ~ ~ ~ 6 ' 6 ' 6 ' ~h. Generally. 4. [A] ~ EEC BUC switch .~~~ One low thrust condition requires additional considerations. 5. consider bypassing the attempt to obtain AB operation since an excessively open nozzle may reduce the chance for a successful AB light. 7. this section.OFF. especially at lower altitudes.a~ . If thrust is still insufficient: 3. EEC BUC switch may be positioned to OFF in MIL or AB. Throttle . Although transferring to BUC with an open nozzle results in less thrust at MIL than with the EEC off. or missing. MIL thrust is low. Abort. [A] rnrl EEC BUC switch . 1.MAX AB. NOTE ~ If thrust is still insufficient: 2. thrust available may increase as altitude decreases.MAX AB.. If on takeoff and the decision is made to stop: 1. remain in EEC OFF for the most available thrust.. • Failure to monitor sink rate and height above terrain while applying low thrust recovery procedures can result in an ejection outside the seat performance envelope. If the exhaust nozzle is confirmed failed open or missing. the more difficult it is for air loads to close the nozzle.MIL. the more open the nozzle (greater than 50 percent) at BUC selection. If the nozzle is failed open.OFF..BUC. Throttle . I PW200 I. With nozzle confirmed failed open or missing. If takeoff is continued and/or thrust is insufficient: IWARNING I • The decision to jettison stores must be executed at anytime it becomes necessary to insure sufficient flying time is available to complete actions designed to restore usable thrust. 6.. remain in EEC OFF. ~-~-. 250 knots approximates the airspeed at which thrust required for level flight is the lowest. When time and conditions permit: ~ ~ 8. Thrust should be sufficient with the EEC off to sustain flight except when at low airspeeds and/or high GW's. damaged. If thrust is still insufficient with the EEC off. move the EEC BUC switch to OFF and attempt to light the AB. Stores .

.

or fumes. whichever is appropriate. If takeoff is continued andior thrust is insufficient: 1. ENGINE FIRE ON TAKEOFF An engine fire may be indicated by the ENG FIRE warning andJor OVERHEAT caution lights. If thrust is still insufficient or AB does not light: trade altitude to reacquire 250 knots. Abort. consider jettisoning stores.Climb to arrive at 250 knots or descend at 250 knots to obtain level flight above minimum recommended ejection altitude or minimum safe altitude. Plan a flameout landing. this section. If on takeoff and the decision is made to stop: 1.Jettison (if required). Throttle . or an engine rpm rollback. If the AB does not light (allow the DEEC to automatically resequence the AB if conditions permit). If low thrust occurs during takeoff and conditions permit) the takeoff should be aborted. IS Low thrust can be the result of DEEC-related failures. A failed open. or missing nozzle. 6. If the takeoff must be continued or in any critical phase of flight and MIL thrust is not sufficient. If airspeed drops below 250 knots. AB should be used. Refer to FLAMEOUT LANDING. refer to NOZZLE FAILURE I PW2201. level flight may not be attainable above 5000 feet MSL. whichever is appropriate. If thrust is still low. resulting thrust is 80-100 percent of normal MIL thrust with no AB capability.LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE (NON-AS) LPW220 NOTE Low altituck. damaged. or missing nozzle.)0 knots approximates the airspeed at which thrust required for level flight is the lowest. thrust available may increase as altitude decreases. maintain 250 knots with throttle set at 850°C FTIT. The chances for a successful AB light with the nozzle open more than 30 percent are reduced. whichever is appropriate: 5. a failed open. or missing: 4. catastrophic engine failure and fire are probable with prolonged high power settings above 850°C FTIT while in SEC. selected manually. Land as soon as possible. damaged. damaged. 3. \WARNINGJ With nozzle loss. NOTE • With a missing nozzle. damaged. Do not descend below minimum recommended ejection altitude or minimum safe altitude. gpnerally defined as 10. Iflevel flight cannot be maintained by 1000 feet above minimum recommended ejection altitude or minimum safe altitude. Change 14 . If an automatic transfer to SEC occurs or SEC is In a partial thrust situation. Stores . smoke. Throttle . high FTIT. this section. ~ rn:EJ ENG CONT switch . for engine malfunction purposes. For a description of failed open.000 feet AGL or below. Low thrust can also be the result of the start bleed strap failing to close during the normal start cycle. Airspeed . • 2.As required to maintain 250 knots in level flight. If nozzle is failed open. or missing nozzle may result in significant thrust loss and the inability to takeoff or maintain level flight. this section. Refer to ENGINE FIRE. An excessively open nozzle may reduce the chance for successful AB light. 2.AB. • If descent is required.SEC . place the ENG CONT switch to SEC.

Go to ALTERNATE LG EXTENSION. Landing with feet on the brake pedals may result in blown tire(s). Possible indications of a NLG tire failure include a loud explosion.O. ~~ ~.UP.~"""'II'II'I"II"I ~ F~~~: :: 1. LG handle DN LOCK REL button . position. stopping distance required. the T. Do not cycle LG handle. In addition. For heavy weight takeoffs. 3-38 Change 13 . WOW switch assembly and/or gear position sensor wiring. (Use DN LOCK REL button ifrequired. NWS may not be available even though the ARINWS light is on and the NWS FAIL light is off.ILAND CONFIG warning light and touchdown skid control system are affected. resulting in higher than normal landing thrust. C!!:!~!~ select remains closed. the LG or LG LG handle . Nozzle h~n:eAd~e~~: :~er. Tire failure on takeoff is difficult to recognize and may not be noticed in the cockpit. slight deceleration. ~ ~ 2. LG handle .DN. Rubber debris may cause damage to the engine. These characteristics can be mistaken for an engine stall.l ~ ~ "~ ~~ If LG ~~ BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. are not fully up and locked. (Use DN LOCK HEL button if requ ired.t~eA::L:~~L~:: ~:::: fails to the ground ~ ~ ~ :f ~ 2. NOTE IfLG must be raised: 1. Damage to LG or LG doors may result. the LG handle does not move out of the DN position. :~o::e:e~:~o knots maxim um.Depress. If LG does not indicate down: ~ ~ ~ " ~ ~ 4.DN.'::S:eOd:::::::l::landing. resulting in higher than normal landing thrust. ~ ~ 2.300 knots maximum. IWARNING 1 con:.. GW·.Reduce prior to landing. ~~ ~ ~ ~ ~ If the LG handle warning light remains illuminated after the LG handle is placed to UP. ~ ~ ~~ T. The decision to take off or abort depends on the airspeed at the time of the failure. vibrations. IWARNINGI If LG handle does not lower. Nozzle remains closed.O.) door. and at night. BLOWN TIRE ON TAKEOFF ~ ~~ :f LG. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. an abort at high speed with a blown tire is extremely dangerous because braking and directional control are impaired. this section. NWS wiring harness. Brakes . and arresting gear availability. The LG handle may be raised by first depressing the LG handle downlock release button. LG handle . a flash or flame. flying debris. GW.Apply after wheels spin up. Touchdown antiskid protection is not available. Airspeed . 6: 1RETRACT T vVhen desin)d: 3. ~~ Aborting takeoff at high speed with a blown tire may be more dangerous than continuing takeoff. After touchdown: 4.ILAND CONFlG light is illuminated if left MLG WOW switch has failed.

If a\Oailable. The small nosewheel rolling radius with the tire missing may allow the cable to pass over top of the nosewheel and cause NLG collapse.2 blank) _ ~ ~ ~ ~ ~ ~ ~ ~ . If the wheel with the blown tire does not turn.1/(3-38.. heavy differential braking may result in MLG tire failure. In addition. and lateral force applied to the nose wheel from either a rudder input or differential braking. Directional control during stopping is the primary concern when aborting with a blown tire. If aborting with a blown NLG tire.rectional control with rudder and differential bra1{ing. ~ ~ ~ ~ ~ Change 13 3-38. If aborting with a blown MLG tire. the antiskid system switches to the pulsating antiskid mode. ese aft stick to rQduce load on the NLG after brakes are applied. ~ .e. the nose wheel rim rolling on a deformable surface (i. maintain directional control. asphalt).~"""""""""'~~ 10.. the aircraft tends to drift right. n·duce G\V if practical. Stop short of the departure-end arresting cable ifrossible. 1fN\\:8 is not available. Use roll control to relieve pressure on the blown tire and NWS to maintain directional control... If reverse castering occurs the nose wheel will turn in the opposite direction of rudder and brake inputs making it extremely difficult to maintain directional control. Attempt to move to the left side of the runway before rudder effectiveness is lost and maintain c. The conditions for this to occur are the NWS disengaged or inoperative. leave antiskid on to minimize possibility of skidding the good tire. This may cause damage to the NWS. do not retract the LG. IF-16A-l ~~ Iftakf'offis continued. and prepare to land as soon as practical. and struts which may result in loss of directional control.. t()~ ~ ~ ~ ~ ~ . Heavy GW and high speed aborts place greater demands on the brakes and tires. hold the nosewheel off the runway (if able) and use two-point aerodynamic braking until control effectiveness begins to decay. Lower the nosewheel to the runway and immedi:ltely engage I\\VS. wheels. ~ A NLG tire failure accompanied by complete tire separation from the wheel may cause reverse castering.

.

CANOPY LOSS/PENETRATION IN FLIGHT Canopy loss/penetration in flight results in disorientation and may result in structural damage caused by the canopy striking the aircraft. If alternate LG extension is used early and a nitrogen leak exists. 2. alternate LG and hook extension use stored nitrogen pressure. Wind buffet increases slightly with increased AOA. For example. it will not break away from the aircraft. • HUD glass disintegration can be expected following a medium to high energy bird strike with or without canopy penetration. Failure to use full aft stick with a blown NLG tire may lead to wheel failure and directional control problems.Full down. Stop straight ahead and shut down the engine as soon as firefighting equipment is available. hydraulic system B could subsequently faiL Such a leak could also result in insufficient pressure to maintain proper hook holddown force. • Arms must be kept close to the body to avoid letting wind blast pull arms out of the cockpit. injury. 3. If CANOPY warning light remains on: 2. Refer to LANDING WITH A BLOWN TIRE. A reverse castering effect may occur in which the nosewheel moves opposite to the rudder or differential braking input. IN-FLIGHT EMERGENCIES When preparing to activate backup systems which rely on stored nitrogen pressure to function. it may not be possible to prevent departure from the runway. 1. Canopy handle . Airspeed . If takeoff is not feasible: 1. DRAG CHUTE DEPLOYED IN FLIGHT [N§ M If the drag chute is deployed in flight below 190 knots: NOTE If the drag chute is deployed below approximately 190 knots.180 knots maximum. immediate ejection may be the only option. Wind blasts up to 180 knots can be coped with by leaning forward and down behind the glareshield and HUD. or incapacitation at high airspeed. ALT FLAPS switch .EXTEND. this section. If CANOPY warning light illuminates: 1. Therefore. the hydrazine mode of the EPU requires nitrogen pressure to force hydrazine to the EPU. Do not attempt to taxi unless an emergency situation exists.300 knots maximum. consider their potential existence and activate the Airspeed .Do not retract.Push outboard. 3. Similarly. this section. 2. LG . Slow to 180 knots or less and check for controllability. With a blown tire. Seat . I WARNING I Abort. Land as soon as possible. Due to the possibility of severe disorientation. turning the EPU on early could lead to an inability of the EPU to function on hydrazine. Since nitrogen leaks are not apparent prior to system activation. Go to CANOPY LOSS/PENETRATION IN FLIGHT. consider the potential for time-related failures and do not activate the system earlier than required.as they may cause wheel damage and subsequent loss of directional control. If takeoff is continued: 1.I WARNING I CANOPY WARNING LIGHT ON If a blown NLG tire occurred and NWS is not avaiiable. 4. If a nitrogen leak exists. Change 1 . vision loss. if fuel is not criticaL TEF's should be extended using the ALT FLAPS switch or by placing the LG handle to DN. avoid centerline lights .

9. ::::t:e:: ~255~::::::t:a::::: AIR SOURCE knob . NOTE ~ ~ ~ ~ "~ ~ IWARNING I With the ECS shut down or the AIR SOURCE knob in OFF or RAM. ~ ~ ~ :. Nonessential electrical equipment . proceed as follows: 1.lF-16A-l 1. The EQUIP HOT caution light may illuminate if the shutdown lasts longer than 20 seconds. An ECS shutdown is characterized by an oily.000 feet MSL at 0. NOTE External fuel cannot be transferred in OFF or RAM. Land as soon as practical. Check for failed essential dc bus(es).Off. Throttle _ MAX AB. Consider jettisoning tanks to decrease drag if range is critical and ECS cannot be turned on for short periods of time to transfer fuel.. air-conditioning system.. ~ ~ respond to AUTO or MAN temperature commands or cockpit pressure is lost.111111111111'1~'Tr~J"~r~~ ~ IO. the g-suit does not inflate m and PBG is disabled. Certain ECS equipment malfunctions result in temporary shutdown of the ECS.. If cockpit pressure altitude exceeds ~ 22. 4 . the CABIN PRESS caution light illuminates. but may still require additional action if the EQUIP HOT light remains on for more than 1 minute. ~ 3-40 Change 13 . If cockpit pressure is not regained but all other systems dependent on the ECS are operational: If the drag chute does not release: 2. ~ OXYGEN - 100%. up to 2 minutes.OFF then NORM. 8. :~: :~~:~:k:::b~O::~ (after cockpit is depressurized). followed by loss of cockpit noise and airflow and gradual loss of pressurization. smokey smell. These ECS shutdowns are normal.500.. (10-15 seconds). ~ ~~ DRAG CHUTE switch .000 feet MSL at 0.REL. :. If the cockpit temperature is excessive and does not Ifin VMC and the ADI and HSI are not required for flight.2 mach to 50. or cockpit pressure regulator safety valve malfunctions or ECS shutdown or failure. ~ ~~ ~~ ~~ 5.. LESS 00 27. IfECS has failed or cockpit temperature control is not regained: COCKPIT PRESSURE/TEMPERATURE MALFUNC- ~ ~ ~ ~ ~ ~ ~~ liON Loss of cockpit pressurization could be caused by canopy seal. ". the INS should be considered nonessential. on occasion. 7. Most AUTO position temperature failures can be corrected by use of the MAN position. These shutdowns are more prevalent at high altitude during low speed flight with high engine thrust settings. Flight may be continued below 25. EQUIP HOT CAUTION LIGHT If EQUIP HOT caution light illuminates: NOTE ~ • Certain ECS equipment malfunctions result in temporary shutdown of the ECS and illumination of the EQUIP HOT caution light. These temporary shutdowns typically last from 20-45 seconds or. Refer to EMERGENCY POWER DISTRIBUTION.000 feet.95 mach. • An ECS shutdown and EQUIP HOT caution light illumination for up to 2 minutes can occur either during extended LG down flight between sea level and 7000 feet MSL or during operation above a line from 42.000 feet. this section.

1. Refer to figure 3-4... LESS ~ Ifin and the ADI and RSI are not required for flight. V~1C ~~~ ~ 2.40.3/4 forward.1. ~onessential aVi.. I ~~ ~ ~ F-16 ACES II Ejection Injury Risk Chart 245~~~~r=~~====~~~~~~FFr=~~==~~~~~==~~==~r-=~==~~===4 240~~~~~~~--~~~~~--~~~~~~~-1-~~~-~~~~~~~~++++~~ CIl ~ Vi 200 ~ ::t ~ 180 3: o CIl 140 C LLI > 160 120 103~:::::t:::I== o 100 200 300 400 500 600 700 1F16X-1-4023X@ AIR SPEED (KTS) Figure 3-4. refer to COCKPIT PRESSURE/TEMPERATURE MALFUNCTION.1/(3.'" atl.~""""""""""""'~~~ T.:::: Off. ~ AIR SOURCE knob . Land as soon as practical. 1. 4. this section. Throttle . the INS should be considered nonessential.Confirm in NORM if smoke or fumes are not present. C .inS . 1 ~ . ~ If cockpit temperature is pxces8ive.. light rem minutp: .2 blank) _\ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ .oA. EJECTION 3. Ejection should be accomplished at the lowest practical airspeed. 5.F.1 NOTE ~ ~ II E(!l'IP HOT ('"utim. Change 13 3-40.80 percent rpm minimum (in flight). DEFOG lever .

.

Do not delay ejection below 2000 feet AGL for any reason which may commit you to unsafe ejection. The risk of injury from limb flailing is high for ejection above 400 knots. severe forces :~:r::~d::m force on the body up to causing flailing and skin injuries between 400-600 knots.000-14. The ejection handle does not separate from the seat. • Failure to monitor sink rate and height above terrain while performing an airstart or applying low thrust recovery procedures can result in an ejection outside the ejection seat performance envelope.lF-16A-l ~ IWARNINGI • The minimum altitude obtained from EJECTION SEAT PERFORMANCE charts. Therefore. limb flailing. If high terrain is a factor. • The ACES II ejection seat was designed for body weights in the 140 to 211 pound range.. There are additional ejection injury risks associated with body weights outside this range.~"""""""""'':~ IO. does not include any allowance for pilot decision making. These injury risks also increase as body weight In- S ~ S ~ -s S ~ ~ ~ S Ss ~~ ~ ~ ~ To eje:~. manual seat separation procedures must be used to • For body weights greater than 211 pounds. ~ .500 feet MSL. Delaying ejection below this altitude may result in serious injury or death.. less seat stability.... limb flailing. eject at least 6000 feet AGL whenever possible. The risk of injury during parachute landing is three times the average. and excessive force above 600 knots.. and parachute landings are concerns. This is the minimum altitude to initiate ejection with minimal risk of injury under the most adverse conditions. seat structural failure. attempt to gain altitude if airspeed permits. The decision to eject must have been made prior to this altitude. or hand movement from the stick and/or throttle to the ejection handle. • Under controlled flight conditions. • During high altitude ejections (mode 3).e::i:nm::~cd:::::::e~ two-handed manual survival equipment deployment.. If below 2000 feet AGL. • When in a spin/deep stall or other uncontrolled flight. this deformation has led to seat side panel failures (and unsuccessful ejections) during 600 knot ejection tests. grip with thumb and at least two fingers of each hand. Section I... eject at least 2000 feet AGL whenever possible.::::. The seat leg braces frequently deform during ejections above 500 knots. and more severe drogue chute opening shock (ejection modes 2 and 3) are concerns. automatic pilot/seat separation and recovery parachute deployment occur between 16. . ~ pounds.. The risk of injury associated with limb flailing and drogue chute opening shock increases for ejection above 420 knots. Pull up on handle and continue holding until pilot/seat separation. minimum altitude for ejection decision could be significantly higher. This injury risk also increases as body weight decreases below 140 ~s S S ~ ~ ~ . Refer to figure 3-5 for manual seat separation and Change 13 3-~~ ~ . • For body weights less than 140 pounds. ~ b • w:::a:::s: :::400 knots. changing flight conditions.

In mode 3.." .000-14. NEAR RIGHT HIP. ~ ~. I WARNING I • After ejection.:I C. NOTE If the survival kit is deployed after landing in water. manual seat separation must be performed. CHECK LlFERAFT AND IF NOT INFLATED.".~.~·'11 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ B. ~l n MANUAL SEAT SEPARATION TO PERFORM MANUAL SEAT SEPARATION AND DEPLOY THE RECOVERY PARACHUTE ASSEMBLY.0 . LlFERAFT INFLATION IS INITIATED WHEN THE DROP LlNE/ LANYARD IS FULLY EXTENDED AFTER SURVIVAL KIT DEPLOYMENT. pilot/seat separation occurs between 16. The parachute risers remain attached to the inertia reel straps and the survival kit is retained under the latched seat pan lid. • Failure to fully pull the EMERGENCY MANUAL CHUTE handle may result in ballistically deploying the recovery parachute assembly without releasing the lapbelt and inertia reel straps and unlatching the seat pan lid. PULL THE EMERGENCY OXYGEN GREEN RING LOCATED NEAR THE LEFT HIP.:. If the lapbelt is opened. Change 1 .{~~~"fff'ff""ff'ff'" ~~ ~~ Manual Survival Equipment Deployment! Manual Seat Separation SURVIVAL EQUIPMENT (TYPICAL) A. the seat will partially fall away.500 feet MSL. If the pilot has time to realize seat separation has not taken place. a snatch pull on the drop line/lanyard (near CO 2 bottle) is required to inflate the liferaft. ASSEMBLY DEPLOYMENT. a failure has probably occurred and manual seat separation should be performed. ~ ~ AFTER RECOVERY PARACHUTE VISOR AND DISCARD OXYGEN NOT DEPLOY AUTOMATICALLY. IF EMERGENCY OXYGEN FAILS TO ACTIVATE AUTOMATICALLY UPON EJECTION. PULL THE EMERGENCY MANUAL CHUTE HANDLE.' " . ~I 3-42 1F-16X-1-0023D@ Figure 3-5.~J. the EMERGENCY MANUAL CHUTE handle should only be used if the automatic sequence has failed or if high terrain is a factor.. Pilot/seat separation in modes 1 and 2 should occur rapidly after pulling the ejection handle. WITH RIGHT HAND AND PULL. SNATCH PULL DROP LINE/LANYARD TO INFLATE. • Do not attempt to open the lapbelt.-=~ ~~~)rjfL . The only way to separate from the seat is to pull the EMERGENCY MANUAL CHUTE handle at least 6 inches."'. If automatic pilot/seat separation does not occur in this altitude range or if high terrain is a factor. j.J- ~11~ c. RAISE MASK. IF SURVIVAL KIT DOES GRASP KIT RIPCORD HANDLE KIT RIPCORD HANDLE IS LOCATED ~~r6li~ii ~ I"" I \~ J.

Sit with head against headrest. Throttle . 5. ~ AIFF MASTER knob . If unable to remove NVG.Open normally.Tighten.ZEROIZE. To minimize chances of injury. 7. LESS ~ Secure voice (if installed) (combat status) . . 11.IIIIIIIIIIII~~~­ Eiection (Immediate) IWARNINGI 1. 2. MANUAL CANOPY CONTROL crank . I WARNING I Failure to remove night vision goggles (NVG) prior to ejection may cause serious injury. there are no provisions designed into the escape system for manual bailout. DITCHING Failure of Canopy To Separate If canopy fails to separate. 3. Lapbelt and helmet chin strap . If canopy is jettisoned or manually released/opened after pulling the ejection handle. Canopy . 1. then an overhand or underhand grip may be used. 9.EMER.Pull. Assume ejection position. I WARNING I Pulling the CANOPY JETTISON Thandle other than straight out may cause the handle to jam. Stow all loose equipment and direct the aircraft away from populated areas. immediately release the handle when the canopy starts to separate. 4.EMER. Night vision devices . a proper ejection body position (head back against the seat headrest) reduces the chance of injury from the NVG. 6. the ejection seat functions immediately after canopy separation. buttocks against back of seat. 3. EMER is automatically selected upon seat ejection.Push in and rotate ccw.Stow. 10.Down. Ejection handle . Be prepared to immediately put arm back in ejection position when the canopy starts to separate. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON engraved on the T-handle are upright.IDLE. Eiection Seat Failure Visor . and feet on rudder pedals. I WARNING I Use of the CANOPY JETTISON Thandle or MANUAL CANOPY CONTROL handcrank may result in serious injury. Eiection (Time Permitting) If time permits. then an underhand grip should be used. Slow to lowest practical airspeed. If the ejection seat fails to function after the ejection handle is pulled and the canopy has separated from the aircraft. ~ '" ~ IIIIIIIIIIIIII~ . 8.Remove (if appropriate). Loose equipment and checklist .ZEROIZE. If the CANOPY JETTISON T-handle is mounted so that the words CANOPY JETTISON are inverted. Canopy . 2. hand- a3 MASTER ZEROIZE switch (combat status) .Jettison. IFF MASTER knob . Ejection handle .Pull. 1. All attempts to eject should be accomplished prior to ditching. remain in position for ejection while keeping arms inboard and perform the following: Ditch the aircraft only as a last resort. descend to avoid the hazards of high altitude ejection.

Electrical system failures are indicated by illumination of the ELEC SYS caution light and one or more ELEC control panel lights (in any combination). ~ EEC BUC switch . the EPU generator.AB RESET. Verify that switch is returned to MAIN PWR. ADI . the aircraft battery. Land as soon as practical. FLCS PMG Failure If MAIN GEN light goes off: 4. 7. refer to TOTAL INS FAILURE. then NORM. EPU switch . Do not retard throttle below MIL until subsonic. Additional lights such as HYDRAZN. If all four branches of the FLCS PMG fail in flight. If MAIN GEN light illuminates: 1. 6. then MAIN PWR. DUAL FC FAIL. IfFLCS PMG light illuminates: roll attitude information is likely to be erroneous due to INS autorestart in the attitude mode when other than straight and level. Exceeding 12 degrees AOA reduces departure resistance. Other FLCS power sources are the main generator. Refer to ACTIVATED LEAK. MAIN PWR swi tch . and I PW200 I EEC may also illuminate. a failure of that shaft results in loss of both systems.OFF. 5. 9. Set throttle at midrange prior to cycling EEC BUC switch. I WARNING I LEF's may be locked un til reset. and ADC caution lights (if on).12 degrees maximum (200 knots minimum). EPU switch . IPW200 I EEC stall protection may be lost. If warning flag(s) is in view. The converter/regulator automatically selects the power source with the highest voltage from the available alternate sources.ELEC. 1. NOTE IWARNING I @ID If only AUX flag is in view. then NORM. LE FLAPS. CADC. I PW200 I ~ EEC. Do not retard throttle below MIL until subsonic.BATT. this section. The EPU powers the EPU generator. . pitch and Since the hydraulic system A pump and the FLCS PMG share the same shaft. the FLCS PMG light illuminates.ELECTRICAL SYSTEM FAILURES 2. the EPU PMG.Check for presence of OFF and/or AUX warning flags. Resets LEF's (if locked) and LE FLAPS. I PW2201 DEEC stall protection may be lost.ON (if EPU run light is off). refer to EMERGENCY POWER DISTRIBUTION. then Land as soon as practical. to determine inoperative equipment for any remaining ELEC control panel lights. MAIN GEN. Main Generator Failure (in Flight) Main generator failure is indicated by ELEC SYS caution. un accelerated flight conditions existed. this section. 3. this section. AVIONICS. and EPU AIR lights. 8. Limit rolling maneuvers to a maximum bank angle change of 90 degrees and avoid rapid roll rates. I PW2201 [!] rn!J AB RESET switch . and electrical power to the nonessential ac and dc buses is lost. After accomplishing the appropriate emergency procedures. and the FLCS batteries. EPU/HYDRAZINE 10. AOA . EPU run.OFF. SERVO ELEC RESET switch .

If the EPU AIR light is off. and IB. The caution lights which normally illuminate for a failure of just the main generator (e. manually turning the EPU on may correct this failure. the EPU may be underspeeding. 12. refer to TOTAL INS FAILURE.Check for presence of OFF and/or AUX warning flags. LE FLAPS. 9. two of which may be remedied from the cockpit. this section. and uncontrollable cold airflow into the cockpit or reduced airflow to the cockpit if the water separator coalescer freezes up. Resets LEF's (if locked) and LE FLAPS. then I PW200 I EEC stall protection may be lost. If the EPU generator is still inoperative and the main I PW2201 rru rn:tl AB RESET switch . Chocks . ADI . EPU switch . ~ - . 7.OFF. I PW2201 DEEC stall protection may be lost.ELEC. refer to MAIN GENERATOR FAILURE (IN FLIGHT). I PW200 I [B] EEC. this section. EPU speed is very slow. The underspeed could be caused by failure of hydrazine to power the EPU in conjunction with a low thrust setting and may be corrected by advancing the throttle. brakes. If the EPU generator operates.////////////~~~ If MAIN GEN light remains on or comes on again: 4. then NORM. I ~ WARNING I If chocks are not installed. be prepared to immediately engage the parking brake ifit disengages when the EPU is shut off. If warning flag(s) is in view.MAIN PWR (until chocks are installed). AVIONICS. SERVO ELEC RESET switch . un accelerated flight conditions existed. the primary concern is aircraft battery life for communications. hook. If the EPU GEN.AB RESET. 8. generator fails to reset and the FLCS PMG light remains off. 5. Other indications include loss of all avionics. The EPU generator may be inoperative for several reasons. and HYDRAZN lights are illuminated but the EPU run light is off. Main and EPU Generator Failure If only AUX flag is in view. Mter landing and aircraft is stopped: 11.E] IfmI drag chute. If the EPU PMG light is on or blinking.Installed (or parking brake set).Go to ABNORMAL EPU OPERATION. Set throttle at midrange prior to cycling EEC BUC switch. the EPU may not have received an automatic start command. Do not retard throttle below MIL until subsonic. this section. Ifhydrazine depletes or EPU run light goes off at low thrust . Refer to ACTIVATED LEAK. EPU AIR. Do not retard throttle below MIL until subsonic. 13. since they require essential bus power to operate. IPW200 IEEe (EEC faults) do not illuminate. ~ ~ ~ ~ " ~ 6. ADI OFF and AUX warning flags.OFF. and ADC caution lights (if on). Land as soon as possible. ~ EEC BUC switch ..g. MAIN PWR switch . this section. EPU/HYDRAZINE ~ ~ ~ ~ ~ ~ ~ ~ 10. pitch and roll attitude information is likely to be erroneous due to INS autorestart in the attitude mode when other than straight and level. Failure of both the main and EPU generators is indicated by illumination of the MAIN GEN lights without an EPU run light. CADC.

Go to MAIN GENERATOR FAILURE (IN FLIGHT). EPU switch . If MAIN GEN light goes off: 7. If the ACFT BATT TO FLCS and/or FLCS BATT AOA . 9. MAIN PWR switch . Verify that switch is returned to MAIN PWR. and FLCS BATT lights are off. and ADC caution lights (if on).1F-16A-1 ~ ~ If the FLCS PMG light illuminates when the MAIN If MAIN GEN and EPU GEN lights illuminate: 1. the EPU PMG is supplying power to the FLCS whether the EPU run light is on or off. Lower the hook early since significantly higher battery voltage is required to lower the hook than is required to keep it fully extended.ON (ifEPU run light is ofD. there are three possible sources of FLCS power (EPU PMG. ACFT BATT TO FLCS. Near 19 flight. Limit rolling maneuvers to a maximum bank angle change of 90 degrees and avoid rapid roll rates. As aircraft battery voltage continues to decrease. The FLCS batteries and aircraft battery supply power for FLCS operation for approximately 55 minutes after total generator failure. if conditions permit.ELEC.] M deploy the drag chute is lost. then NORM. The ACFT BATT TO FLCS light may come on first. aircraft battery. then MAIN PWR. Set throttle at midrange prior to cycling EEC BUC switch. this section. '~46~ . LEF's may be locked and departure susceptibility may be increased. Resets LEF's (if locked) and LE FLAPS. IWARNING 1 lights are on. SERVO ELEC RESET switch . CADC.OFF. If EPU GEN light goes off: I WARNING I 5. As the FLCS batteries continue to deplete. Imminent loss of electrical power to the FLCS is indicated by increasingly degraded flight control response and uncommanded motions. Do not retard throttle below MIL until subsonic. the pitching motion is gradual and in the noseup 8.As required to extinguish the HYDRAZN light. Once lowered.BATT. Change 11 ~~ IPW200 I EEC stall protection may be lost.12 degrees maximum (200 knots minimum). Brake operation is doubtful during total generator failure with the ACFT BATT FAIL light on. the hook remains full down well past the point at which the brakes are lost. the aircraft battery and/or FLCS batteries are supplying power to the FLCS. 4. An approach-end arrestment is recommended.AB RESET. the capability to operate the brakes and. ~ The A:::~:f::. then EEC. 200 knots should keep AOA less than 12 degrees. Do not retard throttle below MIL until subsonic. ~ landing configuration and near final approach airspeed. The FLCS BATT lights then remain on steady. IPW200 I EEC BUC switch . Total loss of FLCS power results in a pitching motion and complete loss of control. Relative intensity of the warning and caution lights is not a positive indication of battery voltage level. Throttle . If the EPU PMG. and [N. I PW2201 AB RESET switch . ~ ~ ~ GEN and EPU GEN lights are on. NOTE If EPU GEN light is still on: 6. 2. and FLCS batteries). the flight controls become increasingly unresponsive and uncommanded maneuvers occur with gradually increasing severity. Climb if necessary. The FLCS BATT lights may come on individually and may be intermittent until FLCS and aircraft battery voltages equalize.~ l:::~::::::::attery voltage less than 20 volts. because it is difficult to ascertain brake operation.TO. lower the hook. I PW2201 DEEC stall protection may be lost. 3.

and ~ INQ] drag chute are not available after depletion of the aircraft battery. Minimize UHF transmissions. Stop straight ahead and have chocks installed (or engage parking brake). however. If MAIN GEN and EPU GEN lights remain on or come on again: I WARNING I • Plan to land within 30 minutes to insure adequate electrical power for communications. • NWS is not available following alternate LG extension. reduce airspeed and climb to safe ejection altitude. Communications.DN (use DN LOCK REL button).~~~ 10. LG handle . Fly airspeed for 11 degrees AOA approach using fuel state when power was lost. This action may preclude successful LG extension. remain alert for degraded flight controls. I WARNING I As the aircraft battery depletes. Consider an approach-end arrestment. 13.MAIN PWR (until chocks are installed). After landing: 14. With the aircraft battery powering the FLCS in addition to the battery bus. brakes may become inoperative with no cockpit indications. this section. hook. • If the FLCS PMG and EPU PMG lights - are on in combination with the ACFT BATT TO FLCS or one or more FLCS battery lights. and ~ INQ] drag chute. Land as soon as possible. this section. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. 12. 15. Refer to CABLE ARRESTMENT. 11. EPU/HYDRAZINE HOOK switch . this section. • WHEELS down lights and T. ALT GEAR handle . if conditions permit.""""". Refer to ACTIVATED EPU/HYDRAZINE LEAK. At the first indication of degraded response. the aircraft battery or FLCS batteries are powering the FLCS. braking is available using the brakel JFS accumulators only. The hook remains fully extended well past the point at which the brakes are lost. 12. I WARNING I If LG handle does not lower. If the HYD/OIL PRESS warning light is on. hook. EPU switch . brakes. . Monitor LG handle warning light to verify that LG is down.ILAND CONFIG warning light function are inoperative. • When the FLCS is powered by batteries.Pull (190 knots maximum). • Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines. 11.DN. • Alternate LG extension can be used up to 300 knots. 8. 7. then NORM. PTO shaft failure may be indicated. • Pulling the ALT GEAR handle with normal system B hydraulic pressure may result in system B hydraulic failure within 15 minutes. Nozzle idle area reset is not available resulting in higher than normal landing thrust. If conditions permit: 9. MAIN PWR switch . Land as soon as possible. approximately 55 minutes flight time is available. the NLG may not fully extend until 190 knots..O. Eject prior to complete loss of control.OFF. If aircraft battery power is sufficient. 10. brakes. Refer to ACTIVATED LEAK.

After hydrazine depletion. Advance throttle as required to maintain adequate bleed air supply.As required (75-80 percent rpm).Leave running. EPU speed varies directly with throttle position. Refer to ACTIVATED LEAK. The MASTER CAUTION and the EPU HYDRAZN lights may illuminate. EPU HYDRAZN light does not go off or EPU fuel quantity continues to deplete when the throttle is advanced to assure adequate bleed air. 3. total EPU failure is imminent. 3. Hydrazine use occurs regardless of available engine bleed air. The hydrazine supply depletes in approximately 10 minutes. EPU/HYDRAZINE ABNORMAL EPU OPERATION Abnormal EPU operation after a normal start command is indicated by one or more of the following: EPU run light flashes. During uncommanded EPU operation on bleed air. it may be interpreted as uncommanded EPU operation.EPU Malfunctions UNCOMMANDED EPU OPERATION Failures can occur which allow engine bleed air to spin the EPU turbine even though the EPU has not been commanded on. This may not be apparent if the thrust level and amount of bleed air are such that the EPU is turning above or below the speed range which turns on the EPU run light. indicating sustained underspeed or overspeed operation. Electrical and avionic equipment other than the FLCS inverters may be damaged by the overvoltage condition. 6. Although this is not an EPU malfunction. set throttle to keep EPU run light on. Stores . this section. normal speed ranges. indicating an EPU bleed air or hydrazine fuel control system problem. 2. aircraft battery. Under some failure conditions. or the FLCS batteries (whichever has the higher voltage). The EPU may also activate for reasons not apparent to the pilot (momentary main generator loss). If tertiary speed control cannot control EPU speed (constant overspeed). the throttle should be set so as to keep the EPU run light on during mild flight control inputs. (If the EPU is the sole source of hydraulic pressure. If EPU fuel is depleted or if EPU run light goes off at low thrust. Land as soon as possible. When EPU failure occurs. IfEPU was turned on for an ACFT BATT FAIL light: 1. landing must be accomplished using an engine thrust setting sufficient to maintain an adequate bleed air supply to the EPU. 5. indicating EPU operation in the tertiary speed control mode. Excessive voltage generated by the EPU generator or its PMG is regulated by the converter/regulators before going to the FLCS inverters. this section. Refer to ACTIVATED LEAK. When tertiary speed control is functioning. the EPU continues to operate with available bleed air on tertiary speed control.Minimum practical thrust. main generator. Throttle . Keep thrust high enough to assure adequate bleed air if EPU fuel usage continues above 80 percent rpm or ifEPU run light is flashing. If a hydrazine malfunction or depletion occurs. Failure to maintain minimum engine rpm can result in hydraulic pressure fluctuations or electrical bus cycling. High thrust settings are likely to result in EPU failure. Throttle . If uncommanded EPU operation on bleed air is suspected: 1. EPU run light does not come on or goes off after initial illumination. the EPU run light alternately cycles on and off (one to three times per second) as a function of EPU speed fluctuating between the normal and slightly above EPU switch . Land as soon as possible.) This action may result in a thrust level that is higher than required for a normal straight-in approach. A straight-in approach followed by an approach-end arrestment is recommended. then NORM. EPU . Fully open speedbrakes or a shallower than normal approach may be required. FLCS power is provided by the FLCS PMG. . hydrazine may not be available to the EPU or it may continue to deplete even with adequate bleed air. Only if required to maintain low thrust. EPU/HYDRAZINE 2. If EPU is running with normal indications: 4.Jettison (if required). Land as soon as possible.OFF. • If EPU was activated for other reasons: 1.

If EPU underspeeds. 3. attempt CHAN 1. If the FLCS BATT lights do not go off. If FLCS BATT lights go off: 2. Do not retard throttle completely to IDLE until after touchdown.200-250 knots (6-8 degrees AOA) and climb. underspeed of the EPU results in loss of control. EPU/HYDRAZINE Refer to ACTIVATED LEAK. Inverter output may be monitored by moving the FLCS PWR TEST switch to TEST. If more than one FLCS BATT light comes on. If one FLCS BATT light comes on in flight: 1. Airspeed . The FLCS PWR TEST switch should be used to determine which brake(s) may be inoperative. Also the P. For a missed engagement. I~ 3-49 ~ ~ ~ ~ ~ ~ ~ ~ Land as soon as possible. \WARNING 1 At higher airspeeds. then CHAN 2 brakes. The DUAL FC FAIL warning light also illuminates if power fails in two or more branches. this section.-1 . the EPU must be turned on immediately. and Y lights illuminate when power fails in at least one FLCS branch.n after loss of FLCS power could be excessive and interfere with the ability to eject. Land as soon as possible. regardless of its apparent status. landing configuration and near final approach airspeed. I WARNING I If PTO shaft or both hydraulic systems : pmm to the FLCS is indicated by increasindy degraded flight control response and uncomrnandpd motions. consider going around for another engagement or making a departure-end arrestment. Make an approach-end arrestment.\Ionitor. Land as soon as practical. Change 1 _~ ~ .ON. electrical bus cycling may affect brake operation. EPU/HYDRAZINE 3.-:. The parking brake still operates. EPU Fl7EL quantity . . FLCS Battery Discharge If FLCS BATT lights remain on or the EPU runs abnormally: FLCS battery discharge is indicated by illumination of one or more FLCS BATT lights. A nonilluminated FLCS PWR light indicates that inverter output is bad and that the associated brake in that channel is inoperative. A nonilluminated FLCS PWR light indicates an inoperative brake in the channel indicated. FLCS batteries may supply power to the inverters (discharge) even when other FLCS power sources appear to be operating normally. ~ are failed. 3. If more than one FLCS BATT lights corne on in flight: 1. Land as soon as practical. this section. The FLCS PWR TEST switch should be used to determine which brake(s) may be inoperative. 2. the pitching mot~.~"""""'~""""" lC' 'F-16:·. the pitching motion is gradual and in the noseup direction for all configurations. R. NOTE If total loss of FLCS power occurs in the lll\minen:~ ~:C~i:} . If no braking is available. remaining flight time may depend on the charge state of the FLCS batteries. EPU switch . . Refer to ACTIVATED LEAK. Total lo~~ of FLCS power re~u lts ina pitching motion and complete loss of control. if practical. Refer to CABLE ARRESTMENT. the EPU should be started to possibly provide an alternate FLCS power source. 4. If all FLCS BATT lights come on. Climb to the highest practical altitude until descent for landing is required. A nonilluminated FLCS PWR light indicates an inoperative brake in the channel indicated. if EPU fuel depletes before landing or if EPU run light goes off at low thrust settings. this section.

Subsequent loss of the main generator results in loss of all braking. If one item on a bus is powered. ~I ~ ~ ~ "~ ~ ~. however.t indication of uncommanded or degraded flight control response: fi. hook. refer to LANDING WITH LG UNSAFEfUP. Refer to ACTIVATED LEAK. It may indicate that the battery voltage is so low that the light cannot remain illuminated. 5. If power is restored: 2.Depress. "~ ~ EPU/HYDRAZINE 4. NWS. If the battery fails and the main generator subsequently fails. this section. Wire harness chafing can affect numerous items on more than one bus without causing loss of power to a bus. ~ Partial Electrical Power Loss Loss of power to several systems or indicators without any indications on the ELEC control panel may be the result of wire harness chafing or the loss of power to one or more ac or dc buses. to determine the power status of individual buses. If one item on a bus is powered. LESS ~ bus is critical for a ~ safe recovery of the aircraft. Consider a gear up landing. • :f oneEo. and 7. At the fir:c. 7. Refer to EMERGENCY POWER DISTRIBUTION. :f Land as soon as practical. the ACFT BATT FAIL light illuminates 60 seconds after WOW. refer to PARTIAL ELECTRICAL POWER LOSS. Refer to EMERGENCY POWER DISTRIBUTION. Consider a net arrestment. 6. 1. Turn the EPU on immediately after battery failure is indicated. The ELEC CAUTION RESET button on the ELEC control panel is used to reset a tripped overcurrent protection unit. ~ ~ ~~ I ~ 3-50 buses. ~ Eject. The ACFT BATT FAIL light illuminates only for low battery voltage while in flight (approximately 20 volts). do not taxi except to clear runway. If power to the battery ~ buses. this section. May reset overcurrent protection unites). The buses with resettable overcurrent protection units are nonessential ac bus No. a3 and left and right inlet stations. then that bus should be considered powered. this section. this section. If a battery cell imbalance occurs in flight and is still present after landing. ~ ~~ I ELEC CAUTION RESET button . and ~ INQl drag chute. LESS ~ bus is lost after the landing gear has been extended. This should not be interpreted to mean that the battery has recharged. EPU/HYDRAZINE Aircraft Battery Failure Aircraft battery system failure is indicated by the ELEC SYS and ACFT BATT FAIL lights. thi~ section.1 a3 and the nacelle nonessential ac bus. this section. this section.~:t:i:::e:t~: ac buses are not powered: ~ ~ Change 13 . radios.ON. If EPU was activated: • 8. If net arrestment is not available: 5. ~ ~ ~ PO::t~r:i::es:::edpower status of electrical 1.T{ef('r to ACTIVATED LEAK. Determining the status of the battery ~ buses. • The ACFT BATT FAIL light may subsequently extinguish. the landing gear cannot be raised. the unit may not remain reset if the fault persists. only the rotating main generator PMG may be available to manually activate the EPU. to determine affected buses and equipment. this section. EPU switch . The items with nonresettable overcurrent protection units are the radar ac bus. NOTE If the aircraft battery has failed (and EPU is om. Refer to EMERGENCY POWER DISTRIBUTION. refer to NET ARRESTMENT. Land as soon as possible. then that bus should be considered powered. The ELEC SYS caution light may not be resettable. NOTE • Ifboth radios become inoperative after an aircraft battery failure indication. stations 3.

Refer to ACTIVATED LEAK. this section. this section. I I I I I I~~~~~~T1!~~ 2. 3.OFF. then NORM. Land as soon as possible. Emergency Power Distribution 5. EPU switch . Land as soon as practical. Refer to figure 3-6. EPU turn-on power may not be available. If main generator subsequently fails and aircraft battery power is not available. EPU/HYDRAZINE ~ " Prior to shutdown: 7. ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ IIIIIIIIIIIIII~ .Secure.. If EPU runs abnormally: 4. 8. EPU/HYDRAZINE 6. Canopy . Loose items . Refer to ACTIVATED LEAK.Open.

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5 & 7 . **a3 Overcurrent protection panel No.EO. Radar-Guided Weapons AVIONICS ~ ~ I ~ BUS ASSIGNMENT NONESSAC NO. ***LESS a3 ."""""""~~~ Emergency Power Distribution ~ MAIN GENERATOR FAILED SYSTEM ENGINE FUEL INOPERATIVE EQUIPMENT MAX POWER Switch Boost and Transfer Pumps ENG FEED Knob FUEL HOT Caution Light Tank Inerting STORES MGT a3 AIM -7/-120 Stations 3. ECM Pods Stations 4 & 6 .EO.2 NONESS DC X* X X* X* X*** * X** X X X X*** X X X X X X X X X X DTU ECM LESS IBQI ECM LESS IBQI FCC FCR REO TISL ~ TWS X* LESS~TWS LIGHTS FLOOD CONSOLES FLOOD INST PNL FORM MAL & INDLTS TestJBRT DIM Feature TAXI X*** X X* X X OTHER Chaff Dispenser Seat Adjust TI Probe Heater *a3 Nacelle dc bus. Radar-Guided Weapons. LESS a3 ECM power panel.1.1 NO.

1 NO.1 NO. and self-test capability) LEF's LE FLAPS & ADC Caution Lights Speedbrakes Stick Trim X X X X X X X* X X X ~I X X X X X X Figure 3-6. . 3-52 ."~ ~~ MAIN AND EPU GENERATORS FAILED (All equipment from sheet 1 plus the following:) BUS ASSIGNMENT i SYSTEM INOPERATIVE EQUIPMENT I ESSAC NO. ~~ ~ ~ ~.2 ENGINE ANTI ICE Switch I PW200i IpW2201 X X X X X X X X X X X EEC Caution Light (EEC faults) ENGINE FAULT Caution Light Fire/Overheat Detect and Test HYD PRESS Indicators NOZ POS Indicator OIL Pressure Indicator FLIGHT INSTRUMENTS ADI Altimeter (ELECT) AOA Indexer AOA Indicator HSI Turn Needle FUEL Automatic Forward Fuel Transfer FUEL FLOW Indicator FUEL LOW Caution Lights FUEL Quantity Indicator Tank Inerting FLIGHT CONTROLS Autopilot ECA FLCP (all lights. . arm.~~ ~ ~. reset. .2 ESSDC NO.I ~ ~ ~ . (Sheet 2) ".

""""""~~~~ Emergency Power Distribution ~ MAIN AND EPU GENERATORS FAILED .~ ~~~~~~.3.4. Stations 2.)~~Ia'l-~ .1 X X X X X NO.CONT (All equipment from sheets 1 and 2 plus the following:) BUS ASSIGNMENT SYSTEM INOPERATIVE EQUIPMENT ESSAC NO.1 NAV/COMM [@] AIFF [@] AIFF (mode 4) ESSDC NO.2 FCNP LESS 1M!] IFF (mode 4) IFF [@][8] . Stations 1.6&9 LESS M NUCLEAR CONSENT Switch SCP (left half) SCP (right halD STORES CONFIG Caution Light Stores Jettison (SEL and EMER)* * Indicates redundancy.5.~ X X X HF Radio ILS INS LESS 1M!] Secure Voice X X*** TACAN VHF STORES MGT AIM-9 [8] X X X X** X X X X X X X X X X X X X X X X ALT REL Button CIU* Gun MASTER ARM Switch* MSL STEP Switch ArmlRelease. **GITj Nacelle essential ac bus.:·.7&8 ArmlRelease.2 NO. ***~ .

1 F. 2. (Sheet 4) ~.16A.5.. O.CONT (}\ll equipment from sheets 1.1 NO.2 NO.2 mIl WPN REL Button X X X X X X X X X* X X WPN REL Button CADC CADC Caution Light DTU ~ FCC Radar Altimeter LESS ~TWS LESS [8Q] ECM LIGHTS ANTICOLLISION Strobe AR (Flood) [@] and ~ [fill [A] Identification X X X X X PRIMARY CONSOLES PRIMARY INST PNL LANDING LAND INGfrAXlfExternal Switches [@] MAL & IND LTS TestlBRT DIM Feature LESS ~ MAL & IND LTS TestlBRT DIM Feature X X* X X X X X X NAVIFREQ DISP POSITION LGINWS/ BRAKES LG Handle Down Permission Button LG Hydraulic Isolation LG Sequence (doors) LG UP-DN Command ~ Figure 3-6.. and 3 plu:-. the following:) BUS ASSIGNMENT SYSTEM INOPERATIVE EQUIPMENT ESSAC NO.1 STORES MGT (cont) AVIONICS [A] ~ ESSDC NO.e'~~~1'1'1'1'1'1'1'1 .1 Emergency Power Distribution MAIN AND EPU GENERATORS FAILED .T.

.""""".1 LGINWSI BRAKES (cont) OTHER NWS WHEELS Down Lights Air Data Probe Heaters (nose & fuselage) AOA Probe Heaters AR System AVTR Battery Charger Power CABIN PRESS Caution Light CAMERA/GUN Trigger Cockpit Pressure Dump Capability Cockpit Temperature Control Engine Bleed Air Valves (close capability) EQUIP HOT Caution Light HUD HUD/CTVS OXY LOW Caution Light [A) [If] LIQUID OXYGEN Quantity Indicator ~ ESSDC NO.2. and 4 plus the following:) BUS ASSIGNMENT SYSTEM INOPERATIVE EQUIPMENT ESSAC NO.2 X X X X X X X X X X X X X X X X X X X Probe Heat Monitor PROBE HEAT Switch SEAT NOT ARMED Caution Light X Figure 3-6.2 NO.3.~~~ Emergency Power Distribution MAIN AND EPU GENERATORS FAILED .1 NO.CONT (All equipment from sheets 1. (Sheet 5) - - - .

Figure 3-6. bus. and stick trim)* Intercom Magnetic Com pass * UHF Radio X X X X LIGHTS Spotlights Utility Light X X X X LGINWS/ BRAKES Alternate LG extension* AntiskidiChannel 1 Brakes AntiskidiChannel 2 Brakes LG U plockIDownlock X LESS~ X X X X X * Indicates items that do not require power through the battery~ buses.Emergency Power Distribution OPERATING EQUIPMENT .1 IpW2001 SYSTEM OPERATING EQUIPMENT ~ NO. speedbrakes.2 Anti-Ice* BUC* EEC (no supersonic stall protection)* UFC* ENGINE I PW2201 ENGINE INSTRUMENTS SEC* DEEC (no supersonic stall protection)* AirspeedJMach Indicator* Altimeter (PNEU)* FTIT Indicator RPM Indicator SAl Vertical Velocity Indicator* X X X X X X FUEL External Fuel Transfer* FUEL MASTER Switch FFP* X X FLIGHT CONTROLS NAV/COMM Functional (except LEF's. autopilot.MULTIPLE GENERATOR FAILURE BUS ASSIGNMENT BATTERY ~ BATTERY LESS NO. (Sheet 6) .

""""""':~~~ Emergency Power Distribution OPERATING EQUIPMENT .1/(3-56.2 blank) - ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~ . LESS ~ bus. Figure 3-6.MULTIPLE GENERATOR FAILURE .1 LG/NWSI ~ SYSTEM OPERATING EQUIPMENT ~ NO.CONT BUS ASSIGNMENT BATTERY ~ BATIERY LESS NO. (Sheet 7) Change 7 3-56.2 X X X X X X MLG WOW (branches A & B) NLGWOW Parking Brake X BRAKES (cont) WARNING LIGHTS CANOPY DUALFC FAIL ENGINE HYD/OIL PRESS LG Warning (handle) X X X X X X X X X X X X X X X X X X CAUTION LIGHTS ANTI SKID IPW2001 IPW200i BUC EEC (function ofEEC BUC switch position only does not indicate EEC faults) X X X X X X ELEC SYS FLTCONTSYS HOOK MASTER CAUTION IPW2201 SEC X OTHER Canopy Activation* ~~ Drag Chute X X X X X X X X EPU Hook JFS MAIN PWR Switch VMS X X X X * Indicates items that do not require power through the battery ~ buses.

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. 2 Intercom* RPM lindicates < zero) UHF Radio Critical items lost: • Channel 2 Brakes and Parking Brake • Hook • LG Warning Light (handle) LESS fAQl BATTERY BUS EPU Fuel (indicates < zero) FTIT (indicates < 200) Intercom* RPM (indicates < zero) SAl loff flag) UHF Radio Critical items lost • Brakes • • • • Hook LG WHEELS DOWN Lights LG Warning Light (handle) Parking Brake lE-J6A-J-216JX ® *VHF radio is also inoperative because the ability to key either radio is lost. 1 AOA Indexer Speedbrakes VHF Radio Critical items lost: • LG DOWN Permission Button IDN LOCK REL button required) • LG WHEELS DOWN Lights • TACAN ESSENTIAL DC BUS NO.2 FLOOD InstrumenV Console Lights Seat Adjustment ESSENTIAL AC BUS NO. 1 AOA Indicator (off) FUEL FLOW (frozen) Critical items lost: • CADC • INS (60-90 sec of use) ESSENTIAL AC BUS NO.. 1 FCC REO t----+i NONESSENTIAL AC BUS NO. Fuel Quantity • TACAN ESSENTIAL DC BUS NO.. 1 EPU Fuel (indicates < zero) FTIT (indicates < 200) SAl (off flag) Critical items lost: • Channel 1 Brakes • LG WHEELS DOWN Lights . 2 HSI (off flag) HYD PRESS (frozen) OIL Pressure (frozen) Critical items lost: • ADI.Emergency Power Distribution PARTIAL ELECTRICAL POWER LOSS NONESSENTIAL AC BUS NO.~ AIRCRAFT BATTERY [@J BATTERY BUS NO. Figure 3-6. (Sheet 8) . HSI.. 2 Autopilot HUD SEAT NOT ARMED Caution Light Critical items lost: • LG UP-DN Command (ALT GEAR extension required) IAQJ BATTERY BUS NO.

ENG FIRE warning light may not illuminate. nozzle damage may result in a noticeable thrust loss. consider shutting the engine down. . Sufficient time should exist to analyze the situation and make an ejection versus land decision. If within gliding distance of a suitable runway.Depress. procedures. FTIT probably will not be higher than normal. These fires are the result of portions of the nozzle failing which allows the AB plume to burn through the nozzle. or engine instrument fluctuations are usually indicative of a serious engine problem. The fire may continue for several minutes after the engine fails or is shut down (until the oil supply is exhausted). If takeoff is continued: 1. The ejection decision should be based on visual and/or cockpit indications that the fire is persisting. Land as soon as possible. If fire indications cease: 5. Determine if fire detection circuit is functional. At a safe altitude: Generally. tower. If fire occurred in AB. this section.). engine failure may be imminent. the first indication of fire in the engine compartment is the ENG FIRE warning light. the ENG FIRE warning light will not illuminate. In most cases. however. Stores . Climb. and flight controls. nozzle. If on takeoff and conditions permit: 1.Minimum practical. Abort.Fires can also occur in the exhaust nozzle area when using AB. If ENG FIRE warning light goes off: 4. This action should extinguish a nozzle fire within approximately 30-45 seconds and minimize damage to the aircraft skin. retard throttle below AB immediately. vibrations. A failure that causes an oil leak may also result in an oil-fed fire in the AB section. Fire should extinguish after throttle is retarded. speedbrakes. Explosions. 2. Since this fire is likely to be contained within the engine. If fire persists: 5. When operating in AB and a fire is reported at the rear of the aircraft. Maintain takeoff thrust until mInImum recommended ejection altitude is attained and then throttle to minimum practical. Immediate action should be taken to reduce thrust to the minimum practical level after attaining safe ejection parameters. Since these fires are aft of the detection circuit. the nozzle position indications are normal. etc. the ENG FIRE warning light does not illuminate. 3-58 Change 8 3. Throttle .Jettison (if required). Eject. Additionally. Abnormal fuel indications (quantity/flow) may also be present. however. Ventilation should inhibit forward movement of the fire into and through the engine bay. these AB-related nozzle fires are detected by someone outside the aircraft (wingman. nozzle damage may result in lower than normal thrust. and there are no vibrations or instrument fluctuations. FIRE & OHEAT DETECT button . Cockpit indications include continued illumination of the ENG FIRE warning light and subsequent illumination of FLCS status lights/degraded flight controls or subsequent loss of either hydraulic system.

Off. Descend to below 25. AIR SOURCE knob . the EPU should be turned back on.DN (300 knotslO. With the ECS shut down or the AIR SOURCE knob in OFF or RAM. the INS should be considered nonessential.Depress. ~ . select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. verify the integrity of the detection circuit by depressing the FIRE & OHEAT DETECT button and land as soon as possible. Accomplish as many of the following as required to extinguish the caution light.65 mach maximum). If OVERHEAT caution light still remains on (or detect circuit checks bad): _ _ 9.000 feet and reduce airspeed to below 500 knots. If LG handle does not lower. Engine Vibrations I PW200 I I 6. Land as soon as possible. 11. Land as soon as possible. Consider jettisoning tanks to decrease drag if range is critical and the ECS cannot be turned on for short periods of time to transfer fu~ _ I 8. External fuel cannot be transferred in OFF or RAM. Nonessential electrical equipment . or EPU bays illuminates the OVERHEAT caution light. .000 feet).~~ OVERHEAT Caution Light I PW200 I When airspeed depressurized: 7. resulting in higher than normal landing thrust. WARNING I _ . EPU switch . ECS bay. Nozzle remains closed. the g-suit does not inflate rn and PBG is disabled. IWARNING 1 TANK INERTING switch . The vibrations should disappear if engine rpm is either increased or decreased. 10. the g-suit does not inflate rn and PBG is disabled. If the EPU was manually turned on. Throttle . is reduced and cockpit is ~ . If the EPU was activated for FLCS BATT lights. If in VMC and the ADI and HSI are not required for flight.OFF (if feasible). If OVERHEAT caution light remains on (or detect circuit checks bad): 4.Minimum practical. WARNING I Some engines exhibit low frequency vibrations which are non-damaging to both the airframe and engine. Consider jettisoning tanks to decrease drag if range is critical and the ECS cannot be turned on for short periods of time to transfer fuel. . With the ECS shut down or the AIR SOURCE knob in OFF or RAM."""""". consider turning it off to determine if it is the source of the overheat condition. If vibrations persist: 1. (Use DN LOCK REL button if required. If the OVERHEAT caution light remains on. MLG wheel wells. External fuel cannot be transferred in OFF or RAM.) I WARNING I OXYGEN . If the light goes off. be prepared to reactivate the EPU if the battery discharge lights reilluminate and remain on for longer than 15 seconds. ~ ~ . LG handle .TANK INERTING even if Halon is not available.Minimum practical.OFF. _ Detection of an overheat condition in the engine compartment. . AIR SOURCE knob . FIRE & OHEAT DETECT button . NOTE ~ If OVERHEAT caution light remains on (or detect circuit checks bad) and EPU is running: 3. If OVERHEAT caution light illuminates: 1.100%. Determine if fire detection circuit is functional. 2.RAM (below 25. Vibrations that change in intensity with throttle movement and are present across the throttle/rpm range may indicate a potential engine malfunction. 2. 5. Throttle .

Monitor hydrazine use. retard the throttle to MIL and use speedbrakes as required to decelerate to subsonic. Stores . Land as soon as possible. if the EPU does not start automatically when the engine seizes. Refer to SIMULATED FLAMEOUT (SFO) LANDING and FLAMEOUT LANDING. 3.Oil System Malfunction I PW200 I 5. set the throttle approximately halfway between MIL and IDLE (midrange). Throttle . The CADC caution light must reset before the EEC caution light resets. cycle EPU switch to OFF. When subsonic. the EEC is not receiving valid mach data. Positioning the EEC BUC switch to OFF or BUC also turns the EEC caution light on. if the oil malfunction is caused by an internal engine oil leak. Starting the JFS may result in no brake/JFS accumulator pressure for the brakes. and then NORM to conserve hydrazine. any throttle movement may cause the engine to seize. If consumption rate is too high. return the EEC BUC switch to OFF and land as soon as practical. Plan to fly an SFO. The EPU should be manually activated. . If the light remains on. a pressure above 80 psi at any thrust setting. an EEC input failure. particularly if the throttle is advanced. Do not allow rpm to decrease below 80 percent above 15. This normally corresponds to 80-85 percent rpm. If an oil pressure malfunction is suspected: 1. inlet buzz may result which produces severe cockpit vibrations and a probable stall or stagnation. EPU switch . leave the EEC BUC switch in EEC and avoid supersonic flight. Once at altitude. EEC Caution Light I PW200 I The EEC caution light comes on in response to an EEC failure.Jettison (if required). Be prepared to place EPU switch back to ON if the engine seizes. take immediate action to land as soon as possible. otherwise. If the CADC caution light is also illuminated. Usually it is advisable to climb to a reasonable cruise altitude. With zero oil pressure. If the EEC caution light is on as a result of an engine overspeed. The HYD/OIL PRESS warning light may not illuminate until most of the usable oil is lost. If only the EEC caution light is illuminated. cycle EPU switch to OFF. engine stall protection features at MIL and IDLE are lost. Refer to SIMULATED FLAMEOUT (SFO) LANDING and FLAMEOUT LANDING. The rate of oil loss is decreased at low altitudes and low throttle settings. At the first indication of an oil system malfunction. or by a lack of oil pressure rise when the throttle is advanced. Throttle . 6.Approximately 80 percent rpm.Do not move until landing assured. If the lights do not reset. or detection of an engine overspeed condition. Do not exceed 88 percent rpm or use AB unless required to sustain flight. However. • Do not start the JFS if engine seizure has occurred or is anticipated.000 feet or 70 percent below 15. this section. If the EEC caution light comes on while supersonic. Attain desired cruise altitude. Climbing to a higher altitude allows a higher cruise and increases glide range. IS An oil system malfunction is characterized by a pressure (including fluctuations) below 15 psi at IDLE or 30 psi at MIL. In this case. then NORM to conserve hydrazine. If consumption rate is too high. With the EEC off or inoperative. An indication of excessive oilloss is the lack of oil pressure rise when the throttle is advanced in IDLE to MIL range. The OIL pressure indicator can be used as an early indicator of oil loss. Minimize maneuvering g to minimize loads. 7. all EEC functions are working properly except supersonic stall protection. Refer to ACTIVATED EPU/HYDRAZINE LEAK. 2.ON. attempt to reset the EEC and clear the light by cycling the EEC BUC switch from EEC to OFF and back to EEC. Monitor hydrazine use after activating the EPU. this section. retard throttle to approximately 80 percent rpm and do not move the throttle unless absolutely required. pressure fluctuations greater than ± 5 psi at IDLE or ± 10 psi above IDLE. • Throttle movement/rpm change may cause engine seizure. Plan an approach which allows a flameout landing from any position should engine seize. the short time remaining before loss of control may be inadequate for recognition of the EPU failure and corrective action. the rate of oil loss is decreased at low altitudes and low throttle settings. this section. 4. electrical power interruption. If the throttle is retarded below MIL at supersonic speeds.000 feet to avoid a stall or stagnation. Be prepared to place the EPU switch back to ON if the engine seizes. Avoid rapid throttle movements. the EEC is automatically turned off and cannot be reset. These conditions may not occur until approximately one-half the usable oil is lost.

SERVO ELEC RESET switch . If EEC caution light illuminates or an EEC malfunction is suspected while supersonic: 1. The EEC BUC switch should not be returned to EEC after landing in an attempt to open the nozzle and decrease thrust. During landing with EEC ofT. EEC BUC switch .OFF. If CADC and EEC caution lights are on: 4. IfEEC caution light resets: 5. Land as soon as practical. Throttle . FTIT Indicator Failure I PW200 I If engine rpm is erroneously zero: 3.Retard to MIL. Zero RPM/Erroneous RPM Indication I PMOO I 5. Repeated illumination of the EEC caution light may indicate an engine problem. it may indicate an engine problem. IAllmEEC BUC switch . The EEC caution light may be reset. If CADC and EEC caution lights remain on: . If EEC caution light illuminates more than once.OFF.ELEC.Midrange. Continue normal operation. Throttle .As req uired. this section. IfEEC caution light remains on: 5. IDLE thrust is higher than normal because nozzle idle area reset is not available. Retarding the throttle below MIL while supersonic may induce inlet buzz which produces severe cockpit vibration and a probable stall or stagnation. but consideration should be given to landing as soon as practical. 80-85 percent rpm. CADC caution light must reset before EEC caution light will reset. Throttle . When subsonic or if the EEC caution light illuminates or an EEC malfunction is suspected while subsonic: 2. If CADC and EEC caution lights reset: 6. Go to ZERO RPM.During landing with the EEC off. 4. 6. idle thrust is higher than normal because nozzle idle area reset is not available. 7. then EEC.

L thrl agl'd '. open.e as altitude dccrease~ ~~.pc!'. Selecting EEC OFF or BUC progressively eliminates these sources of failure. Cockpit indications at MIL may show high rpm and FTIT with extremely low thrust (nozzle is open at MIL with EEC on and is closed with EEC om. Use of AB may result in a stall or stagnation.I:CS . or CENC. abnormal.s designed to restore usable thrust and impron· range in the event those actions are unsuccessfuL 3-62 Change 6 . If'.. k. ·z)zzle hiled open more than 60 pl"'i.:l t1kht IS tlll> lowest.hril~t is insuffll'it~nt. rust \'. If selecti !If. FF dol".' :'1 BI 't' ith ~ .j ()FV I WARNING I • Assume engine alternator is inoperative or malfunctioning.i. Consider jetti~ii)njng stores to increase flying time available to complete t1nior. the AB should be selected only if required to sustain flight. if the BUe caution light remains off (transfer does not occur).\' lY. ." d.: partial thrust situation ~.uitablt' for su~tainpd t1ight~ attempts to free the throttle shcnld be delayed until within gliding distance of a suitable landing field. an airstart may not be possible. :' 'd fa .:nei/or :iI.J :db!t 'iY iri( ~l'. UFC. an airstart may not be possible.)'ust ...fter light-off. '. t h the '1St EJ' off' If ENGINE warning light is illuminated or fails to test: 1.: Ltie throttle to MAX AB. The EEC can be turned off regardless of throttle position.. attempt to light the AB by ~n(jppjllf. If this occurs..kd open or fnis::. if abnormal engine response occurs..t ex( n. turn immediately toward t hl' r:earest suitable runway and establish 250 knots v·rhiel! approximates the airspeed at which thrust rpquired for level flight is the lowest. tl)::lstain MSL. and '.. If the throttle is stuck and thrust is . An UFC malfunct inn i:i indicated by insufficient thrust or abnormal engine response with normal nozzle position (less than 30 percent) and EEC off. • Select AB only if required for flight. EEC may be inoperative and EEC caution light may not be illuminated.' . A throttle link<1ge prohldn should be suspected if throttle movements in bot h UFC and BUC produce either no rpm change ur an rpm increase but no rpm decrease..vide satisfactory engine response and t. Improper nozzle position is indicated by a nozzle open greater than 30 percent during a MIL thrust takeoff or 95 percent during a MAX AB takeoff.-~ ~ ~ ~ streak from the engine. If ENGINE warning light is not illuminated and tests good: 1. Any of these failures may be caused by the EEC.)l<lln J .'mpb to O.. If satisfactory engine response is obtained.' I .·natE'''': ! he airspeed at which th!':!... wh.. . high G\r'. .. . nil HI . however. If thrust is too Inw to sustain level flight.rust ill HUC with the nozzle fnil (lpen i~.\vilc!1 I.I l~l. . :q)prOX1!!ldLdy l'(jual to UFC idle thrust. and applying necessary foret'. advance throttle until transfer o('cur~.lmci(>nt.'. If engine is shut down..uccessful AB light may be made.ll") Mll. If the engine is shut down.'j: ( k .:.m required to rnaintaini '\ el n \. rotatmg t ht' throttle outboard. I! . If the engine is shut down.. or failure to close with throttle advance during go-around after a low approach.' 'n 1.! reqi! t.:nt Pi.• ~ t hrU". 2. move the EE(~ BU<' .'i~m. Land as soon as practical. If" . Maintain 700°-750°C FTIT until landing is assured. keep the EEC off and land as soon as practical.'F. If throttle is stuck or otherwise prevelltEd from normal movement.. c. 'xtl. ·. controi might be regained by depres~i:lg the cutoff release.. In general. uncommanded nozzle opening during stable engine operation. i{. con f .il .\ 11 1e~lt Ie fa . april ".' EEl. Improper nozzle position is considered an abnormal engine response. prr . If the noz:.·j fin' \. Throttle .)O In. hesitant. . there may be no way to restart it. transfer to BUe. Hot streak ignition of the AB may result in a stall or stagnation. failure to close after AB cancellation. Chances of a ::iw:cessful AB light with a full open nozzle are minimal. the EEC BUC switch should be positioned to OFF. h . or stepped nozzle movement during engine transients.:IJO kn.i-.. :nfigl1 r'l~ .)000 feet Je .~ lOll." Jd .Midrange.t in AB i:.\'. In either ca~e. /\. IiI)!. throttle mnvemeT'. MIL thrll'. Several attt. alh\v(Id Abnormal Engine Response I PW200 I Refer to LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE I PW200 I.\i "EFi! !\. Land as soon as practical.dl' f<lils t( i cl~)se after transferring to RUe andn!' if j I'\l !i~i is ~t jll in~1. this section. the OFF position does not shut down the engine.. •.

• If the throttle is stuck and thrust is suitable for sustained flight. • If nozzle is open greater than 50 percent while in BUC. After light-off.000 feet and 70 percent rpm minimum below 15. 3. if necessary. there may not be sufficient aerodynamic loading for the nozzle to close. attempts to free the throttle should be delayed until within gliding distance of a suitable landing field. by placing the FUEL MASTER switch to OFF.BUC (in limits). The EEC BUC switch should not be moved after landing in an attempt to open the nozzle and decrease thrust since this may result in reoccurrence of the original malfunction.In MIL to BUC IDLE range. decrease altitude. • Maintain 80 percent rpm minimum above 15.OFF. and increase throttle setting. If transfer does not occur. use excess thrust to climb and maneuver toward the nearest suitable airfield. advance throttle until BUC caution light illuminates. ~ ~ EEC BUC switch . Chances of a successful AB light with a full open nozzle are minimal. remain in EEC OFF for the most available thrust. 5. thrust available may increase as altitude decreases. Once high key for a flameout landing is assured. With nozzle confirmed failed open or missing. Several attempts may be made to obtain a successful AB light. Change 13 . this section. If thrust is insufficient: 2. Airspeed . I 1. idle thrust is higher than normal. • Retel to Section V for BUC operating limits. 250 knots approximates the airspeed at which thrust required for level flight is the lowest. Activate the JFS and EPU and then shut down the engine as soon as landing is assured (normally high key) by placing the throttle to OFF or.NOTE In a partial thrust situation. [8J ~ EEC BUC switch . • Failure to monitor sink rate and height above terrain while applying low thrust recovery procedures can result in ejection outside ejection seat performance envelope. • Jettison stores when necessary to increase flying time available to accomplish actions designed to restore thrust. Throttle . thrust available may increase as altitude decreases. If abnormal engine response occurs: I WARNING I If thrust is still insufficient or if serious engine problem exists: 4. NOTE In a partial thrust situation. 250 knots approximates the airspeed at which thrust required for level flight is the lowest. The EEC BUC switch can be positioned to OFF regardless of throttle setting. To increase aerodynamic loading. Throttle . increase airspeed above 250 knots.000 feet until landing is assured. Do not exceed 96 percent rpm.000 feet and 70-88 percent rpm below 15. NOTE During landing with the EEC off. lVlaintain 80-88 percent rpm above 15.250 knots (if thrust is too low to sustain level flight). follow procedures as outlined in FLAMEOUT LANDING.MAX AB.000 feet until landing is assured. With EEC off. throttle movement in AB is allowed. stall protection at IDLE and MIL is lost. If thrust is too high to permit a safe landing.

During landing. G:~~~r than nonnal.1 "~ ~ E!}~!!J • Avoid rapid throttle movements. control might be regained by depressing the cutoff release. • Maintain 80 percent rpm mInImum above 15. • Use 5 seconds minimum for throttle movements between BUe IDLE and l\1]L and MIL to BUe IDLE. fast landing.n.tch _ BUC (in limits). ~ ~ ~ ". at IDLE.000 feet until landing is assured.t:~::~OOI~:t result in increased thrust. If transfer does not occur. Starting the JFS may result in no brake/JFS accumulator pressure for the brakes. decrease altitude. "~ . shut down the engine with the FUEL MASTER switch. Wheel braking is less effective due to lack of WOW and there is an increased probability of a missed cable engagement.1"". • AB operation is prohibited in BUe.16A. During landing.:. ~ :. • Avoid rapid throttle movements."".Jettison (if or when required). advance throttle until BUe caution light illuminates. • Use 5 seconds minimum for throttle movements between BUe IDLE and MIL. If the engine is stuck in AB.000 feet and 70 percent rpm minimum below 15. 9 Stores . When landing is assured (normally high key): ~ NOTE If throttle is stuck. 1F. a flameout landing is required. the engine flames out in approximately 45 seconds. Throttle . Refer to FLAMEOUT LANDING. the AB may If thrust remains too high to permit a safe landing: 4. • An SFO is not recommended with the engine operating satisfactorily in BUe. • AB operation is prohibited in BUe. If throttle is stuck or engine does not respond. increase airspeed above 250 knots. ~ ~~ • If nozzle is open greater than 50 percent while in BUe. ~ thrus~~:::l~igh If IWARNING I Do not start the JFS if engine seizure has occurred or is anticipated or if engine failure is a result of fuel starvation. ~~ "~ ~~ ~ "~ ~~ ~ ~ ~~ thrust is still insufficient: ~ ~ :: ~h~~~7:~~. • An SFO is not recommended with the engine operating satisfactorily in BUe. I WARNING I Delaying engine shutdown can result in a long. At MIL. If nozzle fails to close after transferring to BUC or if • Refer to Section V for BUC operating limits. and applying necessary force. ~ 3-64 Change 1 . ~ 8 . ~~ Throttle . rotating the throttle outboard.O. and increase throttle setting. there may not be sufficient aerodynamic loading for the nozzle to close. this section.""""1 T. To increase aerodynamic loading..OFF. 5.In MIL to BUe IDLE range.:t~~ ~ ~ ~ ~~ 2. idle thrust is higher than to permit a safe landing: Plan a flameout landing.~ . ~~ ~. Land as soon as possible. the engine flames out in approximately 6 seconds.. ~ ~ ~~~ ~ :fthc~n. Do not exceed 96 percent rpm.

If a stall occurs in region 2 or 3. and hardware malfunctions. AS Blowout/Failure To Light IPW200 I • AB blowout/relight . AB stalls may be expected. Retard the throttle to MIL. This is followed by an erratic flame from the engine exhaust if the engine stagnates. Non-AB stalls are often a symptom of a serious engine problem. • AB sequencing . The first indication of an engine stall at high thrust settings may be a loud bang or pop. An erratic orange-yellow flame from the engine exhaust may be present. If stalls continue at IDLE. If the stall(s) is confirmed. When a stall occurs while operating in AB. the EEC reduces AB fuel flow to minimum. Non-AB stalls may occur if the UFC or EEC is malfunctioning. If the engine recovers. lack of throttle response. Non-AB Engine Stalls I PW200 I ~ If an AB blowouUfailure to light occurs. However. AB instabilities. The throttle should be immediately snapped out of AB to MIL. However. In region 3. They may be characterized by bangs or pops of low intensity or engine vibrations severe enough to preclude reading engine instruments. the first indication may be loss of thrust. inlet flow distortion may induce engine stalls.Stall during relight after a blowout in stabilized AB. stall recovery logic is most effective and provides the best protection from engine stagnation.Stall at AB light-off. At lower thrust settings. If a stall occurs in region 1. this section. an immediate climb should be initiated. • AB cancellation .1 1 1 1 1 1 1 1 1 1 1 1~~~~ 6. non-AB stalls can be severe and may be characterized by bangs. low intensity or severe engine rumble or vibration. the nozzle may open 30-50 percent and then close.000 feet and above 70 percent rpm below 15. IWARNINGI 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. inlet flow distortion severe enough to cause engine stall is not expected. During normal aircraft operation. The three primary causes of a stall are inlet flow distortion. Stalls may occur during throttle transients in region 2. the engine is safe to operate for the rest of the flight in the IDLE to MIL range provided no other abnormal engine indications are observed.Stall during AB sequencing. a stagnation may occur. At low altitude. or decreasing rpm. These characteristics could be mistaken for an aircraft fire. Throttle reduction is appropriate as a first response to clear any engine stall.DN (ifrequired). Refer to figure 5-3 for AB limitations before further AB use is attempted. maintain the throttle at midrange or below but above 80 percent rpm above 15. the first indication may be a lack of throttle response which may be difficult to differentiate from abnormal engine response. if FTIT limits were not exceeded.000 feet until landing is assured. Refer to figure 5-3. Stalls should not occur in region 1. Refer to NON -AB STALLS. and if the AB operates normally in region 1. under some departure conditions.Stall during throttle movement fromAB. stalls may occur during steady-state AB operation (AB blowouU relight). time may not be available to recover the engine if it stagnates. ejection may be required. however. In MIL. Hardware-associated stalls may result from a failed nozzle. either as the AB stages light with the throttle in MAX AB or as the throttle is advanced in the AB range. AB-Associated Engine Stalls I PW200 I I~ Types of AB stalls are: • AB initiation . ENGINE STALLS I PW200 I ~ ~ I~ ~ Refer to figure 5-3. particularly during throttle transients near IDLE. Non-AB stalls may be inaudible particularly at high altitudes. the throttle should be immediately retarded to IDLE. If the engine stalls at a low altitude. This exhaust flame should not be mistaken for an engine fire. If engine response at low altitude is not sufficient to maintain or gain altitude and a suitable landing field is not available. May be preceded by AB rumble. Depending upon flight conditions. AB-associated stalls are normally accompanied by a loud bang or pop and a series of fireballs from the engine exhaust and occasionally the engine inlet. or FOD. This action usually clears the stall and restores normal operation. Change 7 I~ 1_ ~ " - ~ ~ ~ ~ 3-65 111111111111 . HOOK switch . pops. stalls may continue at MIL and may be severe. control system malfunctions. the flight may be continued and the AB may be used.

and engine damage. Throttle . FTIT can stabilize in the engine normal operating range of less than 970°C. ENGINE warning light illuminated. If stall(s) occurred in AB: - If an AB stall(s) occurs: 7. I WARNING I Shutting down the engine with an engine alternator failure (indicated by zero or erroneously low rpm. immediately retard the throttle to OFF.000 feet until landing is assured. I WARNING I Prolonged engine operation with FTIT in excess of 990°C can result in significant engine damage and may cause a nonrecoverable engine failure.OFF. low intensity engine rumble or vibration. Allowing a stagnated engine to run results in decreasing rpm.-':~~IIIIIIIIIIII ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ Engine Stagnation I PW200 I Stagnations are usually characterized by either rising FTIT and decreasing rpm or rpm less than 60 percent and a lack of rpm response to throttle commands or illumination of the ENGINE warning light.Midrange. Throttle . 2. this section. Initiate airstart.IDLE. and normal thrust) results in no ignition for an airs tart.Snap to MIL. increasing FTIT. steadily increase. and AB operates normally in region 1. Engine Stall Recovery I PW200 I Cycling EEC BUC switch resets EEC logic to prevent an overspeed. a loss of thrust and altitude. do not use AB unless necessary to sustain flight. there is no way to recover normal engine operation except to shut down the engine and perform an airstart. If stall(s) occurred in: • Region 1. or even decrease immediately following a high thrust stagnation. Maintain throttle at midrange or below but above 80 percent rpm above 15. If AB stalls do not clear or stall(s) occurs below AB: NOTE Non-AB stalls may be inaudible. especially if the engine was shut down without allowing FTIT to remain at high temperatures for an extended period. 5. 1. continue flight. . This exhaust flame should not be mistaken for an engine fire. As soon as a stagnation is confirmed.000 feet and above 70 percent rpm below 15. Throttle . IN lBtI EEC BUC switch NOTE OFF. then EEC. 3. and/or an erratic orange-yellow flame from the engine exhaust. pops. Refer to AIRSTART UFC/BUC. There is every reason to expect a normal airstart and normal engine operation if the engine is shut down to clear a stagnation. low rpm (less than 60 percent) with no response to throttle movement is generally the best indication. If stalls continue or progress to a stagnation: A positive indication of a stagnation is rpm less than 60 percent with no rpm response to throttle movement. These indications are usually accompanied by bangs. Since FTIT can be deceptive. If stall(s) occurred at MIL or below: 6. 80-85 percent rpm. During low thrust stagnation. Land as soon as possible. FTIT can either spike. • Region 2 or 3. Throttle . If stall(s) clears: 4. Once a stagnation occurs.As required. FTIT limits were not exceeded. Throttle .

rpm decrease with abnormal vibration and/or stalls. zero oil pressure. The BUC caution light goes off when fuel pump pressure is restored. more time is available by performing a zoom climb using a 3g pullup to 30-degree climb until approaching the desired airspeed (use approximately 50 knots lead point) and then initiating a zero g pushover. The JFS can be started and the engine can be motored at approximately 30 percent rpm. A BUC airstart is more difficult because of the lack of a true rpm indication. If engine stalls occur and persist. EPU activation. and oil pump inoperative resulting in a zero rpm indication. The JFS drives the ADG and the engine gearbox (through the PTO shaft). is retarded below MIL. Below 310 knots and above the minimum recommended ejection altitude. Additionally. more time is available by performing a constant altitude deceleration to the desired airspeed.INLET BUZZ ~200 Tower Shah Failure -PW200~ . primary concern should be to trade excess airspeed for altitude in preparation for ejection. Do not mistake a loss of ECS noise as an engine flameout. Both present similar symptoms: an abrupt decrease of indicated fuel flow to less than 500 pph. If unable to make a flameout landing or restart the engine. the throttle should be retarded to IDLE when subsonic. <it Inlet buzz occurs If inlet buzz occurs. Initial reaction to any malfunction at low altitude should be to trade excess airspeed for altitude. It may be possible to regain engine operation using the JFS and performing a BUC airstart. however a UFC airstart is not possible since the rpm signal to the EEC is in error. however. If the BUC caution light remains illuminated (with the EEC BUC switch still in EEC or OFF and rpm above 15 percent). the throttle should not be moved until subsonic. the MAIN GEN light illuminates below 45 percent rpm and the EPU should start running. If the stalls do not clear. the JFS produces an rpm indication fluctuating between 30-50 percent which is the speed of the engine alternator. and illumination of the BUC caution light even though the EEC EUC switch is in EEC or OFF. Without the load of the engine. A flameout is indicated by a decrease in FTIT and engine rpm decaying below approximately 60 percent. main generator power may cycle on and off line with the rpm fluctuations. loss of main generator and FLCS PMG. Loss of rotation to the {·ngine gearbox renders the engine alternator. EEC power.upersonic airspeeds if the engine con trol system fai Is to maintain adequate engine rpm when the throttlt. refer to EJECTION.: tower shaft or its associated geartrain results in loss of all rotation to the l'nhrine gearbox and the ADG. Since the JFS is not preserving engine rpm. an airstart is impossible. the engine probably cannot be restarted. Additional symptoms caused by loss of rotation to the ADG include loss of hydraulic systems A and B. Loss of thrust and lack of response to throttle movement confirm the flameout. Above 310 knots. Failure of tlw engint. however. Low Altitude Engine Failure or Flameout I PW200 I Refer to figures 3-7 and 3-8. Main fuel pump failure or tower shaft geartrain failure also causes flameout. maintain 250 knots minimum during the airs tart attempt. restoring rotation to both hydraulic pumps. not the actual engine rpm. therefore. main generator. If the reservoir tanks do not contain fuel. and engine flameout due to fuel starvation. If below the minimum recommended ejection altitude and below 310 knots. Higher altitude translates directly to either additional time to achieve an airstart or to additional glide range to reach a suitable landing field. this section. the engine must be shut down and restarted. FLCS PMG (at a reduced output). Perfonn a BUC airstart.:. If the engine flames out. fuel starvation or mechanical failure has occurred. and engine ignition). ENGINE FAILURE OR FlAMEOUT I PW200 I Engine failures can result in rpm decrease with no abnormal vibration or sound (flameout). If only the main fuel pump has failed. and FLCS PMG and subsequent activation of the EPU. main fuel pump. Inlet buzz causes moderate to severe vibration within the cockpit and probably results in multiple engine stalls and/or stagnation. the cockpit rpm indication reflects a gradual spooldown. This rpm may be high enough to restore main generator power. and oil pump (oil pressure increases). Decrease airspeed to subsonic as quickly as possible by opening the speedbrakes and increasing g. illumination of the ENGINE warning and BUC caution lights. or stable rpm with abnormal vibration and/or low thrust. which should assure adequate actual engine rpm for the airstart. place primary emphasis on a flameout landing while continuing airstart attempts. engine alternator (cockpit rpm signal. main fuel pump (BUC caution light goes om. The initial symptoms are similar to main fuel pump failure. The ENGINE warning light illuminates when engine rpm goes below 55 percent. . the primary difference is that the rpm and oil pressure indications drop immediately to zero with a tower shaft failure since the engine alternator and oil pump are not being driven.

..) .. -t--r......--t II i f ] ~'2.... =I ..""". ~"" .. ~ '" r. Low Altitude Zoom Capability DATA BASIS ESTIMATED ENGINE Fl00-PW-200 ~-.. 1..000 eDI 0-50 eLG-UP 12 CONDITIONS: LB = UTI] 111111111 In±±IllIl~lIllIEn11'fIf FBJJ lIE 111"'EJ FEklllllllfffl t-I---.. .l: l ' +-'" ..~r-" ". ... <I: <I: - ~ 4 - ~ ' I - ..l"Oi -' I 1'1 l~ r-. -I""'" .. ~ o o . ! ~-I ... 0 .... . ~ I~ ~ . ....." ~ ...HlttH_ o 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 .J. ~ ". . r-. & " ....~ " " ........ 1 1 . 'r--L... '(~ " . ... j J... r--.. -t 111 ~ 11~~V[)1 1 -1 J J'..! 1 • • ':iJ .. -"' '" 1 J 1 PtA/( 1 "" -.J I I 1'1 I i I I 1 I I I ~ I~l TT ]J""'-1...."~ ~ g..I ~lr.. . ~ .-... ~ ~ ~j 500 1 F-16X-l··l028X@ ~ ~ .r-. 1 I I I I I I I I'i--..Jl... ~ e WINDMILLING OR SEIZED ENGINE e 30-DEGREE CLIMB MAINTAINED TO 170/250 KIAS CONFIGURATION: e GW = 23. .. t: . 1 r-.. .. ] 1 I I ~ . ...'% 1 "'-V.... ~I 1 .....fJr. I"'" ~.... r-- + I " l'I- ."-. ~'Ooo ~ " ...) .... ~...000-25..f"'..~ ... ~...... INITIAL AIRSPEED KIAS rn111rlllllllllmffi~• •_[11_ Figure 3-7...... ' t .."" ~ . i"'- ~ mtt N 11 rtti...1 7 0 KIAS C> 8 . ~ =-< 1 r-N -'" f? I'" . ~ I~ ~.Ntt tt It III rtM.... c-- )'-...~""~ " r....~ ." 2 J~IIIIIII!JIII~BI~IIII.~ 1 I .JIrUDE 9t:l7o.. w 6 C ::.. _"'l ~ ] J I.NjJ'I'N~ U i ! 3G PULLUP TO 30° ZOOM CLIMB TO ACHIEVE: .2 5 0 KIAS 10 r-..::::t. ~~ ~" .... ... t. r-. 1 u.. "~ I. ~ J'.l.~~~~~~~~~'·~'I':":~~~"-...J I -I.

.Low Altitude Airstart Capability DATA BASIS ESTIMATED ENGINE F100-PW-200 CONFIGURATION : • GW _ 23.KIAS 1F_ 1I:IA.000-25. '" " t.:::::r:r::. ~~ ..000 LB CONDITIONS: • 30 0 DIVE TO DESCENT KIAS OR 3G PULLUP TO 30 · ZOOM CLIMB INITIATED FROM THE AIRSPEED/ALTITUDE EXISTING AT FIRST RECOGNITION OF ENGINE FAILURE (60 PERCENT RPM ) • 60 SECONDS ASSUMED AFTER THROTTLE ADVANCE TO ACHIEVE USABLE THRUST • OJ = 0-50 • LG ..~ ~ ~ "II1II 10 I ::. " • n ~ . w INITIAL AIRSPEED .. <> Figure 3-8.UP • DESCENT AIRSPEED IS 170 KIAS I.: g o ~ o w " " E ~ 5 ~ ~ o .JFS RUN LIGHT ONI • AIRSTART INITIATED WHEN RPM REACHES 2 ~O PERCENT (10 SECONDS AFTER INITIATION OF DIVE OR ZOOM ) . 1_1154. ~ ~ ~ ~ ~ ~ ~ ~ ~~ &.

Jettisoning stores reduces altitude loss during an airstart and improves glide ratio during a flameout landing. If the zoom climb results in an altitude between 5000-10. primary consideration should be given to preparing for ejection. must be considered in determining whether to try an airstart. for which the throttle is advanced from OFF to IDLE as rpm is decreasing between 40-25 percent. if available. stores will not jettison. air::. The secondary option is a JFS-assisted airstart which differs from a spooldown airstart in that once the JFS RUN light is on. there is sufficient time for a UFC airstart attempt prior to switching to BUC. Above 10. then all attention should be directed toward successful interception of an appropriate flameout landing pattern key position. Do not confuse a low oil pressure indication due to windmilling rpm as an oil system malfunction. IWARNING I ~ ~. NOTE 2. jettison stores as soon £1:. As much as 350 knots or more may be required to prevent rpm from decaying below 15 percent. The most important is engine rpm. rpm spooldown rate can be decreased with increased airspeed. Under normal conditions the JFS will motor the engine at a minimum of 22 percent. The primary option is a spooldown airstart. If this situation occurs and the aircraft is not within gliding distance of a suitable landing field. Upon reaching a proper key position. Below 15 percent. a 50-degree dive angle or greater should be established to accelerate to 450 knots. [ID 2000 pounds). weather. if the throttle is advanced from OFF to IDLE after rpm goes below 25 percent. 3. The recommended spooldown airspeed is 250 knots minimum for either UFC or BUC. Stores . or eject. There are two airstart options available in either UFC or BUC.7. respectively.Jettison (if required). There are critical requirements which apply to any airstart attempt (UFC or BUC).. Factors such as altit ucie. light-off may not occur before rpm decreases through 15 percent. Oil pressure is directly related to rpm. 400-450 knots for 20-25 seconds may be required to regain 15 percent. Refer to figure 3-9.possiblp to aid in gaining or sustaining altitude and lnaneuver toward a suitable landing field.h a flameout landing. If the zoom climb results in an altitude below 5000 feet AGL.'.. Perform BUC airstart (if altitude permits). This attempt will be in BUC. there is probably time for one airstart attempt prior to minimum recommended ejection altitude. In that case. etc .~~~ I ~ 1.''''~'ZF'' AIRSTARTS ~W200 I ~ ~ ~ ~ ~ If required. If the engine has seized due to an oil system I malfunction or flamed out due to fuel starvation or mechanical fail ure. If low altitude engine failure or flameout occurs: 1. the main fuel pump does not supply sufficient fuel to effect an airstart and engine ignition is not available. airspeed can be reduced to achieve maximum range or maximum endurance (200 or 170 knots.peed. do not delay ejection below 2000 feet AGL. all attention should be directed toward a successful landing.. Zoom. During a spooldown airstart.000 feet AGL.000 feet AGL. If stores jettison is attempted after main generator drops off line but before EPU generator powers the SMS (approximately 5 seconds delay). a flameout landing or ejection is required. If a suitable landing field is within gliding distance. In general. plus 5 knots per 1000 pounds of fuel/store weights over ~ 3000. accompli:-. If rpm is allowed to drop to near zero.~~~~~~~~~~~ .e. there will probably be insufficient time to achieve an airstart prior to minimum recommended ejection altitude.

----I I. 1 F-16X-1-0032X @ - - Figure 3-9.8 - O~------~~--~~------~~------~------~------~------~ o 0..000 LB eNO WIND = 50 POINT B TO SL 9 MINI --....O..IIIIIIIIIIIIIIIIIIIIII~ T.....4 0.. = 48 NM A ...6 0.2 1.. o 'I'" o 30 o MIN KIAS (WITH JFS RUN LIGHT OFF) UFC-250 BUC-250 UFC AIRSTART ENVELOPE ~/_ _ ~ BUC AIRSTART / ~ I_ - - w C ENVELOPE KIAS ...... ~---MARGINAL 10 I MIN KIAS I (WITH JFS I RUN LIGHT I ON) ____.. ". 1 F-16A-1 Engine RPM and FTIT Response During Spooldown and A irs tart CONDITIONS: e DRAG INDEX = 0 e KIAS 250 ENGINE F100-PW-200 e GW = 17.~~~~~~~~~-------375 . w w .. A 3O-degree dive to descent KIAS is used to approach the airstart envelope (Point A to B).2 1.. 30° DIVE .0 1..4 MACH NUMBER OPTIMUM FLIGHT PATH DURING AN AIRSTART (TYPICAL) Engine out descent flight path maintains the aircraft in the required airstart envelope.. .:) 5 <t . (Sheet 1) Change 4 3-71 - .. 40 B ..' UFC-170 BUC-170 I I: 0... 20 ~¥....

The only way to clear a hot airstart is to retard the throttle OFF.700°C -~ a. If the second airstart attempt is unsuccessful and all parameters were within limits..O.~""""""""""~ __ T. retard the throttle to OFF and initiate a BUC airstart. (Sheet 2) 3-72 Change 1 ~ . THROTTLE IDLE --=-~---------- 1 AIRSTART THROTTLE OFF STABILIZED IDLE THRUST :e I 60 40 20 I 90 100 110 120 ------1---- IDLE a:: o~--~----~--~--~----~--~----~--~--~----~--~--~ o 10 20 30 40 50 60 70 TIME .. increase airspeed within limits and then attempt another UFC airstart.SECONDS 80 ENGINE RPM AND FTIT RESPONSE DURING A HOT AIRSTART FOLLOWING A HIGH THRUST STAGNATION (TYPICAL) A hot airstart is characterized by FTIT reaching 800°C or above or by FTIT approaching 800°C so rapidly that there is no doubt that it will exceed 800°C. 1F-16A-l ~ Engine RPM and FTIT Response During ~ Spooldown and A irs tart ENGINE F100-PW-200 --~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 1200 1100 1000 .. The throttle should always be placed to IDLE when engine rpm reaches 25 percent regardless of all other parameters to insure light-off occurs before engine rpm decreases below 15 percent. 1 F-16X-1-0033X @ Figure 3-9.> 900 700 600 500 400 100 80 THROTTLE OFF t: l- I 800 800°C .

1F-16A-l I Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-200 I I I 1200 1000 (..) I . The lower the altitude. a BUC airstart should be attempted. At low altitude..~ THROTTLE IDLE THROTTLE OFF STARTING FUEL SWITCH RICH .". the lower the engine rpm at which the airstart hangs.~~~~~~~~~~~~~~ to. (Sheet 3) I . I I I I I I I I I I I 1F-16X-1-0034xe I I Figure 3-9. aoooe. ~ ° 800 600 400 200 100 80 60 40 20 o~--~~--~----~----~----~----~----~----~--~ 40 50 60 70 90 20 80 o 10 30 TIME .. the airstart may hang shortly after light-off.. If the airstart is still hung.. Increasing airspeed may increase engine rpm or positioning the STARTING FUEL switch to RICH increases fuel flow by 100 pph allowing the engine rpm to increase through idle.- 40% 25% ENGINE RPM AND FTIT RESPONSE DURING A HUNG AIRSTART FOLLOWING A HIGH THRUST STAGNATION (TVPICAL) A hung airstart is characterized by engine rpm hung and FTIT less than Hung airstarts usually occur in the 40-50 percent engine rpm range but may occur at any engine rpm.SECONDS ----==-::.

engine rpm and FTIT turnaround are slow. Engine rpm stabilizes momentarily after light-off and FTIT begins to increase and then decreases and stabilizes as the engine rpm increases normally to idle."T~1r~~~~~~~~~~~~ Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-200 - - 1200 1000 () o 800 600 400 200 100 80 THROTTLE OFF THROTTLE IDLE LlGHT-OFF STABILIZED IDLE THRUST I :i 60 40 20 40% a: 0.SECONDS NORMAL AIRSTART ENGINE RPM AND FTIT TIME TRACES FOLLOWING A HIGH THRUST STAGNATION (TYPICAL) Light-off occurs within 15 seconds after the throttle is advanced to IDLE. making light-off subtle or difficult to detect.1-0035X @ Figure 3-9. . 1 F-1 6X. oo ~--------------------------------------~----------~ 10 20 30 40 50 70 80 60 TIME . (Sheet 4) 3-74 Change 1 . . However.

. . (Sheet 5) .000 FEET ~ 60 I ::i 11- a: 40 20 250 KIAS 10.000 FEET 200 100 350 KIAS 10. . . . . ~IIIIIIIIIIIII~ .000 FEET 400 350 KIAS 35. . . 1F-16X-l-Q036X ® Figure 3-9. . . Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-200 1000 800 (J ° ~ ~ 600 250 KIAS 10. .SECONDS 60 RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF ALTITUDE AND AIRSPEED (TYPICAL) At low altitude.r ~ ~ ~ ~ ~ ~ ~ I' I'l'l' I'r1!l1!.000 FEET 80 250 KIAS 35. . . . .000 FEET o o I I 20 40 TIME . engine rpm decreases rapidly which decreases the time available in the airstart window (FTIT less than 700°C and engine rpm between 25-40 percent). . regardless of airspeed.

25.SECONDS 80 RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROTTLE MOVEMENT DURING AND FOLLOWING A HIGH THRUST STAGNATION (TYPICAl) Allowing the engine to remain stagnated reduces the spooldown airstart window as shown by two examples. Example 2 shows the throttle retarded to OFF when FTIT reached 1200 o e. (Sheet 6) 3-76 Change 1 . There is no spooldown airstart window since minimum engine rpm was reached before FTIT cooled below 700 o e."T. turns into a steady increase in FTIT. o 20 40 60 TIME .SECONDS ENGINE RPM AND FTIT RESPONSE FOLLOWING A HIGH THRUST STAGNATION (TYPICAU 40 20 _ _ _ _ 1_2 _ _ _ -l---~ ~ SPOOLDOWN AIRSTART WINDOW o Following a high thrust stagnation. Example 2 shows a rapid decrease in engine rpm and a momentary step increase in FTIT which. The spooldown airstart window indicates there is no significant engine turbine distress.000 FEET u ° Ii: t- I 800 ~ 600 400 200~--------~------~--------~ 800 600 400 . Example 1 shows the throttle retarded to OFF when FTIT reached 1000 oe.~!!r '" '" '" ~ ~ ~ ~ ~ ~ ~ ~ ~ - - Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F10o-PW-200 1200 1000 1200 1000 CONDITIONS: .250 KIAS . Example 3 shows a rapid decrease in engine rpm and an immediate drop in FTIT of up to 200 0 e as a result of momentary main combustor blowout. Light-off always reoccurs within a few seconds causing FTIT to rise rapidly. engine rpm rapidly decreases and FTIT varies within the initial few seconds as shown by three examples. Example 1 shows a rapid decrease in engine rpm and steady increase in FTIT. 1-THROTTLE OFF 1000°C 2 -THROTTLE OFF 12000C Ii: t- I 2 100 200 80 I "II :I 100 60 80 40 20 60 THROTTLE ADVANCE AT 250/. 1F-18X-1-OO37xe Figure 3-9. RPM REQUIRED B: o~--------~--------~--------~ o 10 20 30 TIME. within a few seconds. Possible engine turbine distress may affect airstart success.

.1000°C. .. example 2.. . ..000 FEET ° 800 I . ..-----------. 1F. . . . Example 2 shows the throttle retarded to OFF when FTIT reached 1000°C. However. Example 1 shows the throttle retarded to OFF with engine rpm below 60 percent and when FTIT reached 900°C. . 1F-16X-1-D038X® Figure 3-9. Engine rpm decreases at the same rate regardless of FTIT response.1 Engine RPM and FTIT Response During Spooldown and A irs tart ENGINE F100-PW-200 1200 1000 (J 1200 1000 CONDITIONS: . . engine rpm decreases while FTIT increases. . There is no spooldown airstart window.. . .1". ~ I CC 60 40 20 a.SECONDS RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROTTLE MOVEMENT DURING AND FOLLOWING A LOW THRUST STAGNATION (TYPICAL) Allowing the engine to remain stagnated reduces the spooJdown airstart window as shown by two examples. .THROTTLE OFF 2 200~----------------~----------------~----------------~ 400 200 900°C 2 -THROTTLE OFF 100 80 100 80 I a:: 60 40 20 01. . . FTIT following a low thrust stagnation often levels off at 800°C . The spooldown airstart window is shown above. . . . . . . t: 600 400 ~ ~ 800 t: ~ I 600 1 .16A. .IIIIIIIIIIIIIIIIIIIIII~ T.. 1 [ AIRSTART WINDOW o I o I I 20 I I 60 I I 80 I I 100 40 TIME .---------------' o 10 20 30 TIME SECONDS THROTTLE ADVANCE AT 25% RPM REQUIRED a. The operations are the same as those in RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROTILE MOVEMENT DURING AND FOLLOWING A HIGH THRUST STAGNATION. . (Sheet 7) Change' 3-77 . ~ ------- 40% 1 I --~-1 2----SPOOLDOWN 25% ENGINE RPM AND FTIT RESPONSE DURING AND FOLLOWING A LOW THRUST STAGNATION (TYPICAL) During a low thrust stagnation. . The rate at which engine rpm decreases and FTIT increases varies with altitude and airspeed. o.250 KIAS • 25. .

an airstart may be attempted.). During any low altitude airstart attempt.000 feet). The throttle should be 3-78 Change 4 ~ . ~ ~ IIrr.000 feet may exhaust EPU fuel prior to landing. dive at approximately 30 degrees to gain or maintain 300 knots minimum (250 knots minimum below 30. ~ ~ . High Altitude Airstart Considerations I PW200 I Due to the limited time available and the rapid rpm spooldown rate at low altitude. etc. Once established. Time constraints due to EPU fuel Refer to figure 3-9... and airspeed) are met and the start is unsuccessful. With the JFS running. This action should insure that light-off occurs prior to 15 percent rpm... Unless required to recover rpm from below 15 percent. As the engine rpm increases to near 15 percent. turn the JFS on. Below approximately 10.000 feet is required to regain 15 percent engine rpm. airspeed can be reduced to achieve maximum range or maximum endurance. ~ .000-18.000 feet. These parameters can usually be achieved by maintaining 300 knots minimum above 30.. EPU fuel consumption is also reduced. 1 F.. Once the JFS RUN light is on. higher airspeeds do not significantly affect the rpm spooldown. High temperatures may result if the airstart is initiated before the FTIT is allowed to decrease below 700°C or if an airstart is attempted with the STARTING FUEL switch in RICH.1 . perform a BUC start below 25. A maximum range or maximum endurance glide from above approximately 35.16A. If it appears that engine rpm will drop below 25 percent. Do not delay ejection below 2000 feet AGL unless the engine is producing thrust capable of sustaining level flight or safely controlling the sink rate or unless a flameout landing can be accomplished. ~ ~ ~ ~ ~ ~ ~ ~ ~ Once at 450 knots. If airstart airspeed is not maintained.000 feet MSL at 200 knots and zero engine rpm.000 feet. If the throttle is retarded to OFF to clear a stall/stagnation. airspeed during a UFC airstart without the JFS RUN light on should be at or just above 250 knots.. airspeed may be reduced to achieve maximum range or maximum endurance. Note that airspeed can be reduced to less than 250 knots after a JFS RUN light is confirmed. 16. At high altitudes.. Following a zoom climb.. therefore. Generally. Advance the throttle to initiate the airs tart before rpm goes below 25 percent regardless of FTIT indication. it may thermally seize after which it will not rotate even with high airspeeds or by engaging the JFS. Start the JFS immediately after advancing the throttle (if airspeed is below 400 knots). Airstart . To perform a UFC airstart. they provide the best tradeoff between the rate of rpm spooldown and loss of altitude. If the JFS RUN light is on. consumption must be considered. rpm decreases rapidly regardless of airspeed and remains between 40-25 percent for only 5-10 seconds. If a BUC airstart without the JFS RUN light on is anticipated. Activating the JFS above 20. Low Altitude Airstart Considerations IPW200 I I To meet these requirements. If all UFC airstart parameters (rpm. rpm should be closely monitored. At low altitudes. do not become tempted to establish a maximum range or maximum endurance glide. rpm decreases at a faster rate. available time may be reduced to the point that an airstart is not possible. however.000 feet MSL is prohibited since successful JFS start/motoring of the engine is unlikely and the brake/JFS accumulators will be depleted. constantly evaluate AGL altitude relative to airstart success.~""""""""""~ 10. airspeed may be reduced to best range or best endurance airspeed. the dive angle may be reduced to approximately 20 degrees to maintain airspeed. approximately 5-10 degrees of dive should maintain airspeed. When below 20. an airs tart should be initiated at 40-25 percent rpm with FTIT below 700°C. plan to arrive at 250 knots without JFS confirmed running or with tower shaft failure. airspeed must be 250-375 knots. advance the throttle from OFF to IDLE when airstart conditions are met. increase airspeed if feasible and advance the throttle to initiate the airstart even if FTIT is above 700°C. If the dive is started from 20. IF-16A-l-l. After the JFS RUN light is on (and tower shaft failure has not occurred). The first consideration should be an immediate spooldown airstart attempt even if the engine failed for no apparent reason. however. High temperatures during airs tart may cause a stagnation.UFC IPW200 I I ~ ~ ~ ~ ~ ~ ~ ~ ~ Refer to figure 3-9. figure AS-3. The second requirement is engine temperature. the rpm decreases rapidly and the FTIT begins to decrease. If the engine is allowed to stop rotating. . higher airspeeds increase start reliability by slowing rpm spooldown which allows the FTIT to decrease more rapidly. If a higher airspeed is maintained or an attempt is made to gain airspeed to delay the rpm decay. These airspeeds do not maintain rpm above 15 percent.000 feet or 250 knots minimum below 30..000 feet MSL..) At least one UFC start should be attempted.O. some additional considerations are required. Unless an airstart is obviously impossible (total lack of fuel.000 feet MSL. FTIT. (Refer to T. engine seizure.

O.~:OOO If it appears rpm will go below 25 percent. [ID 2000 pounds) with the JFS RUN light on.As required..witch does not relatch in either ~tlrt p(Jsition while the JFS is spooling down. Do not confuse this slow acceleration with a hung start. 250 knots below 30. rpm hung and definitely stabilized below 60 percent). position the STARTING FUEL switch to RICH. position the STARTING FUEL switch to RICH for 5 seconds..16A. 1F. the JFS . To accomplish a UFC airstart: 1. A hot start will probably occur. such as low altitude or events which indicate a UFC airstart will not be possible. Airspeed . .000 feet. If a hung start occurs (stabilized FTIT below 800°C. If it appe3rs that engine rpm will drop below 25 percent. If a second hot start occurs or if conditions dictate.OFF. and the throttle must again be retarded to OFF.000 feet AGL to reduce rpm spooldown rate (in case of JFS failure). the throttle must be advanced to IDLE to preserve rpm regardless of FTIT or airspeed.000 feet. respectively. do not reattempt a JFS start until the brake/JFS accumulators have time to recharge.:. maintain a minimum of 170 knots plus 5 knots per 1000 pounds of fuel/store weights over [ru 3000...000 feet MSL and below 400 knots immediately after advancing the throttle to IDLE to initiate the spooldown airstart. If the hung start continues. increase airspeed (if possible) and attempt another UFC airstart. it may take up to 1 minute for 1ight-off and acceleration through idle.. turn the JFS off. Increasing rpm is normally the first indication of an airstart.'" When the airstart is completed. attempt another UFC airstart when inside parameters. If a hot start occurs and UFC airstart parameters were not met and maintained. increase airspeed to a maximum of 400 knots.rcent with FTIT below 700°C: ~ G:!!!!~ ~~ . If a hung start still persists... ~~ ~ ~ If maximum gl:::E range is not a factor.~ 4.. ~ Cycle the EPU switch to OFF and then back to NORM ~ and verify that STARTING FUEL switch is in AUTO~ ~ LEAN. consider maintaining 250 knots above 10. Start the JFS below 20. ~ ~ ~ ~ ~~ 111.~ ~ 111.1 maintained in OFF for a few seconds even if rpm and FTIT are within airstart limits to allow the stall to clear. Recharging begins 3-4 seconds before the JFS RUN light illuminates or 30 seconds after selecting a start position (in the event of a JFS failure to run)... When the throttle is advanced to IDLE. The light-off is subtle since rpm and FTIT turnaround are very slow. Allow 1 minute of engine rotation (either windmilling or JFS assisted) at 12 percent rpm or above to insure that the brake/JFS accumulators are fully recharged. ~ ~enT::t::e4~-:. Engine acceleration may be slow around 40-50 percent rpm during the airstart attempt. FTIT should decrease rapidly when throttle is 0 FF. Change 13 ~~ ~~ ~ ~ ~ 3-7~ ~ . However.000 feet AGL with the JFS RUN light on (where only one airstart attempt is likely).. It is possible to complete the spooldown before the brake/JFS accumulators are recharged if the JFS ran for only a short time. o J:~::~~::S:::::T . :::::e. If no light-off occurs after 5 seconds in RICH. Below 10. Spooldown from full gov~rned spe~d takes approximately 17 seconds. If a light-off is not attained in 15 seconds. If the JFS stops running or fails to run within 30 seconds.. verify that the throttle is OFF.. Maintain a minimum of 300 knots above 30. The JFS switch must be cycled to OFF and then to START 2 to reinitiate a JFS start. FTIT will probably be well below 700') C when the throttle is retarded to OFF. If a hot start occurs (FTIT above 800°C) and UFC airstart parameters were met and altitude is still sufficient. In the event of a . retard the throttle to OFF and initiate a BUC airstart. rpm is preserved permitting a subsequent airstart within parameters.:. plus 5 knots per 1000 pounds of fuel/store weights over [ru 3000. retard the throttle to OFF and initiate a BUC airstart. From the time the throttle is advanced from OFF. ~ ~ . Recharging begins regardless of JFS switch position. Do not rush the airstart attempt. Throttle .~"""""""""'" S T. . rpm and FTIT may continue to decrease until engine light-off occurs which takes up to 15 seconds. move the throttle to OFF and initiate a BUC airstart. n.JFS :'lhutdo\'. 1!l2000 pounds. 2. If FTIT does not decrease rapidly. If the airstart attempt is not due to a stagnation. III. IVlaintain maximum range or maximum endurance airspeed (200 or 170 knots. advance the throttle to IDLE feet MSL and below 400 knots.

The JFS switch does not relatch in either start position while the JFS is spooling down. Initiate AIRSTART . If altitude is still sufficient: Visually confirm the stores have jettisoned and jettison again if required.HOT (UFC).NOTE IWARNINGI • If the . there may be insufficient time to perform an airstart prior to minimum recommended ejection altitude. this section. • If the JFS RUN light does not illuminate or goes off once illuminated. the minimum airspeed is 170 knots 3-80 Change 13 . EPU switch . this section. During a BUC airstart. the JFS should be started anytime during the airstart sequence if the altitude is less than 20. this section. Refer to FLAMEOUT LANDING. @) If only AlJX flag is in view. 11. this section.000 feet MSL. Stores . Once the JFS RUN light is on. Airstart . If warning flag(s) is in view. Initiate AIRSTART .OFF. Ifhot start: FTIT above BOO°C.OFF. To preserve rpm. pitch and roll attitude information is likely to be erroneous due to INS autorestart in the attitude mode when other than straight and level. JFS switch . Airspeed . I WARNING I Insure the second start is accomplished in parameters. un accelerated flight conditions existed.RICH (5 seconds). If engine does not respond normally after airstart is completed: 10.JFS switch to OFF and reattempt START 2 when the brakel JFS accumulators are recharged.Jettison (if required). If stores jettison is attempted after main generator drops off line but before EPU generator powers the SMS (approximately 5 seconds delay).BUC. refer to TOTAL INS FAILURE. 9. this section.000 feet.JFS switch is erroneously placed to START 1.Increase (400 knots maximum). ADI . place the .OFF.BUC I PW200 I 12. 13. When start is completed: Observe EEC off operating limits. Go to AIRSTART .BUC. STARTING FUEL switch . Ifbelow 10. EPU/HYDRAZINE 5. For a BUC airstart. 14. NOTE Airstart . STARTING FUEL switch . IWARNINGI Below 5000 feet AGL. then NORM.000 feet AGL or a second UFC airs tart is unsuccessful: If hung start persists: 7. airspeed must be 250-375 knots with altitude below 25. stores will not jettison.Check for presence of OFF andlor AUX warning flags. Refer to ACTIVATED LEAK.UFC. 2. If hunglno start persists: 8.Hot (UFC) I PW200 I If a hot start occurs: 1. Increased airspeed (400 knots maximum) may improve airstart capability. engine airflow (related to airspeed) and fuel flow (regulated manually by throttle) are critical to prevent an overtemperature and subsequent stagnation. 2. If hun gino start: 6. If engine responds normally: 10.AUTO LEAN. leave it there. Throttle . this section. this section. Reinitiate AIRSTART .

NOTE ~ A successful BUC airstart is not possible without ~ pilot assistance.1 plus 5 knots per 1000 pounds of fuel/store weights over [!] 3000. the engine will probably light off. The best option is to insure the throttle is carefully advanced around the IDLE detent without allowing it to advance above IDLE. . It is possible to complete the spooldown before the brake/JFS accumulators are recharged if the JFS ran for only a short time. Th initiate the airstart. If it appears that FTIT will exceed these values.. The best indication of a light-off is a slow leveling of rpm or an rpm increase. . The STARTING FUEL switch must be in AUTO LEAN or RICH. 2000 pounds. . This may be prevented by insuring that the throttle is advanced to IDLE and not above. in addition to the 5 seconds required for fuel to drain. or waiting approximately 5 seconds in OFF prior to advancing the throttle to IDLE. In some cases (such as after a stagnation) where FTIT may be relatively high when the engine lights off. continue to very slowly advance the throttle until it does occur. Since fuel flow is directly controlled by the throttle. . . even momentarily. If rpm is unreliable (e. . Place primary emphasis on controlling the throttle movement to produce a steady rpm increase and carefully monitor FTIT. then continue the throttle advance. . do not reattempt a JFS start until the brake/JFS accumulators have had time to recharge. . If the throttle was in OFF for less than 5 seconds prior to being advanced above IDLE. . When the throttle is advanced to IDLE.) Advance the throttle to IDLE when rpm is 40-25 percent and FTIT is below 700°C. Rapidly advancing the throttle in an attempt to achieve these FTIT values will probably result in a hot airstart.o. (If the switch is in LEAN. . even momentarily. After rpm begins to stabilize. . This action is critical to increase the stall margin and significantly increases the probability of a successful airstart. . a concentrated effort is required to insure that throttle movement is slow and deliberate. slowly advance the throttle to maintain a steady rpm rise similar to a normal UFC airstart. Change 1 3-81 __ . however. The throttle can be advanced to IDLE above 25. If the JFS stops running or fails to run within 30 seconds. tower shaft failure). It may take up to 15 seconds to obtain a light-off. Allow 1 minute of engine rotation (either windmilling or JFS assisted) at 12 percent rpm or above to insure that the brake/JFS accumulators are fully recharged. .000 feet to preserve rpm. stagnation. If light-off does not occur in 15 seconds. 1F-16A. As long as rpm continues to increase at a steady rate and FTIT does not rise rapidly. etc. Depending on the type of failure that necessitated a BUC airstart (flameout. .000 feet (below 15. Do not retard the throttle unless aborting the airstart. . If the throttle is advanced immediately after light-off. FTIT may remain fairly constant in the 500°-600°C range. a minimum of 30 seconds is required to advance the throttle from IDLE to BUC IDLE (based on gliding at 250 knots or less). stop advancing the throttle and wait for FTIT to stop increasing. continue advancing the throttle. an engine stall may occur which will preclude a successful airstart since rpm will not accelerate past approximately 45 percent. Mter light-off. temperatures as high as 600°C may be required to achieve normal acceleration and starting times). Waiting may not be practical since. . . Spooldown from full governed speed takes approximately 17 seconds. . . FTIT may begin to rise either before or after rpm. The greatest stall margin and probability of a successful airstart result if airstart actions are based on rpm increase rather than FTIT. rpm and FTIT may continue to decrease for a brief period.).g. Recharging begins 3-4 seconds before the JFS RUN light illuminates or 30 seconds after selecting a start position (in the event of a JFS failure to run).IIIIIIIIIIIIIIIIIIIIII~ T. an additional 10-15 seconds is required to fill the fuel manifolds to reinitiate the airstart after the throttle is advanced to IDLE. The BUC light-off is more subtle than in UFC due to lower minimum fuel flow. . FTIT does not normally exceed 500°C above 15. . Recharging begins regardless of JFS switch position. A BUC airstart takes approximately 15-30 seconds longer than a UFC airstart. . rm aircraft must be flown into the BUC start envelope before further advancing the throttle.. The JFS switch must be cycled OFF and then to START 2 to reinitiate a JFS start. but the .411 . . .000 feet. In the event of a JFS shutdown. retard the throttle to OFF and select BUC (BUC caution light illuminates). excess fuel flows into the engine and a hot start will probably occur. the JFS switch does not relatch in either start position while the JFS is spooling down. Throttle movement in and out of OFF and movement past the BUC IDLE detent require ~ pilot assistance. . stop any throttle movement and allow rpm to increase and begin to stabilize (approximately 10 seconds). it may stagnate as the throttle is advanced near the BUC IDLE detent. FTIT must be used. .

g. pause. consider maintaining 250 knots above 10. 1 F-16A-l At the backside of the BUC IDLE detent. ~ ~ ~ ~ ~ ~ ~ FTIT should decrease rapidly when throttle is OFF. If at anytime during the start FTIT exceeds 800 ° C or rpm stops increasing as the throttle is advanced (stall/stagnation). tower shaft failure).START 2 below 20. If valid rpm is not available (e. respectively..000 feet AGL with the JFS RUN light on (where only one airstart attempt is likely). however. 5. ~ ~ ~ Throttle . • I . retard the throttle to OFF and reinitiate the airstart if altitude permits. After the airstart is complete. Do not reduce the throttle to BUC IDLE until landing is assured. Indicated rpm will remain 30-50 percent as long as the JFS RUN light is on. engine thrust. may add excess fuel to the engine which will probably result in a hot start. ~. ~ ~ ~ ~ ~ ~ When rpm is 40-25 percent with FTIT below 700°C: 4. After engine light-off. lm 2000 pounds) with the JFS RUN light on. Maintain a minimum of 250 knots since the JFS is not assisting engine rotation.~""""""""""~ ~ 10. Once past the BUC IDLE detent. Rate of rpm increase may slow down slightly while passing the detent.BUC. 2. NOTE The proximity of the EEC BUC switch to the JFS switch makes the JFS switch susceptible to being bumped to OFF when selecting BUC. ~ ~ r:ru ~ EEC BUC switch . Throttle . throttle movements must be smooth and slow. ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ • If it appears rpm will go below 25 percent. • Advancing the throttle above IDLE. if FTIT reaches 500°-600°C prior to reaching BUC IDLE. Do not shut the JFS off since the JFS is all that is providing fuel pressure. NOTE During landing in BUC. however. Airspeed . verify that the throttle is OFF. however. After restarting. cycle the EPU switch OFF and back to NORM and turn the JFS off unless indicated rpm is below 60 percent with adequate thrust. plus 5 knots per 1000 pounds of fuel/store weights over ~ 3000. use the above technique to judge how fast to advance the throttle.OFF. After the airstart is complete.IDLE. 3. Below 10. Advance the throttle slowly to produce a steady FTIT increase.000 feet AGL to reduce rpm spooldown rate (in case of JFS failure). Continue advancing the throttle just as before and monitor FTIT (FTIT is more sensitive to throttle advancement during this phase of the airstart).000 feet. fuel flow. normal FTIT limits apply. and FTIT should be normal for BUC operation. throttle response. use the same rate of throttle advancement until reaching 80 percent rpm minimum above 15. [ID 2000 pounds. do not be tempted to advance the throttle faster. The EEC BUC switch should not be moved out ofBUC after landing in an attempt to open the nozzle and decrease thrust since this may result in reoccurrence of the original malfunction.000 feet MSL and below 400 knots. the throttle should be slowly and smoothly advanced from IDLE to BUC IDLE over a 30-45 second period. Maintain maximum range or maximum endurance airspeed (200 or 170 knots. NOTE If maximum gliding range is not a factor. To accomplish a BUC airstart: 1. even momentarily. idle thrust is higher than normal.000 feet and 70 percent rpm minimum below 15. however.250-375 knots. Throttle may be used as required in the landing pattern. 3-82 Change 4 JFS switch . the airstart is more difficult to control. advance throttle to IDLE regardless of FTIT or airspeed. then rotate the throttle outboard to reduce resistance (the throttle can be pushed through the detent. If FTIT does not decrease rapidly. set the throttle to sustain level flight (about 80 percent rpm or 700°C FTIT without valid rpm indication). this will probably result in a rapid throttle advancement and a hot airstart). maintain a minimum of 170 knots plus 5 knots per 1000 pounds offuellstore weights over [!] 3000.

leave it there. a hot start may result. and then continue the throttle advance.. • If the JFS RUN light does not illuminate or goes off once illuminated. ~~~~. • Total time to advance the throttle from IDLE to BUC IDLE will be a minimum of 30 seconds.OFF. place the JFS switch to OFF and reattempt START 2 when the brake/ JFS accumulators are recharged.000 feet or 600 a C below 15.. engine may stall. 13.AUTO LEAN or RICH.1I'I'I'I'I'I'I~ ~ ~ ~ ~ ~ ~ ~ . precluding a successful airstart since rpm does not accelerate past approximately 45 percent. Reinitiate BUC airstart. refer to TOTAL INS FAILURE. FTIT should not l'xceed 500 C above 15."~'~ I~r~~i~v~~. JFS switch . EPU switch . If the throttle is rapidly advanced to obtain these FTIT's.Advance slowly to produce a steady rpm increase (without valid rpm indication.I. The JFS switch does not relatch in either start position while the JFS is spooling down.OFF.Pause. this section.g. I l l r 1 o. stop throttle advance. Throttle .I oA. maintain throttle at IDLE until BUC airstart envelope is entered.1 ~ NOTE • If the JFS switch is erroneously plaCt'd to START 1. wait for FTIT to stop increasing. ADI . • Advance the throttle slowly and smoothly to the backside of the BUC IDLE detent to produce a steady rpm increase similar to a normal UFC start. If warning flag(s) is in view. • Pause (2-3 seconds minimum) at the backside of the BUC IDLE detent to allow FTIT and rpm to stabilize.Check for presence of OFF and/or AUX warning flags. Allow rpm to increase and begin to stabilize (approximately 10 seconds).g. STARTING FUEL switch . If FTIT reaches these values. Do not turn JFS or EPU off if indicated rpm is below 60 percent with adequate thrust (e. Do not use FTIT as an indicator of engine light-off unless rpm is obviously invalid (e. r ~ ~ ~ When at the backside of the BUC IDLE detent: B. • Monitor FTIT during the start. If light-off does not occur within 15 seconds. 6. Throttle . For a hot start (FTIT above BOOaC) or for a stall/stagnation: 9.OFF. 10. 12. the ~ ".1. tower shaft failure). 1F .000 feet and/or above 375 knots. monitor FTIT). then rotate the throttle outboard and advance slowly into BUC IDLE. As rpm begins to stabilize: 7. If the throttle is advanced earlier. • If above 25. NOTE After light-off: NOTE Light-offis indicated by a slow leveling of rpm or an rpm increase. then stop all throttle movement. and smoothly advance past the BUC IDLE detent. very slowly advance the throttle until it does occur. Mter usable thrust is regained: Throttle .000 feet. 14. 11. rotate outboard. then NORM. tower shaft failure).

ag IS I? VI~W.0. The ejection decision should be based on visual and/or cockpit indications that the fire is persisting. decrease altitude. . To increase aerodynamic loading. If the EPU run light is off. turns should be avoided as they decrease the amount of time/altitude available to successfully recover engine performance or prepare for ejection. If below the minimum recommended ejection altitude and below 350 knots. Unless a suitable airfield is within gliding distance. and increase throttle setting. • Maintain 80 percent rpm mInImum above 15. Above 350 knots. Generally. verify that the EPU run light is on to insure that the EPU has started. If within gliding distance of a suitable runway. Sufficient time should exist to analyze the situation and make an ejection versus land decision. . increase airspeed above 250 knots. • An SFO is not recommended with the engine operating satisfactorily in BUC. d 15 . primary concern should be to trade excess airspeed for altitude in preparation for ejection. If an engine malfunction is suspected. h d on. this section. the initial reaction should be to trade excess airspeed for altitude. PItc an roll attItude InformatIOn IS lIkely to ~e erroneo. EPU/HYDRAZINE Engine Fire I PW2201 17. is generally defined as 10.000 feet or 700°C FTIT minimum with tower shaft failure until landing is assured. jettison stores as soon as possible.000 feet and 70 percent rpm minimum below 15. ENGINE MALFUNCTIONS I PW2201 The EDU compares expected versus actual engine operation. or engine instrument fluctuations are usually indicative of a serious engine problem.attItude mode when other than s~ra1ght ~~d lev~l. Do not exceed 96 percent rpm. the first indication of fire in the engine compartment is the ENG FIRE warning light. Abnormal fuel indications (quantity/flow) may also be present. this section. Th ro ttl e . No action is required for an engine MFL at anytime during a flight. • If nozzle is open greater than 50 percent while in BUC. engine failure may be imminent.000 feet AGL or below. Immediate action should be taken to reduce thrust to the minimum practical level after attaining safe ejection parameters.us due to INS autorestart m the .~""""IIIIII~ ~ T. • Refer to Section V for BUC operating limits. usmg a 3g pu 11 up to 30 -d egree cl' b untl'1 1m approaching the desired airspeed (use approximately 50 knots lead point) and then initiating a zero-g pushover. 16. vibrations. for engine malfunction purposes.A s reqUIre . The purpose of the EDU MFL is to provide maintenance personnel with an early indication of an engine condition which requires correction. un accelerated flIght condItlons eXIsted. After landing in SEC. If appropriate. Low altitude. position the EPU switch to ON. FTIT probably will not be higher than normal. Explosions. • Use 5 seconds minim urn for throttle movements between BUC IDLE and MIL or MIL and BUC IDLE. Optimizing the exchange of airspeed for altitude must be a priority action for any engine malfunction. more time is available by performing a zoom climb . . there may not be sufficient aerodynamic loading for the nozzle to close. Refer to ACTIVATED LEAK. Below 350 knots and above the minimum recommended ejection altitude. . • AB operation is prohibited in BUC. consider minimizing taxi distance and consider following HOT BRAKES procedures. Cockpit indications include continued illumination of the ENG FIRE warning light and subsequent illumination of FLCS status lights/degraded flight controls or subsequent loss of either hydraulic system.. . y .1F-16A-l ~ I @ If WAR N IN G I 1 AUX fl . Land as soon as possible. Idle thrust in SEC during ground operation is approximately twice that in PRI. For any situation where automatic activation of the EPU is relied upon. • Avoid rapid throttle movements. more time is available by performing a constant altitude deceleration to the desired airspeed. consider shutting the engine down.

IWARNING I If the EPU was activated for the FLCS Climb. External fuel cannot be transferred in OFF or RAM.OFF (if feasible).100%. These fires are the result of portions of the nozzle failing which allows the AB plume to burn through the nozzle. the nozzle position indications are normal. Since this fire is likely to be contained within the engine. Since these fires are aft of the detection circuit. If the EPU was manually turned on. the g-suit and PBG is disabled. AIR SOURCE knob . Determine if fire detection circuit is functional.Minimum practical. and flight controls. If OVERHEAT caution light illuminates: 1. the EPU should be turned back on. however. and there are no vibrations or instrument fluctuations. I 6. Accomplish as many of the following as required to extinguish the caution light. FIRE & OHEAT DETECT button . FIRE & OHEAT DETECT button . Eject. the ENG FIRE warning light does not illuminate. ENG FIRE warning light may not illuminate. A failure that causes an oil leak may also result in an oil-fed fire in the AB section. Additionally. IIIIIIIIIII '" Abort. nozzle. OXYGEN . etc. At a safe altitude: 3. Fire should extinguish after throttle is retarded. If fire occurred in AB. verify the integrity of the detection circuit by depressing the FIRE & OHEAT DETECT button and land as soon as possible.IIIIIIIIIIII~~~ Fires can also occur in the exhaust nozzle area when using AB. With the ECS shut down or the AIR SOURCE knob in OFF or RAM. nozzle damage may result in lower than normal thrust. however. circuit checks bad): 4. Throttle . MLG wheel wells. retard throttle below AB immediately. 5. consider turning it off to determine if it is the source of the overheat condition. be prepared to reactivate the EPU if the battery discharge lights reilluminate and remain on for longer than 15 seconds. If takeoff is continued: 1. This action should extinguish a nozzle fire within approximately 30-45 seconds and minimize damage to the aircraft skin.Minimum practical.). speedbrakes. If on takeoff and the conditions permit: 1. WARNING I . tower. Ventilation should inhibit forward movement of the fire into and through the engine bay. Determine if fire detection circuit is functional. Throttle .Depress. nozzle damage may result in a noticeable thrust loss. Land as soon as possible. 2. ECS bay.Jettison (if required). OVERHEAT Caution Light I PW2201 Detection of an overheat condition in the engine compartment. does not inflate m Descend to below 25. " ~ . If the light goes off. BATT lights. _ _ IIIIIIIIIII '" If OVERHEAT caution light remains on (or detect circuit checks bad) and EPU is running: 3. EPU switch . If OVERHEAT caution light remains on (or detect 2. these AB-related nozzle fires are detected by someone outside the aircraft (wingman. Consider jettisoning tanks to decrease drag if range is critical and the ECS cannot be turned on for short periods of time to transfer fuel. Stores . In most cases. Maintain takeoff thrust until mInImum recommended ejection altitude is attained and then throttle to minimum practical. The fire may continue for several minutes after the engine fails or is shut down (until the oil supply is exhausted). the ENG FIRE warning light will not illuminate.OFF.000 feet and reduce airspeed to below 500 knots. Iffire indications cease: 5.~ " If fire persists: 5. If the OVERHEAT caution light remains on. or EPU bays illuminates the OVERHEAT caution light. If ENG FIRE warning light goes off: 4.Depress. When operating in AB and a fire is reported at the rear of the aircraft.

If OVERHEAT caution light still remains on (or detect circuit checks bad): 9. I WARNING I With the ECS shut down or the AIR SOURCE knob in OFF or RAM.. ~ ~ ~ ~ ~ . The EPU should be manually activated.Do not move until landing is assured. Be prepared to place the EPU switch back to ON if the engine seizes. Land as soon as possible. Plan an approach which allows a flameout landing from any position should engine seize. LG handle . 8. Monitor hydrazine use after activating the EPU.ON. 2. 5.RAM (below 25. resulting in higher than normal landing thrust. The rate of oil loss is decreased at low altitudes and low throttle settings.65 mach maximum). pressure fluctuations greater than ± 5 psi at IDLE or ± 10 psi above IDLE. the g-suit does not inflate m and PBG is disabled.. the short time remaining before loss of control may be inadequate for recognition of the EPU failure and corrective action. and then NORM to conserve hydrazine. If vibrations persist: 1.e~ ~ ~ ~ ~ ~ . ~~8~ c. Usually it is advisable to climb to a reasonable cruise altitude. Nonessential electrical equipment . If an oil pressure malfunction is suspected: 1. Land as soon as possible.TANK INERTING even if Halon is not available. (Use DN LOCK REL button if required. a pressure above 80 psi at any thrust setting. I WARNING I If LG handle does not lower. 4. if the oil malfunction is caused by an internal engine oil leak. Consider jettisoning tanks to decrease drag if range is critical and the ECS cannot be turned on for short periods of time to transfer fuel. The OIL pressure indicator can be used as an early indication of oil loss. cycle EPU switch to OFF.. 2.DN (300 knots/O.Jettison (if required). Minimize maneuvering g to minimize loads. 11. Engine Vibrations I PW2201 Some engines exhibit low frequency vibrations which are non-damaging to both the airframe and engine. otherwise. if the EPU does not start automatically when the engine seizes. Vibrations that change in intensity with throttle movement and are present across the throttle/rpm range may indicate a potential engine malfunction. Throttle . TANK INERTING switch . this section. Monitor hydrazine use. Refer to SIMULATED FLAMEOUT (SFO) LANDING and FLAMEOUT LANDING.When airspeed is reduced and cockpit is depressurized: 7. Stores . Be prepared to place EPU switch back to ON if the engine seizes.) Climbing to a higher altitude allows higher cruise airspeed and increases glide range. Once at altitude. However.Approximately 80 percent rpm. With zero oil pressure. If consumption rate is too high. If consumption rate is too high.Off.Minimum practical. The HYD/OIL PRESS warning light may not illuminate until most of the usable oil is lost. The vibrations should disappear if engine rpm is either increased or decreased. 3. Nozzle remains closed. cycle EPU switch to OFF. Oil System Malfunction I PW2201 AIR SOURCE knob . NOTE If in VMC and the ADI and HSI are not required for flight. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND.000 feet). External fuel cannot be transferred in OFF or RAM. An indication of excessive oil loss is the lack of oil pressure rise when the throttle is advanced in the IDLE to MIL range. retard throttle to approximately 80 percent rpm and do not move the throttle unless absolutely required. or by a lack of oil pressure rise when the throttle is advanced. These conditions may not occur until approximately one-half the usable oil is lost. any throttle movement may cause the engine to seize. At the first indication of an oil system malfunction. Throttle . and then NORM to conserve hydrazine. Attain desired cruise altitude. take immediate action to land as soon as possible. EPU switch . An oil system malfunction is characterized by a pressure (including fluctuations) below 15 psi at IDLE or 30 psi at MIL. the rate of oil loss is decreased at low altitude and low throttle settings. Throttle . 10. the INS should be considered nonessential.

Depress for fault recall.~:ab~:::~nec::::~~ lights ~lum~n:~::h~:. Land as soon as practical. IfCADC and ENGINE FAULT caution lights do not 4. All DEEC functions are working properly except for supersonic stall protection.AB RESET. Subsequently. 3.IFS if engine seizure has occurred or is anticipated. This action resets the DEEC and may clear the engine PFL. this section.~ IfCADC and ENGINE FAULT caution lights reset: 4.~b. • ENGINE FAULT Caution Light [8NJ tL) I PW2201 Illumination of the ENGINE FAULT caution light indicates that an engine PFL item was detected. NOTE If CA~~ra:~o: :. The AB may be partially (only segments 1 and 2 available) or completely inhibited if the light illuminates as a result of AB control signal failures. Maintain until subsonic. Throttle . • Do not start the . 3. then NORM. the ENGINE FAULT caution light illuminates but cannot be reset and that PFL cannot be displayed on the FCNP. MUX communication with the EDU is no longer possible. Starting the JFS may result in no brake/JFS accumulator pressure for the brakes.. If ENGINE FAULT caution light illuminates: 1.Retard to MIL. Refer to SIMULATED FLAMEOUT (SFO) LANDING and FLAMEOUT LANDING. FALT ACK button . AB operation may be partially or totally inhibited. FALT ACK button . 7. If ENGINE FAULT caution light resets when the fault is acknowledged: 2. PI an to fly an SFO. 6.~~'. If ENGINE FAULT caution light does not reset when the fault is acknowledged: 2. EPU/HYDRAZINE ~~::~~~~ FAULT caution light illuminates while 1.~ 6A-l ~ ~ . LESS tB ... AB operation is not affected if mach data is not received from the CADC.::~n::~~:~:~:::r~~::rcsets: If ENGINE FAULT caution light does not reset: 3. [BJ mEl AB RESET switch ..~ Land as soon as possibIE~. . if an engine PFL occurs.O. ~ ~ ~ 4.. Refer to ACTIVATED LEAK.:~c~T switch -ELEC. then AB NORM. The ENGINE FAeLT caution light illuminates as a result of either loss of signals required by the DEEC to control the AB or loss of mach number signal from the CADC to the DEEC.Midrange.~ O'vmOl • Throttle movement/rpm change may caust' engine seizure.. Refer to CADC MALFUNCTION.AB RESET. 1F.~. this section. ___________ :n:2 _':87_~ 4. Land as soon as practl'cal. s~ ~ .CIMl AB RESET switcb _ RESET. this section. [8J rn:EJ AB RESET switch . ~ ENGINE FAULT Caution Light LESS Iilli!. :UbSO.'''~'~ '"'""~""'"'-'-"'-'-'-"~~ T. while supersonic may induce inlet buzz which produces severe cockpit Retardingr:!~::~IOW MIL ~ ~ ~ ~ S sS If ENG 003 PFL is displayed or has been displayed. If ENGINE FAULT caution light illuminates when Continue normal operation.As required. ENGINE :r EN. S S ~s S S . ~ ~ ~ ~ IL~ Refer to PILOT FAULT LIST I PW2201. The PFL is not displayed if it has cleared. Throttle . this section .Depress and note PFL display(s) on FCNP. then NORM. ~ ~ 3. ~ ~ reset: ~ ~ Throttle . CADC caution light must reset before ENGINE FAULT caution light will reset.

If the SEC caution light illuminates below 15. Retarding the throttle below MIL while supersonic may induce inlet buzz which produces severe cockpit vibration and probable engine stalls. If all other engine indications are normal and the engine responds normally to throttle movement. do not retard throttle below MIL until subsonic. The transfer may be due to a DEEC malfunction. [ID3J NORM and the SEC caution light is on.000 feet MSL. the engine alternator may have failed.000 feet MSL and engine rpm is below 70 percent. an airstart may not be possible. the DEEC sensing the loss of a critical input signal to the DEEC. The com bination of stalls and an erroneously low rpm indication may be incorrectly interpreted as a stagnation. If the engine is shut down. RPM indicator failure may not cause ENGINE warning light illumination. ~ "~ ~~ ~ mini~:o~:~:: percent rpm . the engine should not be shut down. Refer to ABNOR1'vIAL ENGINE RESPONSE ~ ~ ~ :~ ~ I PW2201.~"IIIIIIIIIIIIIIIIII". If the SEC caution light illuminates while supersonic. an airstart may not be possible. Below 15. Automatic transfers to SEC after an engine alternator failure may also cause engine stalls. Routine missions should not be continued since FTIT cannot be monitored. set as required. slowly advance the throttle to achieve a minimum of 70 percent rpm. the cause is loss of power to the indicator or indicator failure. [N§ ~ Consider using the drag chute. ~~ ~ ENG CONT switch . During landing in SEC.000 feet MSL. :f SE~::~::il:n~i~:t ~~:m:::::: Wb~:::u:. ~ ~ G~~ "~ ~~~ I When subsonic or if SEC caution light illuminates while subsonic: 2. "~ TI) IF-loA-l ~ ~~ SEC Caution Light lpw2201 ~ ~ ~ ~ ~~ Illumination of the SEC caution light indicates that the engine is operating in SEC. Certain failures can cause erroneous FTIT indications above 1000°C and illumination of the ENGINE warning light.000 feet MSL. Confirm that a stagnation actually exists before shutting down the engine. or loss of power to the DEEC (engine alternator failure). Refer to figure 5-3 for throttle limitations.~on~:til subsonic. minimize throttle movement. ~ ~ "~ ~ ~ If engine is operating abnormally in SEC: 5. slowly advance throttle to achieve a 3-88 If the RPM indicator displays a zero or erroneous indication while other engine instruments indicate normal operation. maintain 70 percent rpm minimum until landing is assured. idle thrust is approximately twice that in PRI with a normal nozzle because the nozzle is closed. During landing in SEC. Loss of power to the indicator causes the ENGINE warning light to illuminate. Throttle .. ~ NORM after landing in an attempt to open the nozzle and decrease thrust. this section. FTIT Indicator Failure I PW2201 NOTE The ENG CONT switch should not be returned to ~ rn£] PRI.Verify engine responds to throttle movement. ~ ~ Below 15. 3. If the SEC caution light illuminates above 40. Land as soon as practical. AB operation is inhibited. If the ENG CONT switch is in ~ mEl PRI. IWARNINGI If the rpm indication is also zero or erroneously low. minimize throttle movement until below 40. ifrpm is below 70 percent. idle thrust is approximately twice that in PRI with a normal nozzle.SEC. Above 40.000 feet MSL. Zero RPM/Erroneous RPM Indication I PW220 I ~~ .000 feet MSL. an automatic transfer to SEC has occurred. IWARNINGI Assume engine alternator is inoperative or malfunctioning. If the engine is shut down. 4.

• If the throttle is stuck and thrust is suitable for sustained flight.houlrl bp delay. In either case. SS ~ Go to SEC CAUTION LIGHT lEW.000 feet MSL and rpm is below 70 percent. A throttle linkage problem should be suspected if throttle movements in both PRI and SEC produce either no rpm change or an rpm increase but no rpm decrease. autoaccelerationldeceleration. rotating the throttle outboard. the ('ngine alternator may have failed.a Z('I"O or (rronc'()us]y low indication aC(. a complete lack of engine response to throttle movement. NOTE In a partial thrust situation. follow the procedures of this section until the situation is corrected.i~ol. If throttle is stuck or otherwise prevented from normal movement. If throttle i~ stuck in AB. roubne missions :"hould not be continued. ::: ::. If the decision is made to manually select SEC while subsonic below 40.:::n~:ye::~ls::~:O::iCh prevents the engine from reaching normal rpm and FTIT levels when the throttle is advanced. momentary. attempts to free the throttle should be delayed until within gliding distance of a suitable landing field. attempts to I~ S • Jettison stores when necessary to increase flying time available to accomplish actions designed to restore thrust. ~"~":~''l~'~~."f'.·d unt il \\ ithin gliding distance of. or insufficient thrust. control might be regained by depressing the cutoff release." "~~"' "' "' "" ' ' '' " "~~~~ ' lfth\ RPl\I II1dic:ttor ell ~pb:. Once high key for a flameout landing is assured. slowly advance the throttle to achieve a minimum of 70 percent.f)mpanied b:. If SEC caution light is illuminated: 1. if necessary. if appropriate. The DEEC detects and automatically attempts to take corrective action for engine malfunctions. Activate the JFS and EPU and then shut down the engine as soon as landing is assured (normally high key) by placing the throttle to OFF or.an automat ic transfer to SEC (SEC caution light illuminated!. engine oscillations (either continuous. fn'0 tllP tlm. thrust available may increase as altitude decreases.ttk . Consider jettisoning stores to increase flying time available to complete actions designed to restore usable thrust and improve range in the event those actions are unsuccessful.. I~ ~ ~ ~ S IWARN'NGI • Failure to monitor sink rate and height above terrain while applying low thrust recovery procedures can result in ejection outside ejection seat performance envelope. __________ :n :9_ ~ g : _ ~ ~ ~ . this section. exhaust nozzle failure.. Land as soon as practical. For this situation or any abnormal engine response below AB.. set the throttle to midrange before positioning the ENG CONT switch to SEC..l suitable landing field. If autotransfer to SEC occurs below 15.000 feet MSL. this section. If the throttle is stuck and thrust is suitable for sustained flight. follow procedures as outlined in FLAMEOUT LANDING. This rollback is generally caused by the DEEC sensing an out-of-limits condition and may not be accompanied by a SEC caution light. placing thl' ENG COKT switch to SEC terminates AB and provides SEC MIL thrust. During landing in SEC. 250 knots approximates the airspeed at which thrust required for level flight is the lowest. the OFF position does not shut down the engine. Abnormal Engine Response I PW220! S S S S S Refer to LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE (NON-AB) I PW2201. or recurring).:. Abnormal engine response is varied and generally indicated by abnormal thrust in relation to throttle position. This action may result in partially or totally inhibited AB operation or in engine control being transferred to SEC.. turn immediately toward the nearest suitable runway and establish 250 knots airspeed. idle thrust is approximately twice that in PRI with a normal nozzle because the nozzle is closed. by placing the FUEL MASTER switch to OFF. If thrust is too high to permit a safe landing. If SEC caution light is not illuminated: 1. this section. The action taken by the DEEC may be indicated by illumination of either or both the ENGINE FAULT and SEC caution lights ~ fIB and by ENG 087 PFL being displayed on the FCNP. Sincp rpm cannot be monitored. If thrust is too low to sustain level flight. use excess thrust to climb and maneuver toward the nearest suitable airfield.

Throttle .~~~~~~~:~:. ~ NORM.[K] mEl PRI.16A. Throttle .SEC. set as required.Verify engine responds to throttle movement.. 1F. If SEC is selected while the engine is stalling. Throttle . Land as soon as possible . this section.Midrange. ~ NORM after landing in an attempt to open the nozzle and decrease thrust. If problem still exists: 3. If current SEC thrust will allow a safe landing: 11. ~ ~ ~~ "~ ~ ~ ~~ Retarding the throttle below MIL while supersonic may induce inlet buzz which produces severe cockpit vibration and probable engine stalls.MIL. if the throttle can not be retarded to MIL. ~~ "~ ~ ~~ :. Below 15. 12. Attempts to establish a minimum practical throttle setting that 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 If suitable thrust cannot be attained: 11. When landing is assured: 12. Land as soon as possible. a stagnation may occur. ~: • Transfer to SEC removes stall recovery logic.Slowly advance to minimum practical. ::. AB RESET switch . ~~ . I ~ ~ ~~ ~ Throttle . During landing in SEC. Subsonic transfers to SEC below 40. Land as soon as practical. Throttle .t:~~ ::~:h _OFF 7. ENG CONT switch . 10. Throttle . ENG CONT switch .AB RESET. sufficient thrust. ~ 3-90 Change 14 .. 13. maintain 70 percent rpm minimum until landing is assured.000 feet MSL. Stalls may be caused by the anti-ice valve failing to close at high throttle settings (above midrange).000 feet MSL should be accomplished with the throttle at midrange or above.0. ~ If in AB or supersonic: 1. ~ [f!Q] Consider using the drag chute. Transfer to SEC while supersonic should be accomplished with the throttle at MIL.250 knots (if thrust is too low to sustain level flight). transfer to SEC is permissible with the throttle in AB. Airspeed . 1. 4. Ifproblem still exists: An SFO is not recommended if engine is operating satisfactorily in SEC. Refer to NOZZLE FAILURE I PW2201. ~ • The ENG CONT switch should not be returned to [K] ill!] PRI. If suitable thrust cannot be attained or thrust is too high to permit a safe landing: 8. idle thrust is approximately twice that in PRI.1 NOTE ~ ~ "~ If current thrust will allow a safe landir 8.Minimum practical. 9.~ 1'"11111111111111~1~11~~~. then NORM.AB (if required to sustain level flight). ~~~~s~~~~: is suspected to be failed 2.

. Starting the JFS may result in no brake/JFS accumulator pressure for the brakes. the engine flames out in approximately 6 seconds. AB is inhibited. _________Ch:e: -. shut down the engine with the FUEL MASTER switch... the engine flames out in approximately 45 seconds.1' 11 above 8000 feet MSL. at IDLE. Hook switch .. When prepared to land (normally high key): Low or insufficient thrust can be caused by a failed ~ open.OFF. 3:1 ~ -. Refer to FLAMEOUT LANDING. the nozzle is likely indicated in the full closed position. ~ Do not start the JFS if engine seizure has occurred or is anticipated or if engine failure is a result of fuel starvation. too hi.DN (if required).~~~-~~~~.: ~ ~ I WARNING I Delaying engine shutdown can result in a long.:h tn !. Wheel braking is less effective due to lack of WOW and there is an increa~ed probability of a missed cable engagement. 13. ~ ~ I WARNING I The hook may miss the cable if the aircraft is not slow enough to compress the ]\ILG struts sufficiently to make WOW or if forward stick pressure is held. control might be Nozzle Failure Ll'w22!i ~ . 11.. 12. rotating the throttle outboard. 1 F-16A.. • If level flight cannot be attained by 1000 feet S . similar to a compressor stall. engine stalls. At MIL. damaged. ~ If thrust i. select SEC. The airspeed at which thrust required for level flight is the lowest is approximately 250 knots. in PRI MIL. ~ ~ ~ ~ .crmd a safl. If thrust is too low to sustain level flight. fuel flow is lower than normal.. Remain in PRI if possible. Set the throttle as required to maintain 250 knots. .. Separation of the nozzle assembly from the engine is also possible and results in low thrust. Continuous operation above 850° C in SEC is likely to result in catastrophic engine failure and fire in as little as 5 minutes. fast landing. level flight may not be possible . A failed closed nozzle results in normal thrust below AB and stalls when AB is attempted..:~r. I WARNING I s·· .' land. but rpm is stable above 60 percent. or missing nozzle or a nozzle control system malfunction.1 -.. but the nozzle may indicate full open since the nozzle actuation system is intact. IO.. S S . or low thrust. S~ regained by depressing the cutoff release. These malfunctions can result in loss of AB capability. Malfunctions of the exhaust nozzle control system may have symptoms similar to a missing nozzle. and applying necessary force.:. turn immediately toward the nearest suitable runway and establish 250 knots. above minimum safe ejection altitude or minimum safe altitude with the ENG CONT switch in PRI. Indications of a nozzle loss are as follows: • An initial loud bang or pop.. Throttle . this section. • Presence of the ENG 088 fault indicates that the DEEC has detected the malfunction and has activated logic to increase the thrust available in PRJ. Exhaust nozzle malfunctions and nozzle control system malfunctions can result in the nozzle being too far open or too far closed. The ENG 088 PFL is displayed for failed open/missing nozzle events. as it should provide a sufficient level of thrust while also maintaining safe engine operation.~ Thrust available should increase as altitude decreases. With a missing nozzle. and thrust is decreased.. Plan a flameout landing.ng: NOTE If throttle is stuck.~ 1IIr.. engine rpm is approximately 5 percent lower than normal and FTIT is approximately 250°C lower than normal. If throttle is stuck or engine does not respond.

ENG CONT switch . Stores . AB Blowout/Failure To Light I PW2201 ~ ~~ ~ ~~ "~ ~ ~ 6. ~ ~ 2. the DEEC automatically attempts to relight the AB up to 3 times. ~ ~~ ~ ~ If unable to reach a suitable landing field and level flight cannot be maintained by 1000 feet above minimum recommended ejection altitude or minimum safe altitude. T:~~~:I:~a:nr~qUired SEC should when it becomes apparent that sufficient thrust cannot be achieved in PRI. or missing nozzle is suspected: 1. IWARNING I With nozzle loss. whichever is appropriate. Plan a flameout landing. then closing.Jettison (if required). Land as soon as possible. Refer to FLAMEOUT LANDING. ~ ~ ~~ . If an AB blowout occurs and the throttle is left in AB. Land as soon as possible. If the to mamtain 250 knots in level flight above minimum recommended ejection altitude or minimum safe altitude." ~ If airspeed drops below 250 knots. 7. SEC eliminates the additional thrust and the engine protection benefits provided by the DEEC in PRI. If further AB attempts are required and the DEEC has completed all recycle attempts. An AB no-light is indicated by the nozzle failing to start open within 5 seconds of advancing the throttle to AB (nozzle remains closed or shows minimal movement). catastrophic engine failure and fire are probable with prolonged high power settings above 850°C FTIT while in SEC. after the throttle is advanced to AB. If an ENGINE FAULT caution light also occurred. this section. AB blowout/failure to light was not accompanied by an ENGINE FAULT caution light. this section. the DEEC automatically recycles the AB up to three additional times (each cycle indicated by the nozzle opening and closing). flight may be continued. damaged. Refer to FLAMEOUT LANDING. If an AB no light occurs and the throttle is left in AB. this section. then the throttle must be retarded to MIL or below and advanced to AB. 3. trade altitude to reacquire 250 knots. refer to ENGINE FAULT CAUTION LIGHT I PW2201. Do not descend below minimum recommended ejection altitude or minimum safe altitude. The nozzle loss logic holds the engine in PRI for onl~:::elected An AB blowout is indicated by the nozzle opening.SEC.MIL or below. The initial attempt and 3 subsequent no lights could take up to 20 seconds. whichever is appropriate: 5.~~<~:A~f II~IIIIIIIIIIIII'" ~ ~~ If thrust is low and a failed open. If thrust is sufficient to reach a suitable landing field: 4. ~ ~ ~ 3-90 2 Change 14 .250 knots. ~ Throttle . whichever is appropriate. Airspeed . Plan a flameout landing. A combination of no lights and blowout recycles could take longer.

Non-AB Engine Stalls I PW2201 I I ~ ~ ~ ~ climb should be initiated. If engine response at low altitude is not sufficient to maintain or gain altitude and a suitable landing field is not available. under some departure conditions. this section. If the engine stalls at low altitude. or JET B and no other abnonnal engine indication is observed. lack of throttle response. Engine Stagnation I PW2201 I If a stall occurs at MIL or below. do not advance the throttle until engine rpm is stable at SEC idle. an automatic SEC transfer. and decreases fuel flow until the stall clears. non-AB stalls can also be severe. An erratic orange-yellow flame from the engine exhaust may be present. FTIT can stabilize in the engine normal operating range of less than 980°C. This may be accompanied by a nozzle swing to full open for a few seconds and an associated temporary reduction of thrust. low intensity engine rumble or vibration. Non-AB stalls are often a symptom of a serious engine problem. Non-AB stalls may be inaudible. This is followed by an erratic flame from the engine exhaust Stagnations are usually characterized by either rising FTIT and decreasing rpm or rpm less than 60 percent and a lack of rpm response to throttle commands or illumination of the ENGINE warning light. or decreasing engine rpm. the DEEC automatically cancels AB and activates stall recovery. and hardware malfunctions. At lower thrust settings. the first indication may be loss of thrust. inlet flow distortion may induce engine stalls. an immediate if the stall is nonrecoverable. place the ANTI ICE switch to OFF. The throttle should be snapped out of AB to MIL. the throttle should be immediately retarded to IDLE which may clear the stall. During low thrust stagnation. If a stall occurs while operating in SEC. Further throttle movement should be limited to midrange or below. However. In PRI. opens the nozzle. and possible FTIT overtemp. the DEEC gradually restores thrust to the original level. Whenever a stall occurs while operating in AB. pops. steadily increase. as the DEEC activates stall recovery. If a self-recovering AB sequencing stall occurs when transitioning from region 3 while operating with approved fuels other than JP-4. Refer to NON-AB ENGINE STALLS I PW2201. This action usually clears the stall and restores nonnal operation. Stalls may be caused by an anti-ice valve failed in the open position at high thrust settings (throttle above midrange). Non-AB stalls may occur if the engine is malfunctioning. They may be characterized by bangs. A malfunction such as engine internal damage. These characteristics could be mistaken for an aircraft fire. FTIT can either spike. or even decrease immediately following a high thrust stagnation. ejection may be required. and stores jettison should be considered. If the engine auto transfers to SEC. Since FTIT can be deceptive. FTIT and NOZ POS may fluctuate in response to the stall recovery signal. control system malfunctions. A momentary nozzle swing to near full open may occur. low rpm (less than 60 percent) is generally IIIIIIIIIIIIII~ - ~ ~ ~ ~ ~ ~ ~ ~ ~ . automatic stall recovery and overtemp protection are not available. inlet flow distortion severe enough to cause engine stall is not expected. anti-ice system failed on. retarding the throttle may clear the stall. During a high thrust stall that is self recovering. the engine is safe to operate from IDLE to MAX AB. pops. or primary control system failure could result in a stall. However. Throttle reduction is appropriate as a first response to clear any engine stall. The first indication of an engine stall at high thrust settings may be a loud bang or pop. however. there will be an immediate thrust loss. They may be characterized by bangs or pops of low intensity or engine vibrations severe enough to preclude reading engine instruments. These indications are usually accompanied by bangs. Stalls may also result if rapid engine acceleration is attempted from an abnonnally low SEC idle rpm (less than 70 percent). Hardware-associated stalls may result from a failed nozzle. or FOD. the DEEC cancels the AB (if throttle is in AB range). AB-Associated Engine Stalls I PW2201 AB-associated stalls are normally accompanied by a loud bang or pop and a series of fireballs from the engine exhaust and occasionally the engine inlet. Retarding the throttle may clear the stall. low intensity or severe engine rumble or vibration. the first indication may be a lack of throttle response which may be difficult to differentiate from abnormal engine response. If the stall is confirmed. The engine should be operable with this condition by limiting throttle position to midrange or below. stalls may continue at MIL and can be severe. NATO F-40. and/or an erratic orange-yellow flame from the engine exhaust.I I I I I~~~~~~~~!!~~ ENGINE STALLS I PW2201 The three primary causes of a stall are inlet flow distortion. Further throttle movement should be limited to midrange or below. This exhaust flame should not be mistaken for an engine fire. particularly during throttle transients near IDLE. During normal aircraft operation. This exhaust flame should not be mistaken for an engine fire. AB instabilities. When a stall is sensed. causing a temporary reduction in thrust. If flight conditions permit.

. increasing FTIT. NATO F -40. If non-AB stall(s) clears: 5. ENGINE FAILURE OR FLAMEOUT I PW2201 Stalls may be caused by anti-ice valve failing to close at high thrust setting (throttle above midrange). 3.OFF when conditions permit. Engine failures can result in rpm decrease with no abnormal vibration or sound (flameout). If engine stalls occur and persist. and engine damage. Engine Stall Recovery I PW2201 If AB stall(s) clears: Throttle . Throttle . maintain throttle at midrange or below unless required to sustain flight. and normal thrust) results in no ignition for an airstart. this section. If AB stalls do not clear or stall(s) occurs below AB: NOTE • If an AB stall clears under conditions other than described in the preceding bullet.As required. 2. If inlet buzz occurs. ANTI ICE switch .IDLE. the engine is safe to operate from IDLE to MAX AB. or stable rpm with abnormal vibration andJor low thrust. • If a self-recovering AB sequencing stall occurs when transitioning from region 3 while operating with approved fuels other than JP-4. Decrease airspeed to subsonic as quickly as possible by opening the speedbrakes and increasing g. If the stalls do not clear. Throttle . INLET BUZZ I PW2201 Non-AB stalls may be inaudible. the engine must be shut down and restarted. Land as soon as possible.Midrange or below. loss of altitude.the best indication. 'If a non-AB stall clears. the throttle should be retarded to IDLE when subsonic. If an AB stall(s) occurs: 1. As soon as stagnation is confirmed. Throttle . illuminated ENGINE warning light.OFF.Snap to MIL. Once a stagnation occurs. provided no other abnormal indication is observed. NOTE Inlet buzz occurs at supersonic airspeeds if the engine control system fails to maintain adequate engine rpm when the throttle is retarded below MIL. Inlet buzz causes moderate to severe vibration within the cockpit and probably results in multiple engine stalls. Attempt further AB operation only if needed to sustain flight. Refer to AIRSTART PROCEDURES I PW2201. the throttle should not be moved until subsonic. immediately retard the throttle to OFF. rpm decrease with abnormal vibration andJor stalls. There is every reason to expect a normal airstart and normal engine operation if the engine is shut down to clear a stagnation. there is no way to recover normal engine operation except to shut down the engine and perform an airstart. Prolonged engine operation with FTIT in excess of 1000°C can result in significant engine damage and may cause a nonrecoverable engine failure. IWARNING 1 Shutting down the engine with an engine alternator failure (indicated by zero or erroneously low rpm. especially if the engine was shut down without allowing FTIT to remain at high temperatures for an extended period. IWARNING 1 6. the engine is safe to operate in the IDLE to MIL range. illuminated SEC caution light. Initiate airstart. If stalls continue at idle and progress to a stagnation (engine rpm less than 60 percent with no rpm response to throttle movement): 4. 2. Allowing a stagnated engine to run results in decreasing rpm. a loss of thrust. Throttle . or JET B and no other abnormal engine indication is observed.

DEEC power. If the reservoir tanks do not contain fuel. illumination of the ENGINE warning and SEC caution lights. If the ENG CONT switch is still in ~ rn:El PRI. In that case. and oil pump (oil pressure increases). place primary emphasis on a flameout landing while continuing airstart attempts. Tower Shaft Failure I PW2201 JFS and performing a SEC airstart. This attempt shall be performed in the control mode selected by the DEEC. more time is available by performing a constant altitude deceleration to the desired airspeed. refer to EJECTION. engine alternator (cockpit rpm signal. If the zoom results in an altitude below 5000 feet AGL. Below 350 knots and above the minimum recommended ejection altitude. and FLCS PMG and subsequent activation of the EPU. zero oil pressure. do not delay ejection below 2000 feet AGL. and oil pump inoperative resulting in a zero rpm indication. This rpm may be high enough to restore main generator power. Perform a SEC airstart. Higher altitude translates directly to either additional time to achieve an airstart or to additional glide range to reach a suitable landing field. not the actual engine rpm. main generator. jettison stores as soon as possible to aid in gaining or maintaining altitude and maneuver toward a suitable landing field. the climb may be only enough to insure a safe ejection altitude. if available. main fuel pump (SEC caution light goes off in PRI until SEC is selected). no throttle response. restoring rotation to both hydraulic pumps. FLCS PMG (at a reduced output). primary consideration should be given to preparing for ejection. the SEC caution light goes off when fuel pump pressure is restored. It may be possible to regain engine operation using the Refer to figures 3-10 and 3-11. the flameout may have been caused by fuel contamination. Loss of thrust and lack of response to throttle movement confirm the flameout. retarding the throttle to OFF may clear the contaminated fuel and allow an airstart. ~ NORM and engine rpm at 12 percent or above). more time is available by performing a zoom climb using a 3g pullup to 30-degree climb until approaching the desired airspeed (use approximately 50 knots lead point) and then initiating a zero g pushover.000 feet AGL. Additionally. Do not mistake a loss of ECS noise as an engine flameout. Both present similar symptoms: an abrupt decrease of indicated fuel flow to less than 500 pph. there is probably time for one airstart attempt prior to minimum recommended ejection altitude. Loss of rotation to the engine gearbox renders the engine alternator. At low airspeed. and engine flameout due to fuel starvation. however. Additional symptoms caused by loss of rotation to the ADG include loss of hydraulic systems A and B. The ENGINE warning light illuminates when engine rpm is below 55 percent. . If the SEC caution light remains on (with ENG CONT switch in ~ I:m PRI. The JFS can be started and the engine can be motored at approximately 30 percent rpm. therefore. and engine ignition). however. In this case. primary concern should be to trade excess airspeed for altitude in preparation for ejection. Initial reaction to any malfunction at low altitude should be to trade excess airspeed for altitude. the rpm indication reflects a gradual spooldown. If the zoom results in an altitude between 5000-10. If required. an airstart is impossible. a PRI airstart is not possible since the rpm signal to the DEEC is in error. The initial symptoms are similar to main fuel pump failure. If fuel starvation was due to a temporary lack of fuel. rnBl NORM. this section. If below the minimum recommended ejection altitude and below 350 knots. the JFS produces an rpm indication fluctuating between 30-50 percent which is the speed of the engine alternator. [J!BJ NORM. the MAIN GEN light illuminates below 45 percent rpm and the EPU should start running. Low Altitude Engine Failure or Flameout I PW2201 Failure of the engine tower shaft or its associated geartrain results in loss of all rotation to the engine gearbox and the ADG. there will probably be insufficient time to achieve an airstart prior to minimum recommended ejection altitude. Above 350 knots. If only the main fuel pump has failed. main genera tor power may cycle on and off line with the rpm fluctuations. restart should be possible. fuel starvation or mechanical failure has occurred.If the engine names out. however. main fuel pump. the primary difference is that the rpm and oil pressure indications drop immediately to zero with a tower shaft failure since the engine alternator and oil pump are not being driven. which should assure adequate actual engine rpm for the airstart. the engine probably cannot be restarted. maintain 275 knots minimum during the airstart attempt. Since the JFS is not preserving rpm. Main fuel pump failure or tower shaft geartrain failure also causes flameout. Without the load of the engine. The JFS drives the ADG and the engine gearbox (through the PTO shaft). If unable to make a flameout landing. If fuel quantities appear normal. A flameout is indicated by a decrease in FTIT and engine rpm decaying below approximately 60 percent. loss of main generator and FLCS PMG and EPU activation. and illumination of the SEC caution light even though the ENG CONT switch is in [!] rn:El PRI.

n :T o TIONS: IR SEIZED ENGINE ITAINED TO DESIRED KIAS 12 10 ..I E4 ~ cs: cs: 5 2 o...2 7 5 KIAS 170 KIAS . o o o ~ 6 I- LINEAR INTERFOR AIR:DS BETWEEN KIAS AND 275 (USE ONLY FOR AL AIRSPEEDS ~75 KIAS OR ~TION I ~TER).. .. o 160 200 220 240 260 280 300 320 340 360 INITIAL AIRSPEED . :::I ...I c:I cs: 8 I- u.KIAS 380 400 420 440 460 480 500 'F-'6X-'~028X® Figure 3-10.

J::: INITIAL AIRSPEED .000-25.UP • 45 SECONDS ASSUMED AFTER THROTTLE ADVANCE TO ACHIEVE USABLE THRUST • DESCENT AIRSPEED IS 200 KIAS (SEC) tJFS RUN LIGHT ON) • INITIATION OF DIVE OR ZOOMI '0 '" 4 ~ 8 ~ o 6 g ~ 4 ~ w 4 E ~ ~ 2 o .s Low Altitude Airstart Capability DATA BASIS ESTIMATED ENGINE F100-PW-220 CONFIGURATION: • GW _ 23.KIA5 .000 L8 CONDITIONS: • 30 ° DIVE TO DESCENT KIA5 OR 3G PULLUP TO 30 G ZOOM CLIMB INITIATED FROM THE AIRSPEED/ ALTITUDE EXISTING AT FIRST RECOGNITION OF ENGINE FAILURE (60 PERCENT RPM) • AIRSTART INITIATED WHEN RPM REACHES 25-50 PERCENT (10 SECONDS AFTER .01 _ 0-50 -lG .j::i.

or stagnation. If this situation occurs and the aircraft is not within gliding distance of a suitable landing field. or eject. Once at 450 knots. Procedures for SEC and PRI airstarts are identical except for ENG CONT switch position and airspeed. Refer to AIRSTART PROCEDURES I PW2201. If rpm is allowed to drop to near zero. Stores . NOTE Visually confirm the stores have jettisoned and jettison again if required. AI RSTARTS I PW2201 Refer to figure 3-12.000-18. an airstart may be attempted. The most important is engine rpm. Perfonn airstart (if altitude pennits).000 feet is required to regain 12 percent engine rpm. accomplish a flameout landing. 3. High temperatures may result if the airstart is initiated before the FTIT is allowed to decrease below 700°C. If the dive is started from 20. As much as 350 knots or more is required to prevent rpm from decaying below 12 percent. The second requirement is engine temperature. If the engine is allowed to stop rotating. As the engine rpm increases to near 12 percent. 3-96 Change 8 .2. The DEEC assesses any faults or internal failures and automatically transfers to SEC. airspeed. it may thermally seize after which it will not rotate even with high airspeeds or by engaging the JFS. Oil pressure is directly related to rpm. a 50-degree dive angle or greater should be established to accelerate to 450 knots. When a tower shaft failure is suspected. must be considered in determining whether to try an airstart. perform the airstart in SEC. 400-450 knots for 20-25 seconds may be required to regain 12 percent. The most likely reason to perform an airs tart is that the engine has shut down due to a PRI system failure. I WARNING I Do not fly slower than 200 knots for SEC JFS-assisted airstarts. If stores jettison is attempted after main generator drops off line but before EPU generator powers the SMS (approximately 5 seconds delay). stores will not jettison. hardware failure. The first airstart attempt should be made in the engine control mode selected by the DEEC. There are critical requirements which apply to any airstart attempt. Below 12 percent. light-off may not occur before rpm decreases through 12 percent.. Do not confuse a low oil pressure indication due to windmilling rpm as an oil system malfunction. the main fuel pump does not supply sufficient fuel to effect an airstart and engine ignition is not available. a flameout landing or ejection is required. If the engine has seized due to an oil system malfunction or flamed out due to fuel starvation or mechanical failure. In general. etc.000 feet MSL at 200 knots and zero engine rpm. During a spool down airstart. Factors such as altitude. 16.Jettison (if required). this section. if the throttle is advanced from OFF to IDLE after rpm goes below 25 percent. if required. the dive angle may be reduced to approximately 20 degrees to maintain airspeed. rpm spooldown rate can be decreased with increased airspeed. weather. Jettisoning of stores reduces altitude loss during an airstart and improves glide ratio during a flameout landing.

..DRAG INDEX ..2 0. A .KIAS 250 ENGINE F100-PW-220 0 . .4 0.GW = 17.. .20 5 c:r: ~---MARGINAL I I I 10 ----L / /~' I I I ~---- 400 KIAS I I I I O~------~~~------------~~----~--------~------~------~ o 0. C :) o 30 o w MIN KIAS I (WITH JFS I I RUN LIGHT I I ON) I PRI-170 ----.1 Engine RPM and FTIT Response During Spooldown and Airstart CONDITIONS: ...6 0..t SEC-200 I I I I..2 1..8 1. (Sheet 1) Change 4 3-97 - . 30° DIVE POINT B TO " SL = 9 MIN/52 NM ------.. A 30-degree dive to descent KIAS is used to approach the airstart envelope (Point A to BI. " . W w PRI/SEC AIRSTART ENVELOPE o .000 LB -NO WIND = = 50 .. 40 MIN KIAS (WITH JFS RUN LIGHT OFF) PRI-250 SEC-275 B ~~~~~~~~~ ILI.4 MACH NUMBER OPTIMUM FLIGHT PATH DURING AN AIRSTART (TYPICAL) Engine out descent flight path maintains the aircraft in the required airstart envelope. II: - 1 F-16X-1-00398 @ Figure 3-12. .IIIIIIIIIIIIIIIIIIIIII~ 10.16A.0 1. 1 F.

. 1 F-16X-1-o040X @ - Figure 3-12. (Sheet 2) 3-98 Change 1 .16A. 1F... During a normal airstart. or slowly increasing...- ~ .SECONDS ENGINE RPM AND FTIT RESPONSE DURING A HUNG AIRSTART FOLLOWING A HIGH THRUST STAGNATION (PRI ONLY) (TYPICAL) DEEC airstart overtemperature protection logic limits FTIT to approximately 700°C to prevent a hot airstart by trimming fuel flow which results in engine rpm decreasing. t ----600 700°C ----.... FTIT may be 700°C but engine rpm is increasing normally. hung.~""""""""""~ ~ T..-.......- t DEEC TRIMS FUEL FLOW TO PREVENT OVERTEMPERATURE - - - - - - ..-.1 ~ ~ Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F 1OO-PW-220 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 1000 u ° I 800 . O.800°C -- 400 THROTTLE OFF THROTTLE OFF STABILIZED IDLE THRUST 100 80 THROTTLE IDLE THROTTLE IDLE 50% I 60 40 :E ~ 25% 20 o~~--~--~~--~--~--~~--~--~~--~--~~--~~ o 20 40 60 80 100 120 140 160 TIME ...

. ~ ~ ~ ~.. or decrease as the engine rpm increases normally to idle.. . (Sheet 3) . . However.I ~ ~ I I I I !!!!.SECONDS NORMAL AIRSTART ENGINE RPM AND FTIT TIME TRACES FOLLOWING A HIGH THRUST STAGNATION (TYPICAL) Light-off occurs within 15 seconds after the throttle is advanced to IDLE. . Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-220 1200 1000 ---~. .. engine rpm and FTIT turnaround are slow. 1F-16X-1-0041 X ® Figure 3-12. . 700°C fE 600 400 THROTTLE OFF 200 100 THROTTLE IDLE LIGHT-OFF STABILIZED IDLE THRUST 80 60 40 DELAYED FTIT AND ENGINE RPM RESPONSE 50% 25% 20 o~----~----~~----~----~------~----~----~----~ o 10 20 30 40 50 60 70 80 TIME . . stabilize. . .. .. . .I. making light-off subtle or difficult to detect. . ~ 800 I .. Engine rpm stabilizes momentarily after light-off and FTIT may increase. . . . .

(Sheet 4) -'ii"IILlILIII~ .000 FEET ~ I _____ 500! 350 KIAS 35. engine rpm decreases rapidly which decreases the time available in the airstart window (FTIT less than 700°C and engine rpm between 25-50 percent).000 FEET 80 "f1. 60 I :E cc ~ 40 20 250 KIAS 10.SECONDS 60 RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF ALTITUDE AND AIRSPEED At low altitude.000 FEET 25% o o I 20 40 TIME . regardless of airspeed. 1F-16X-1-o042X@ Figure 3-12.f".~ I I ' I ' I ' I ' ~ ~ . - - Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-220 1000 800 CJ ° I t:: 600 250 KIAS 10.000 FEET 200 100 350 KIAS 10.~!r~~ ~.000 FEET t: 400 350 KIAS 35.000 FEET 250 KIAS 35. .

. Light-off always reoccurs within a few seconds causing FTIT to rise rapidly. The spool down airstart window indicates there is no significant engine turbine distress.. I 700°C t: 600 1-THROTTLE OFF 1000°C 2 -THROTTLE OFF 2 400 100 200 80 ~ o 1 100 60 80 40 20 -:1!.. o 20 40 60 TIME .. o :! ~ 60 ___j____ THROTTLE ADVANCE AT 25% RPM REQUIRED ~O~ o~----------~----------------------~ o 10 20 TIME . Example 1 shows the throttle retarded to OFF when FTIT reached 1000 0 C.O. There is no spooldown airstart window since minimum engine rpm was reached before FTIT cooled below 700°C. (Sheet 5) ~IIIIIIIII""~ - . Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-220 1200 1000 1200 1000 CONDITIONS: 250 KIAS 25.SECONDS 30 40 25% ------1-2 . engine rpm rapidly decreases and FTIT varies within the initial few seconds as shown by three examples..000 FEET °1 u 800 t l- ~ 600 400 200~--------~--------~--------~ 800 .. 1F-16A-l . turns into a steady increase in FTIT. 1F-16X-1-o043X@ - - - - - - Figure 3-12. Example 3 shows a rapid decrease in engine rpm and an immediate drop in FTIT of up to 200°C as a result of momentary main combustor blowout. Example 2 shows the throttle retarded to OFF when FTIT reached 1200°C. Example 1 shows a rapid decrease in engine rpm and steady increase in FTIT. Example 2 shows a rapid decrease in engine rpm and a momentary step increase in FTIT which. within a few seconds. Possible engine turbine distress may affect airstart success.r~~~~~~~~~~~~'-'-111111 T.SECONDS 80 RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROTTLE MOVEMENT DURING AND FOLLOWING A HIGH THRUST STAGNATION Allowing the engine to remain stagnated reduces the spooldown airstart window as shown by two examples.SPOOLDOWN AIRSTART WINDOW 20 ENGINE RPM AND FTIT RESPONSE FOLLOWING A HIGH THRUST STAGNATION o Following a high thrust stagnation.

SECONDS RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROTTLE MOVEMENT DURING AND FOLLOWING A LOW THRUST STAGNATION Allowing the engine to remain stagnated reduces the spooldown airstart window as shown by two examples.~~~~~~~~~~~~~~ . Engine RPM and FTIT Response During Spooldown and Airstart ENGINE F100-PW-220 1200 1000 1200 1000 CONDITIONS: 250 KIAS 25. (Sheet 6) 3-102 Change 1 ..000 FEET ° CJ l- I 800 t: 600 u. . Example 1 shows the throttle retarded to OFF with engine rpm below 60 percent and when FTIT reached 900 o e. 400 200--------------------~--------~ ° 800 ~ CJ I ~ 600 1-THROTTLE OFF 2 400 200 900°C 2 -THROTTLE OFF 100 80 100 80 40 20 o----------~--------~--------~ I 60 :!: ~ 60 THROTTLE ADVANCE AT 25% RPM REQUIRED o 10 20 30 40 20 25% ------12-----SPOOLDOWN AIRSTART WINDOW TIME - SECONDS ENGINE RPM AND FTIT RESPONSE DURING AND FOLLOWING A LOW THRUST STAGNATION During a low thrust stagnation. o o 20 40 60 80 100 TIME . However. FTIT following a low thrust stagnation often levels off at 800 0 e . . The spooldown airstart window is shown above. 1F-16X-1--o044X@ Figure 3-12.. The operations are the same as those in RATE OF ENGINE RPM AND FTIT DECAY AS A FUNCTION OF THROITLE MOVEMENT DURING AND FOLLOWING A HIGH THRUST STAGNATION. There is no spool down airstart window. example 2. Engine rpm decreases at the same rate regardless of FTIT response.-. Example 2 shows the throttle retarded to OFF when FTIT reached 1000°C. engine rpm decreases while FTIT increases.1000o e. The rate at which engine rpm decreases and FTIT increases varies with altitude and airspeed.

(Refer to T. available time may be reduced to the point that an airstart is not possible. If a hot start does result. However.000 feet MSL. it provides the best tradeoff between the rate of rpm spooldown and loss of altitude. . At low altitudes. Maintain airspeed at 250 knots minimum for PRIor 275 knots minimum for SEC for spool down airstarts and at maximum range or maximum endurance airspeed for JFSassisted airstarts (200 knots minimum for SEC).000 feet. FTIT may be well below 700°C when the throttle is retarded to OFF.) If the first attempt is in the control mode selected by the DEEC and all parameters (FTIT. Do not delay ejection below 2000 feet AGL unless the engine is producing thrust capable of maintaining level flight or safely controlling the sink rate or unless a flameout landing can be accomplished. rpm should be closely monitored. With the JFS running. Start the JFS immediately after advancing the throttle (if airspeed is below 400 knots). increase airspeed if feasible and advance the throttle to initiate the airstart even if FTIT is above 700°C. These parameters can usually be achieved by maintaining 250 knots minimum for PRIor 275 knots minimum for SEC below 40. When below 20. ~ " ~~~~~~~~~~~III~ . The throttle should be maintained in OFF for a few seconds to allow the stagnation to clear. airspeed may be reduced to achieve maximum range or maximum endurance (200 knots minimum for SEC airstarts).000 feet MSL.). Below approximately 10.000 feet MSL. rpm decreases at a faster rate. figure C6-3. dive at approximately 30 degrees to gain or maintain 250 knots in PRIor 275 knots in SEC below 40.O. The first consideration should be an immediate spool down airstart attempt even if the engine failed for no apparent reason. the rpm decreases rapidly and the FTIT decreases. Following a zoom climb. ~ . Low Altitude Airstart Considerations I PW2201 Due to the limited time available and the rapid rpm spooldown rate at low altitude. If the throttle is retarded to OFF to clear a stagnation. If airstart airspeed is not maintained.000 feet may exhaust EPU fuel prior to landing. retard throttle to OFF. Unless an airstart is obviously impossible (total lack of fuel. This action should insure that light-off occurs prior to 12 percent rpm. however. approximately 5-10 degrees of dive should maintain airspeed. turn the JFS on. retard the throttle to OFF and reattempt the airstart when rpm and FTIT are within limits. rpm decreases rapidly regardless of airspeed and remains between 50-25 percent for only 5-10 seconds. If a higher airspeed is maintained or an attempt is made to gain airspeed to delay the rpm decay."""IIIIII~~~~ To meet these requirements. If the airstart attempt is not due to a stagnation. higher airspeeds increase airstart reliability by slowing rpm decay which allows the FTIT to decrease more rapidly. Generally. High Altitude Airstart Considerations I PW2201 unlikely and the brake/JFS accumulators will be depleted. . EPU fuel consumption is also reduced. . The only airstart option available is then a JFS-assisted airstart. Airstart Procedures I PW2201 Refer to figure 3-12. plan to arrive at 250 knots for PRIor 275 knots for SEC. a hot start will probably occur. ~ " ~ Ifit appears that rpm will drop below 25 percent. This airspeed will not maintain rpm above 12 percent. do not become tempted to establish a maximum range or maximum endurance glide. obtain airs tart conditions. Activating the JFS above 20. A maximum range or maximum endurance glide from above approximately 35. an airstart should be initiated at 50-25 percent rpm with FTIT below 700°C. reattempt airstart with the ENG CONT switch in SEC. constantly evaluate altitude above the ground relative to airs tart success. etc. A hot start may result. however. Once established. the throttle must be advanced to IDLE to preserve rpm regardless of FTIT or airspeed. higher airspeeds do not significantly affect the rpm decay. airspeed may be reduced to achieve maximum range or maximum endurance (200 knots minimum for SEC airstarts) only after the JFS RUN light is on. At high altitudes. engine seizure. If the JFS RUN light is on. ". and the throttle must again be retarded to OFF. If FTIT was above 700°C. ". rpm is preserved. rpm is preserved permitting a subsequent airstart within parameters. therefore. however. Time constraints due to EPU fuel consumption must be considered. and advance the throttle to IDLE.000 feet is prohibited since successful JFS startimotoring of engine is . and airspeed) are met and the start is unsuccessful. Note that airspeed cannot be reduced to less than 250 knots for PRIor 275 knots for SEC until the JFS RUN light is on. If it appears that engine rpm will drop below 25 percent. some additional considerations are required. rpm. During any low altitude airstart attempt. 1F-16A-1-1. Advance the throttle to initiate the airstart before rpm goes below 25 percent regardless of FTIT indication. ~ ~ ~ ~ ~ ~ ~ ~ To perform an airstart. Maintain 275 knots minimum with tower shaft failure.

START 2 below 20. If it appears rpm will go below 25 percent. attain airstart parameters and reattempt airstart in the control mode selected by the DEEC. Engine acceleration may be slow around 40-50 percent rpm during the airstart attempt.000 feet MSL and below 400 knots immediately after the throttle is advanced to IDLE to initiate the spool down airstart. If FTIT is stabilized between 700°C and BOO°C and rpm is slowly increasing. In PRI. retard the throttle to OFF and reattempt an airstart with the ENG CONT switch in SEC. Do not confuse the slow acceleration with a hung start.As required. The JFS switch must be cycled to OFF and then to START 2 to reinitiate a JFS start. Allow 1 minute of engine rotation <either windmilling or JFS assisted) at 12 percent rpm or above to insure that the brake/JFS accumulators are fully recharged. the engine takes approximately 45 seconds to reach idle rpm. Cycle the EPU switch to OFF and then back to NORM. Maintain maximum range or maximum endurance airspeed (200 or 170 knots. Spool down from full governed speed takes approximately 17 seconds. a successful airstart results. the engine should transfer back to PRI. retard the throttle to OFF and reattempt the airstart. Throttle . If airstart was still unsuccessful with the airstart conditions met and the ENG CONT switch in SEC.000 feet MSL and below 400 knots. advance throttle to IDLE regardless of FTIT or airspeed. 2..OFF. all initial airstart attempts shall be performed in the control mode selected by the DEEC. Increasing rpm is normally the first indication of an airstart. [ID 2000 pounds) with the JFS RUN light on (200 knots minimum for SEC airstarts). Airspeed . the JFS switch does not relatch in either start position while the JFS is spooling down. If FTIT does not decrease rapidly. or slowly increasing rpm. increase airspeed (if possible) and reattempt an airstart with the ENG CONT switch in SEC. If all airstart parameters were in limits. Start the JFS below 20. Recharging begins regardless of JFS switch position. turn the JFS off (if tower shaft failure is not suspected). maintain 275 knots minimum for a spooldown airstart or 200 knots minimum with the JFS RUN light on. To accomplish an airstart: 1. and reattempt an airstart with the ENG CONT switch in SEC. When the airstart is completed. If the JFS stops running or fails to run within 30 seconds. Throttle . repositioning the ENG CONT switch to PRI will have no effect. If FTIT is stabilized between 700°C and 800°C and rpm is definitely hung or decreasing. which results in hung. If a hot start occurs and start parameters were not met and maintained. verify that the throttle is OFF. plus 5 knots per 1000 pounds of fuel/store weights over 3000.~~~~I'I'I'I'I'~~ . if not. It is possible to complete the spooldown before the brake/JFS accumulators are recharged if the JFS ran for only a short time. 4. JFS switch . When rpm is 50-25 percent with FTIT below 700°C: 3. if SEC was selected manually and not selected by the DEEC. Maintain 250 knots minimum for PRIor 275 knots minimum for SEC below 40. When the throttle is advanced to IDLE. do not reattempt a JFS start until the brake/JFS accumulators have time to recharge. However. If the engine auto transferred to SEC. respectively. In SEC. The light-off is subtle since rpm and FTIT turnaround are very slow. maintain 250 knots minimum for a spooldown airstart or maximum range or maximum endurance airspeed with the JFS RUN light on.. In the event of a JFS shutdown. place the ENG CONT switch back to PRI. decreasing. If a hot start occurs (FTIT above BOO°C) and start parameters were met and altitude is still sufficient. FTIT should decrease rapidly when throttle is OFF.~~~IIIIIIIIIII~ ~ ~ ~ Regardless of altitude. From the time the throttle is advanced from OFF.000 feet for a spooldown airstart. increase airspeed (275 knots minimum). attain airstart parameters and reattempt in the control mode selected by the DEEC. If light-off is not attained within 20 seconds.IDLE. Recharging begins 3-4 seconds before the JFS RUN light illuminates or 30 seconds after selecting a start position (in the event of a JFS failure to run). rru ~li. rpm and FTIT may continue to decrease until light-off occurs which takes up to 15 seconds. maintain the airstart parameters and reattempt the airstart. DEEC airstart overtemperature protection logic attempts to limit FTIT to approximately 700°C.

000 feet AGL with the JFS RUN light on (where only one airstart attempt is likely). ~s Do not fly slower than 200 knots for SEC JFS-assisted airstarts.~""""""""""""'~~ S 10. H:ed to START 1.. The JFS switch does not relatch in either start position while the JFS is spooling down. Stores . S ~ .104. 1 F.1/(3.. 5.~ ~ ~ Visually confir:O::e stores have jettisoned and jettison again if required. ~ ~s ~ • If maxim urn gliding range is not a factor.2 blank) ~ ~ ~ ~ ~ ~ ~ ~ . If stores jettison is attempted after main generator drops off line but before EPU generator powers the SMS (approximately 5 seconds delay). consider maintaining 250 knots minimum for PRIor 275 knots minimum for SEC above 10..1 i:lA. ~ ~ ~ Change 13 3. stores will not jettison. leavp it thvre .1 ~ ""lIII • If the JFS s\vitcb is erroneou<y pJ.Jettison (if required).104. maintain maximum range or maximum endurance airspeed (200 knots minimum for SEC airstarts). NOTE • If the JFS RUN light does not illummf'lte or goes out once illuminated.000 feet AGL to reduce rpm spooldown rate (in case of JFS failure). placE' the JFS switch to OFF and reattpp'pt START 2 when the brakelJFS accumulators are recharged. Below 10.

.

14. Considerations for attempting a flameout landing must include: • Nature of the emergency. Throttle .OFF. 9. NOTE If the SEC caution light is on. Reattempt airstart in mode selected by the DEEC. this section. this section. EPU/HYDRAZINE 11.OFF. refer to TOTAL INS FAILURE. • Proximity of a suitable landing runway. ejection should not be delayed in an attempt to salvage a a questionable approach.IDLE. then NORM. Throttle . • Weather conditions. this section.g. 19. Throttle . pitch and ~~ ~ ~ 6. O. 16.OFF. If engine responds normally: ~ ~ ~ ~ ~ ~ Do not turn JFS or EPU off if indicated rpm is below 60 percent with adequate thrust (e. If engine does not respond normally after airstart is completed: 14. however. Refer to ACTIVATED LEAK. • Day or night. assuming a touchdown no more than 1/3 of the way down the runway at 11-13 degrees AOA. JFS switch . 13. unaccelerated flight conditions existed. 1F. 7. the entire approach is within the ejection envelope.16A-1 If hungfhotlno start and airstart conditions were not met: ~ IWARNING I @ If only AUX flag is in view. If still hunglhotlno start and airstart conditions were met: When operating in SEC below 15. 15. NOTE • Place the ENG CONT switch to SEC prior to placing the throttle to IDLE. 18. • Proficiency in performing simulated flameout (SFO) landings.. the aircraft can safely stop (dry runway without arresting gear ~ [NQ] or drag chute) in approximately twice the computed ground roll distance (8000-foot minimum runway length recommended).PRI. roll attitude information is likely to be erroneous due to INS autorestart in the attitude mode when other than straight and level. ADI . tower shaft failure). refer to SEC CAUTION LIGHT I PW2201. Change 13 3-105 _~ ~ ~ ~ ~ ~ . 17. EPU switch . Throttle . Due to the capabilities of the ejection seat. Throttle . FLAMEOUT LANDING The decision to eject or make a flameout landing rests with the pilot. When performing flameout landing. 10.OFF.As required. Land as soon as possible. otherwise a start anomaly may result. If warning flag(s) is in view. • The proximity of the ENG CONT switch to the JFS switch makes the JFS switch susceptible to being bumped to OFF when selecting SEC.000 feet MSL. Throttle .OFF.~"""'"'''''''''''''' T.IDLE. If hunglhotlno start and airstart conditions were met: 8. Refer to FLAMEOUT LANDING.SEC. ENG CONT switch . ENG CONT switch . this section.Check for presence of OFF and/or AUX warning flags. maintain 70 percent rpm minimum until landing is assured. 12.

For both approaches.000-foot descent (LG up). each 10 knots above or below maximum range airspeed decreases glide range up to 114 nm. 0 1F. The JFS also provides hydraulic pressure for normal braking and NWS after landing. The overhead approach may be entered at any position. The recommended high key altitude is 7000 feet AGL plus 500 feet per 1000 pounds of fuel/store weights over !Al 3000.000 feet AGL. low key. There are two basic types of flameout landing patterns: the overhead approach (figure 3-13) or the straight-in approach (figure 3-14). but thrust is insufficient to sustain level flight. The recommended low key altitude is 3000 feet AGL plus 250 feet per 1000 pounds of fuel/store weights over [BJ 3000. the initial aimpoint should be approximately 1/3 of the way down the runway. Operating time can be extended to as much as 15 minutes if the JFS is running and flight control inputs are Refer to figure 3-13. sufficient accuracy is obtained by adding 5 knots per 1000 pounds of fuel/store weights over!Al 3000. Overhead Approach • This formula is based on the average aircraft operating weight.BASIC AIRCRAFT. NOTE minimized. If range to the desired runway is critical. Jettison stores and establish maximum range airspeed.000 feet MSL and below 400 knots unless the engine is either seized or anticipated to seize. The EPU should provide a minimum operation of 10 minutes (HYDRAZN light on) with normal flight control demands before EPU fuel depletion. The main concern is to reach high key. The overhead approach is preferred as it affords the most opportunities to properly manage available energy while providing the best visual cues for pattern corrections. a steeper/faster descent may be flown.1 ~~ "~ "~ ~ ~~ To perform a flameout landing. DRAG INDEXES AND WEIGHTS . • For a 10. These formulas include compensation for stores drag effects. thus. Refer to T.000 pounds. or a 360-degree descending turn should be used. If altitude will be significantly higher at high key. Speedbrakes also may be used to lose excess altitude. The altitudes vary with GW and with additional drag due to stores. the added drag may preclude a successful flameout approach. some form of altitude dissipating maneuver such as a dive. maximum range airspeed may be calculated using actual GW in excess of 20. if the speedbrakes are not closed when a satisfactory flightpath is reached.~"""""""I""'" ~ "~ T. A straight-in approach is an alternate approach when the overhead approach cannot be attained. confirm that the EPU is operating on hydrazine (EPU run and HYDRAZN lights on) since the JFS alone does not provide adequate hydraulic pressure to land the aircraft. Retaining stores or flying into a headwind decreases glide range significantly. However. [ID 2000 pounds.16A. The high key position may be approached from any direction . turn immediately toward the desired runway.O. do not slow below the minimum airstart airspeed. no additional correction is required. the decision to attempt an airstart or a flameout landing rests with the pilot. For most circumstances. 3-106 . [ID 2000 pounds. 1F-16A-1-1. • If the engine is still running. maneuver the aircraft as necessary on JFS-assisted hydraulic pressure to a more favorable ejection envelope and initiate ejection . or base key at or above the recommended minimum key altitudes. Maximum range airspeed varies only with GW and is not affected by drag index. gentle S-turns. If f'xpectf'd time to landing exceeds expected EPU operating time and excess energy is available. Maximum range airspeed is 200 knots for a GW of 20. Maximum range airspeed may be less than the minimum airstart airspeed. If the EPU is inoperative. [ID 2000 pounds.000 pounds and increases 5 knots per 1000 pounds of actual GW above 20. NOTE When bleed air is no longer available to operate the EPU. The maximum range airspeed equates to approximately 7 degrees AOA (any GW or drag index) and provides a glide ratio of approximately 7 nm per 5000 feet AGL (a no wind condition). if aircraft fuel is available. Plan to arrive over the landing runway (high key) at 7000-10. ~ ~I ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ • During an airstart attempt. The EPU should be on and. the JFS should be started using START 2 when below 20.000 pounds. provided the proper altitude for that point in the pattern can be obtained. The recommended key altitudes are based on flying a 360-degree descending turn from high key with the LG down. treat it as a flameout situation. PART 1. If range to desired runway is critical.

fly maximum range airspeed with the LG up until a satisfactory flightpath is reached and then lower the LG. This equates to a 9-10 degree descent angle. Optimum LG down airspeed is 10 knots less than maximum range (LG up) airspeed. This 1: 1 glide ratio must be maintained until sufficient airspeed is attained to maneuver after penetrating the undercast. • Altitude loss for a 360-degree descending turn with the LG down increases up to 500 feet for each 5 degrees abovelbelow the optimum bank angle.000 feet AGL at 20 nm.. a straight-in approach may be flown. Seventeen degrees is below the forward field of view.to. If one of the overhead approach key positions cannot be reached. Avoid rapid flight control inputs which use excessive EPU fuel and may exceed the emergency hydraulic pump capability. an alternate descent/penetration may be flown which should allow maneuvering airspeed after penetrating the undercast. IMe Penetration Should IMC be encountered during a flameout approach to the intended runway and no alternate runway is available.g. 15. then the LG should be lowered. and high terrain or other hazards are not a factor. each 10 knots above optimum LG down airspeed decreases glide range up to 112 nm. I Change 5 3-107 . I WARNING I IMC penetration should not be attempted unless present position is known and navigation can be performed throughout the descent. The clean glide at maximum range airspeed should be continued until the initial aimpoint is 11-17 degrees below the horizon. NOTE • Delaying LG extension until low key allows successful completion of the overhead approach from as low as 1500 feet below the recommended high key altitude. The ground track of a flameout/SFO overhead approach is approximately the same as that of a normal overhead approach except the final approach is approximately 3/4 nm long. The stores should be jettisoned and the aircraft glided at maximum range airspeed until a 1:1 ratio between altitude in thousands offeet and range to the runway (e.1 Mter departing high key. Minimum LG down airspeed is 20 knots less than maximum range (LG up) airspeed and provides sufficien t maneuverability to arrest the high sink rate associated with a flameout approach. • Altitude loss for a 360-degree descending turn with the LG down increases up to 500 feet for every 10 knots above optimum LG down airspeed. NOTE Straight-In Approach Refer to figure 3-14. I WARNING I If EPU fuel quantity is below 25 percent at high key (20 percent with the JFS running). If actual altitude at high key was below the recommended altitude. The descent angle should then be increased and airspeed allowed to increase to maintain the 1:1 ratio. A good visual reference for 15 degrees is when the initial aimpoint is at the bottom of the HUD (just above the radome).16A. etc. For a 10. 20.000 feet AGL at 15 nm. a flameout landing should not be attempted since adequate hydraulic pressure may not be available through the landing. all attention should be directed toward a successful landing.) is attained. 1F. Optimum angle of bank is 50 degrees with the LG up and 55 degrees with the LG down. Bank angles more than 10 degrees abovelbelow optimum result in a significant increase in altitude loss per degree of turn and may preclude a successful flameout approach.000-foot descent (LG down). Optimum LG down airspeed is 10 knots less than maximum range (LG up) airspeed. Minimum LG down airspeed is 20 knots less than maximum range (LG up) airspeed and provides sufficient maneuverability to arrest the high sink rate associated with a flameout approach.

5000 feet AGL Recommended altitude is 3000 feet AGL plus 250 feet per 1000 pounds of fuel/store weights over 1A13000.O. glide ratio decreases. If stores are retained. A.T. Optimum bank angles are 50 degrees (LG up) and 55 degrees (LG down) for least altitude lost per degree of turn.2000 feet AGL minimum 5. 00 rnJ 3.LJ X Initial aimpoint should be 1/3 runway length 1 nm == Point of intended touchdown D. 4. LOW KEY BASE KEY - 1 3/4 nm~ [ XL . 1 F-16A-1 Flameout Landing Pattern (Typical) (OVERHEAD APPROACH) NOTES: 1.~"'--=::. rnJ • Base Key .10. • Low Key . Altitudes: • High Key .\r---. 2000 pounds. (Sheet 1) IF-16A-1-1180X@ 3-108 .3000 . Maximum range (LG up) airspeed equates to approximately 7 degrees AOA (any GW or drag index) and provides a glide ratio of approximately 7 nm per 5000 feet AGL. Optimum airspeed (LG down) is 190 knots. HIGH KEY - Above a point approximately 1/3 of the way down the runway Abeam point of rollout on final Midpoint of turn from downwind to final B. Maximum range (LG up) airspeed is 200 knots. Minimum LG down airspeed is 180 knots. Jettison stores (if required). 2. 2000 pounds.000 feet AGL Recommended altitude is 7000 feet AGL plus 500 feet per 1000 pounds of fuel/store weights over 1A130oo.7000 . 2000 pounds. Increase airspeeds by 5 knots per 1000 pounds of fuel/store weights over ~3000. C.--======== Low key posItIOn varies with wind direction/velocity 1======::3:::< ~==========::::::: Figure 3-13.

10. however. To estimate required EPU fuel for a nonstandard approach. Ejection can be accomplished at any point in the pattern. • Eject if it becomes obvious that a safe landing cannot be made. 8. With FCC off. Starting JFS reduces load on EPU. and partially restores hydraulic system B. Frost or condensation on the canopy could restrict visibility during flameout approach. Increase airspeed and/or open the speed brakes to move touchdown closer to approach end of runway. If alternate LG extension is used. use 15 percent per minute as a basis for computation. LG down. HUD continues to compute flightpath marker and to position scales for use during flameout approach. • • WARNING The JFS alone does not provide adequate hydraulic pressure to land the aircraft. 9. Time constraints due to EPU fuel consumption must be considered as well as distance to be covered. Do not allow airspeed to decrease below minimum LG down airspeed.. HIGH KEY Do not extend LG unless base key is assured. 3-109 ~~~~~~~~~~~~~~ ~ .Flameout Landing Pattern (Typical) (OVERHEAD APPROACH) NOTES: 6. Touch down 11-13 degrees AOA optimum.000 feet MSL. Do not extend LG unless base key is assured. Place AIR SOURCE knob to RAM and place DEFOG lever forward below 25. do not delay ejection below 2000 feet AGL in an attempt to salvage a questionable approach. I WARNING I • ~~ Drag ChuteDEPLOY (if requiredL EPU fuel quantity should be at least 25 percent (20 percent with JFS runningl at high key to insure adequate hydraulic pressure throughout landing. Speedbrakes as required. ROLLOUT FLARE------. the NLG may not indicate down and locked until airspeed is reduced below 190 knots. 7. conserves EPU fuel.

• Hook . (Sheet 1) 1F-16A-1-11S2X® L L. Optimum airspeed (LG down) is 190 knots.. Frost or condensation on the canopy could restrict visibility during flameout approach. 8. Minimum LG down airspeed is 180 knots.~~~IIIIIIIIIII~ Flal1leout Landing Pattern (Typical) NOTES: 1.. 9. 7.. 10. Increase airspeeds by 5 knots per 1000 pounds of fuel/store weights over ~ 3000. FLARE Touch down 11-13 degrees AOA optimum. To estimate required EPU fuel for a nonstandard approach. lime constraints due to EPU fuel consumption must be considered as well as distance to be covered. After lowering LG.000 feet MSL. Starting JFS reduces load on EPU. Place AIR SOURCE knob to RAM and place DEFOG lever forward below 25.I"" ~ ..Open .. Airspeed greater than optimum LG down airspeed significantly increases energy loss rate and decreases glide range. POINT A ~ ~. HUD continues to compute flightpath marker and to position scales for use during flameout approach. • Speedbrakes . 5. 2.. ' .. Speedbrakes as required. Jettison stores (if required).~~Drag ChuteDEPLOY (if required) .DN (if required). ROLLOUT . Maximum range (LG up) airspeed is 200 knots.8000 feet AGL ~ POINT B I . If alternate LG extension is used. AREA C 4 . the NLG may not indicate down and locked until airspeed is reduced below 190 knots. conserves EPU fuel. 6. I . ~ ~ I I ~L L Figure 3-14..0 nm (no wind) 4 nm (no wind) 4000 . and partially restores hydraulic system B. use 15 percent per minute as a basis for computation.. [ID 2000 pounds. glide range decreases by approximately 30 percent. With FCC off.

(Sheet 2) 3. As a guide.~~=-----h- 1------. The JFS alone does not provide adequate hydraulic pressure to land the aircraft. Options are: • Delay LG lowering. 81. As a guide.:::. 1F-16A-1-1183X® Figure 3-14. the runway probably cannot be reached. Normal straight-in approach is not feasible. WARNING I Do not delay lowering LG below 2000 feet AGL.. 4000-8000 feet AGL.-::::::::::::::::__. no wind minimum EPU fuel is 45 percent (40 percent with JFS running). If the aimpoint on the runway moves up in the field of view while maintaining maximum range (LG up) airspeed. • *17 0 * 0 8 POINT A *110 OVERHEAD APPROACH _. and 82) should be sufficient to insure adequate hydraulic pressure through landing. Plan an overhead approach from a high key altitude but below the normal recommended altitude.1F-16A-1 Flameout Landing Pattern (Typical) (STRAIGHT-IN APPROACH) I WARNING • • I • EPU fuel quantity (points A.O. • Eject if it becomes obvious that a safe landing cannot be made. open speedbrakes. Then lower LG and establish optimum LG down airspeed. and dive and maneuver aircraft to intercept a point on the normal straight-in glidepath.:=::.---. no wind minimum EPU fuel is: POINT 81 6 nm . Do not allow airspeed to decrease below minimum LG down airspeed.POINT 81 - AREA C ------------- . AREA C 4 .111 .:::-. however. airspeed and LG as required. continue glide until initial aimpoint is 11-17 degrees below horizon.35 percent (30 percent with JFS running). • Delay LG lowering.1 I * Angle between horizon and aimpoint 2000 FEET AGL + POINT A 8 nm (no wind). initial aimpoint is more than 17 degrees below horizon (under nose of aircraft and not visible). • Lower LG.0 nm (no wind). POINT 8 4 nm (no wind).. This path corresponds to a glide angle of about 7 degrees between the horizon and the aimpoint. Plan a modified flightpath to low key.-------~"!--~--·.25 percent (20 percent with JFS running).T. do not delay ejection below 2000 feet AGL in an attempt to salvage a questionable approach. POINT 82 4 nm . Ejection can be accomplished at any point in the approach.:. 7000 feet AGL.

If the runway is not in sight by base key altitude. heaver gross weight. • Altitudes (overhead approach): • High key . Once landing is assured. The higher the airspeed. The aircraft is easiest to control in the flare if the flare is begun between optimum and minimum LG down airspeeds. The flare should be started high enough to allow a smooth gradual reduction in glide angle but not so high as to run out of airspeed prior to touchdown.O. be aware of the tendency to slow below minimum LG down airspeed. turn toward a suitable runway and accomplish either an overhead approach or a straight-in approach. Stop the aircraft by making one steady brake application just short of antiskid cycling. Flameout Landing Procedures I WARNING I Do not attempt to stretch a glide by allowing the airspeed to decrease below minimum LG down airspeed. If there is any doubt about stopping on the remaining runway. If the JFS is not running. If JFS START 2 was attempted but was unsuccessful.3000-5000 feet AGL.7000-10. Higher airspeed at the start of the glide. The point at which the flare is begun depends upon airspeed. have chocks installed or set parking brake. After touchdown from a flameout landing. As the aircraft slows below 70 knots. When VM:C is attained and the runway is in sight. as appropriate. At 3000 feet AGL. only the brakelJFS accumulators are available to supply hydraulic pressure for braking. Landing Phase flare to touchdown). the shorter the aimpoint should be to allow for additional float (from 3-112 If the engine has flamed out or if flameout is imminent. • Low key . if the flare is begun at the optimum LG down airspeed. the aircraft should be 3 nm from the touchdown point. A glide angle at a 1: 1 ratio begun from maximum range airspeed will result in an airspeed of 260-320 knots after a 10. Use flaperons and rudder as required to maintain directional control. Change 5 . Under a no wind condition. attempt to slow to a normal touchdown airspeed and AOA. After Touchdown I I The LG should be lowered no later than 2000 feet AGL to allow adequate time for alternate LG extension. Recommended altitude is 7000 feet AGL plus 500 feet per 1000 pounds of fuel/store weights over ~ 3000. no braking is available for stopping or directional control unless the brake/JFS accumulators are recharged. use a normal or short field stopping technique as required by the stopping distance available. When the aircraft is fully stopped. • Base key . sink rate. or lower drag index will result in higher airspeed at the completion of the glide. Once the sink rate is arrested. additional descent altitude.000 feet AGL. the aircraft may be zoomed for a controlled ejection.000-foot descent. the aircraft floats 3000-4000 feet after beginning the flare.2000 feet AGL minimum. the aircraft should be glided to an attainable key position for an overhead approach or to a straight-in approach and the LG should be lowered. If excess airspeed exists after arresting the sink rate. normal braking and NWS are available (NWS is inoperative if the LG was lowered with the alternate LG system). lID 2000 pounds. A 180 degree turn will dissipate 145-250 knots. directional control is reduced and the aircraft may drift right. and glide angle. Leave the battery on line until chocks are installed. lower the hook. 1F. Recommended altitude is 3000 feet AGL plus 250 feet per 1000 pounds of fuel/store weights over ~ 3000. Speedbrakes may be used to help control airspeed. Once wings level on fmal approach. the recommended procedure is to shift the aimpoint from 1/3 of the way down the runway to a position short of the intended touchdown point. Establish a glidepath to achieve the initial aim point while maintaining optimum LG down airspeed. Airspeed dissipation increases with increasing GW and DI. A slower airspeed decreases the maneuverability available to arrest the high sink rate associated with the flameout approach and may preclude a successful flameout landing.16A-1 NOTE A 90 degree level turn at 50 degrees bank angle with the LG and speedbrakes retracted will dissipate 65-85 knots. the best method to slow the aircraft is to stay airborne un til normal touchdown airspeed is reached. lID 2000 pounds. Excess airspeed above optimum LG down airspeed not required to maneuver to the flameout landing approach should be dissipated by use of speedbrakes or early LG extension.T. If the JFS and EPU are running.

000 feet MSL and below 400 knots.ON.~~~ • Altitudes (straight-in approach): • 8 nm .. - . • Do not start the JFS if engine seizure has occurred or is anticipated or if engine failure is a result of fuel starvation. 8. I' ~ IWARNINGI • Do not delay lowering LG below 2000 feet AGL. Delay lowering the LG until the initial aim point is 11-17 degrees below the horizon. the NLG may not fully extend until 190 knots. Starting the JFS may result in no brake/JFS accumulator pressure for the brakes.Forward. Increase airspeed 5 knots per 1000 pounds of fuel/store weights over [8] 3000. Nozzle remains closed. I WARNING I Eject if a safe landing cannot be made. Ejection can be accomplished at any point in the pattern but do not delay ejection below 2000 feet AGL in an attempt to salvage a questionable approach. LG handle . place the JFS switch to OFF and reattempt START 2 when the brake/ JFS accumulators are recharged. The minimum altitude is based on an LG up glide at maximum range airspeed to 2000 feet AGL followed by an LG down glide at optimum LG down airspeed to the runway for a drag index of 100. This airspeed equates to approximately 7 degrees AOA. Airspeed .7000 feet AGL minimum. do not slow below the minimum airstart airspeed. A lower drag index slightly reduces the minimum altitude required. 3. if practical). resulting in higher than normal landing thrust. I 1. NOTE • If engine is not operating. • If LG handle does not lower. AIR SOURCE knob . JFS switch . • If the JFS RUN light does not illuminate or goes off once illuminated.""""".4000-8000 feet AGL. A higher drag index slightly increases the minimum altitude required. NOTE ~ ~ ~ ~ ~ ~ ~ . • 4 nm .000 feet MSL). leave it there. [ID 2000 pounds. I WARNING I • EPU fuel quantity should be at least 25 percent (20 percent with JFS running) at high key for an overhead approach or 45 percent (40 percent with JFS running) at 8 nm for a straight-in approach to insure adequate hydraulic pressure through landing . consider placing the FUEL MASTER switch to OFF if a fuel leak exists. _ _ ~ ~ ~ NWS is not available following alternate LG extension. Alternate LG extension can be used up to 300 knots.RAM (below 25. 5. however. During an airstart attempt. • The JFS alone does not provide adequate hydraulic pressure to land the aircraft. DEFOG lever . 4. The JFS switch does not relatch in either start position while the JFS is spooling down.200 knots. EPU switch . 6. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines.) ~ 2. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. Stores . • If the JFS is erroneously placed to START 1.START 2 below 20.Jettison (if required). 7.DN.Pull (if required) (190 knots maximum. (Use DN LOCK REL button ifrequired. ALT GEAR handle . This action may conserve fuel for the JFS.

select RACK for jettison instead of WPN. D/A. and steady application without cycling the antiskid. 3. DOG FIGHT switch . this section.MASTER ARM. 5. SMS PWR switch .DN (if required).1 JETTISON Selective Jettison Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle.SMS PWR. [ID 2000 pounds. After touchdown: 10. NOTE ~ Selective jettison cannot be accom- plished. select RACK. SEL JETT button . moderate. SCP . MASTER ARM switch . HOOK switch . 2. select WPN. 6. EPU/HYDRAZINE • To jettison store(s) from auxiliary racks (TER-9/A. [ID 2000 pounds.g. Refer to ACTIVATED LEAK. NOTE • Brakes should be applied in a single.Center.WPN/RACK select. 13.16A. LAU-88/A). do not rest feet on the brake pedals. Loss of brake/JFS accumulator pressure results in the inability to stop or steer the aircraft. D/A. If brake/JFS accumulator braking is used: 12. 4. ~ ARMT CONSENT switch . 11. • Do not attempt to taxi clear of the runway. Stop straight ahead and engage parking brake. ~.190 knots optimum in pattern. GND JETT ENABLE switch . either WPN or RACK may be selected. Airspeed . 7. 9. I WARNINGI Do not allow airspeed to decrease below 180 knots plus 5 knots per 1000 pounds of fuel/store weights over ~ 3000.ENABLE (ifLG is down).DEPLOY (if required). This action may preclude successful LG extension. • Failure to load the actual stores configuration into SMS inventory could cause damage to the aircraft by inhibiting the selective jettison release time delay used to insure safe 370-gallon fuel tank separation when a store is present at station 3 or 7.. • To jettison a bomb mounted directly on a MAU-12C/A. To jettison the auxiliary racks or store(s) mounted directly on a MAU-12C/A.Depress.10. To avoid this. Increase airspeed by 5 knots per 1000 pounds of fuel/store weights over ~ 3000. • Jettison of external wing fuel tanks with stores/suspension equipment at stations 3 and/or 7 with MLG down may result in LG and external wing fuel tank collision. • Jettison of an inboard shouldermounted store from a TER-9/A at station 4 or 6 with MLG down may result in LG and store(s) collision.~~~~~~I'I'I'~~ . To avoid brake activation and loss of accumulator fluid.lli. • Brake pedal deflection of 1116 inch activates the brakes and bleeds the brake/JFS accumulators. ~ INQI DRAG CHUTE switch . Selective jettison is used to release selected store(s) (except air-to-air missiles) or suspension equipment in an unarmed or unguided condition. 1F. 1.On.

A single failure in the air data system (static or impact pressure or AOA) is indicated by the ADC caution light. NOTE STORES JETTISON button fails to jettison all aircraft stores. and LE FLAPS caution lights. while the button is depressed. the avionic system enters the NAV mode. The DUAL FC FAIL warning light also illuminates and can be reset if the malfunction clears. STBY GAINS light is illuminated and cannot be reset in flight. A dual failure of static or impact pressure systems is indicated by the FLT CONT SYS. The CADC caution light may also illuminate for a single AOA malfunction. This causes erroneously low airspeed indications in the HUD and on the airspeed/mach indicator with an ADC caution light at approximately 300 knots. NOTE If a CRIU is not installed at station 5. After recovery.1 NOTE ~ FLCS FAILURES \\'Iwn 30 1}-g'allon :mcl 370-gallon fud tanks an' carried ~imultan('ously. WPN REL or [Al ALT REL button . minimize stick inputs and slow to less than 275 knots. The DUAL FC FAIL. depressing the EMER STORES JETTISON button supplies electrical power to the SMS. the avionic system returns to the previous operating mode. reset and continue normal operations. Emergency jettison is not available unless the main or EPU generator is operating. Pitch oscillations may be experienced at higher speeds. the ~)OO-gallon fuel tank must bp separated prior to tlw 370-gallon fuel tanks. GND JETT ENABLE switch .Select. CADC. maintain airspeed below 275 knots (use INS groundspeed or wingman indications to determine airspeed) and land as soon as practical. and CADC caution lights. If oscillations are encountered. A dual failure of AOA sources is indicated by the ADC. When the button is released. LE FLAPS. 1. NOTE If the initial actuation of the EMER 2. Contamination of the pitot probe can cause blockage of the passage which provides total pressure signals. LEF's are 15 degrees down with the LG handle in DN or ALT FLAPS switch in EXTEND. subsequent attempts may successfully release the remaining stores. 8. ADC/Air Data Malfunctions Station(s) . and LE FLAPS lights may illuminate for high AOA and/or sideslip maneuvers. An erroneously low airspeed value is used for FLCS gain scheduling which may result in pitch oscillations.Depress (1 second). a plus (+) symbol does not appear on the SCP to indicate store present when the EMER STORES JETTISON button is depressed. All weapons are released in an unarmed or unguided condition.Depress. If erroneously low airspeed indications are present both in the HUD and on the airspeed/mach indicator during takeoff. . EMER STORES JETTISON button . ADC. When jettisoning tanks from stations 4 and 6.Confirm release. The DUAL FC FAIL warning light does not illuminate.~~~~~r~". In addition. 1 F. SCP display . O. Emergency Jettison Emergency jettison is a one-step operation which clears all expendable stores and racks except air-toair missiles. Use EMER STORES JETTISON on the ground only as a last resort. If takeoff is continued. FLT CONT SYS. NOTE 9.16A. consider aborting. ADC. If the SMS is off. 3. hold release button depressed for 1 second. LEF's are zero degrees with the LG handle in UP and the ALT FLAPS switch in NORM. ~~~~~~~~~~~III~ .ENABLE (if required). FLT CONT SYS.~~~ T.

3.~~~~~~~~~~~ .Verify in PROBE HEAT. Do not attempt SERVO or ELEC reset.g.) or a detected failure internal to the CADC causes illumination of the CADC caution light. this section. Use AOA indications with caution.12 degrees maximum. IPW2201 ENGINE FAULT CAUTION LIGHT. [ID 129 plus 4 knots/1000 pounds of fuel/store weights equals 13 degrees AOA (add 8 knots for 11 degrees AOA). do not slow below 240 knots with the LG up. If CADC caution light goes off: Continue normal operation. altimeter barometric reference. AOA . 2. 1.l. Final approach airspeed [8] 125. CADC Malfunction I PW2201 [8N] tID • If DUAL FC FAIL warning light remains on: 8. R. If all lights reset: 5. LESS Retarding the throttle below 1\l1L while supersonic may induce inlet buzz which produces severe cockpit vibration and probable engine stalls or I PW200 I stagnation. If CADC caution light illuminates: 1. If DUAL FC FAIL warning light is off or if DUAL FC FAIL warning light is on with no P. or Y lights: 3. Continue normal operation.. PROBE HEAT switch . total temperature. Land as soon as practical. Land as soon as possible. Land as soon as possible. LESS A failure of any of the CADC electrical inputs (AOA. R. SERVO ELEC RESET switch . etc.1.ELEC. AOA . or Y light(s) are on. 4. Depress FALT ACK button and check for an ENG 086 PFL. If the CADC caution light does not reset. do not exceed 650 knots. ~ I WARNINGI Do not attem pt SERVO or ELEC reset if DUAL FC FAIL warning and P. This action may cause affected control surface(s) to be inoperative. etc. total temperature. If operating on standby gains. Go to IPW200 I EEC.. ~.) or a detected failure internal to the CADC causes illumination of the CADC caution light. If CADC caution light illuminates and ENGINE FAULT caution light is also on: til A failure of any of the CADC electrical inputs (AOA.ELEC. If the CADC caution light does not reset. 7. rn If CADC caution light remains on: 3. SERVO ELEC RESET switch . 2. I PW2201 ENGINE FAULT caution light is on: Retarding the throttle below MIL while supersonic may induce inlet buzz which produces severe cockpit vibration and probable engine stalls. CADC Malfunction I PW200 I orl PW2201 LESS~. ~ ~ If I PW200 I EEC. 4. altimeter barometric reference. systems dependent on CADC information should be checked for proper operation. systems dependent on CADC information should be checked for proper operation. Land as soon as practical.Cross-check with airspeed. If all lights do not reset or LEF's are not functioning normally: 6.

TEST. location. Determine brake and brake channel affected. If the same light illuminates again. R. Record the altitude. Continue flight and observe throttle limitation if supersonic. If the DUAL FC FAIL warning light also illuminates. 3. Use AOA indications with caution. If the light(s) resets. Branch failures (all three lights) can result in momentary. 1. R. and/or Y light(s) if DUAL FC FAIL warning light is on. 4. and Y lights are all on: 4. FLCS PWR TEST switch .IIIIIIIIIII'~~~ • After fault acknowledgement or if ENGINE FAULT caution light was off: 2. If a branch failure cannot be reset.400 knots maximum (subsonic). IWARNINGI Do not attempt to reset P. mild movement in the pitch and roll axes and possible illumination of the ADC and LE FLAPS caution lights. R. If CADC caution light remains on: 3. [BJ mIl AB RESET switch . and/or Y Malfunctions Airspeed . " . If P. a passive failure has occurred.ELEC. Final approach airspeed 125 ([ID 129) plus 4 knots/l000 pounds of fuel/store weights equals 13 degrees AOA (add 8 knots for 11 degrees AOA). If P. and/or Y light(s). and/or Y light(s) is reset more than once. Land as soon as possible. R. If DUAL FC FAIL warning light is on: IWARNING I If P. To reset P. R. NOTE 2. this section. and/or Y lights on the FLCP.Change channels (if required). and/or Y light(s) may come on in proximity to certain HF antennas (ground or airborne) giving a false indication of FLCS malfunctions. P. AOA . Electrical failures in the FLCS are indicated by illumination of the P. one brake in channell or 2 may be inoperative. R. This action may cause affected control surface(s) to be inoperative. power failure in more than one branch may have occurred. it should not be reset. and/or Y light(s) illuminates: If ENG 086 PFL is still present: 5. The P.Cross-check with airspeed. SERVO ELEC RESET switch . and time of the occurrence to aid postflight analysis. 4. Land as soon as practical. R. Either internal FLCC branch failures or FLCS power supply branch failures cause the P. momentarily position the SERVO ELEC RESET switch on the FLCP to ELEC. a minor flight control transient may be felt. Depress FALT ACK button and check for an ENG 086 PFL. Refer to PILOT FAULT LIST . IIIIIIIIIIJ IIIIIIIIIIJ - . If CADC caution light goes off: 3.ENGINE. subsequent failure in another branch may cause loss of that axis and loss of control. R.AB RESET. FLCS power supply branch failures may be identified by moving the FLCS PWR TEST switch to TEST and observing which FLCS PWR lights fail to illuminate (the effect of the failure on brakes may be noted at the same time). Do not attempt SERVO or ELEC reset. 5. The light(s) should be resettable after moving away from the HF source. BRAKES channel switch . R. then NORM. and Y lights to come on simultaneously. If an axis failure (single light) occurs during maneuvering flight and can be reset.

If P. BRAKES channel switch .ELEC. R. If P. and/or Y light(s) remains off: 4. Continue normal operation.Change channels (if required). Airspeed .TEST. Successful reset of a SERVOS light(s) may also cause illumination of the FLT CONT SYS caution light with no lights on the FLCP. R. or disarm any servos. If this occurs. If all five SERVOS lights are illuminated. . Continue normal operation. 7. and/or Y light(s) resets: If a hydraulic failure is confirmed: 2. a minor flight control transient may be felt. 2. To reset any FLCS SERVOS light. 3. wake turbulence encounter. NOTE If P. SERVO ELEC RESET switch . it should not be reset. If hydraulic pressures are normal and DUAL FC FAIL warning light is off: 4. If SERVOS light(s) illuminates: 1. do not reset light(s). arm. a passive failure has occurred. and Y lights are all on: 6. R. 3. R. Land as soon as practical. and/or Y light(s) does not reset or comes on again: 5. 6. FLCS PWR TEST switch . If a single SERVOS light illuminates during maneuvering flight and can be reset. Land as soon as practical. If the same SERVOS light illuminates again. If P. and/or Y light(s) illuminated cannot be duplicated.400 knots maximum (subsonic).. Determine brake and brake channel affected. If SERVOS light(s) does not reset or comes on again: NOTE Multiple SERVOS lights may illuminate again if air is in a hydraulic system. Rudder ISA lockout causes the rudder to center. Horizontal tail ISA lockout causes the affected horizontal tail to move to 2 degrees trailing edge up. If SERVOS light(s) resets: Servo Malfunction A servo failure in a rudder. ISA lockout occurs following a second failure of a servo which previously was armed. flaperon. 5.g. reset the FLT CONT SYS caution light by depressing the FCS CAUTION RESET button. If the light(s) is reset. Go to SINGLE/DUAL HYDRAULIC FAILURE. This condition is indicated by illumination of the DUAL FC FAIL warning light.SERVO while depressing FCS CAUTION RESET button.5 degrees trailing edge up and causes the other flaperon to act only as an aileron (to prevent asymmetric TEF extension when the LG handle is placed to DN). Additional servo resets may be performed only if multiple SERVOS lights are on and hydraulic pressure indications remain normal. SERVO ELEC RESET switch . a subsequent failure in another branch may cause loss of that axis and loss of control. Flaperon ISA lockout causes the affected flaperon to move to 1. momentarily position the SERVO ELEC RESET switch to SERVO while simultaneously depressing the FCS CAUTION RESET button. this section. or horizontal tail ISA is indicated by illumination of the appropriate SERVOS light on the FLCP. If the SERVOS light(s) resets.If DUAL FC FAIL warning light is off: I WARNING I If flight parameters that existed at the time the P. Do not reset. one hydraulic system is failed or a momentary drop in hydraulic pressure has occurred (e. 7. Arm the appropriate servo(s). air in hydraulic system). Maneuver aircraft in affected axis. R.

12 degrees maximum. 10. This action may cause affected control surface(s) to be inoperative. Airspeed . ~ ~ ~ ~ LEF Malfunction (Symmetric) A symmetric LEF malfunction may be indicated by the LE FLAPS caution light. With the LEF's at or near full down. Continue flight. • . 2. this section. AOA . LE FLAPS switch . 11. With the LEF's at or near full up. Refer to SELECTIVE JETTISON. 1. Do not attempt SERVO reset.12 degrees maximum. The presence of higher than normal buffet levels during maneuvering flight and reduced directional stability in the high AOA region are indications that the LEF have failed to schedule properly. Therefore. If LE FLAPS caution light resets: 3. I WARNING I Landing at greater than 12 degrees AOA may result in inadequate control authority. or Y lights are on. lower the nose after touchdown and use flaperon and NWS for directional control. 9. final approach airspeed is approximately 20 knots faster than normal.O. - - If LE FLAPS caution light does not reset or a malfunction is suspected (without the LE FLAPS caution light): ~ 4.ILAND CONFIG warning light illuminates during approach. avoid landing in a crosswind with a rudder or flaperon ISA lockout. This makes final approach and landing as normal as possible and protects against uncommanded LEF excursions close to the ground. If LE FLAPS caution light illuminates or a malfunction is suspected (without LE FLAPS caution light on): Do not attempt to reset SERVOS light(s) if DUAL FC FAIL warning light is on.Selectively jettison asymmetric stores. Go to CONTROLLABILITY CHECK. 5. IWARNING I Certain LEF malfunctions do not illuminate the LE FLAPS caution light. An LE FLAPS caution light may also indicate that an asymmetry was detected and the asymmetry brakes have locked the LEF's. there are no unique control inputs required. 'LLIIIILLLL. LEF may stop and remain fixed in position when the malfunction occurs.If DUAL FC FAIL warning light comes on: • 8.lII~ . TEF's do not extend.Decelerate to subsonic. 12. TEF's retract. Land as soon as practical. NOTE I WARNING I Exceeding 12 degrees AOA reduces departure resistance. if supersonic. AOA . Limit rolling maneuvers to a maximum bank angle change of 90 degrees and avoid rapid roll rates. the aircraft may tend to float in ground effect and a slight forward stick force may be required. Stores . 6. The T. pitch commands result in roll inputs which are easily compensated for by using flaperons. I WARNING I Do not attempt SERVO or ELEC reset if DUAL Fe FAIL warning and P. LEF's should remain symmetrical (within 10 degrees). • . . If ISA lockout occurs with TEF's extended.LOCK (after LG is down). This indicates that one or both of the LEF branches have malfunctioned. For a locked-out rudder ISA. • With a locked-out flaperon ISA.ELEC. Land as soon as possible. R. Lock LEF's in landing configuration at final approach airspeed at a safe altitude. A small increase in airspeed may be noted compared to a normal landing approach at 11 degrees AOA. this section. • If possible. SERVO ELEC RESET switch . This action may cause affected control surface(s) to be inoperative. With a locked-out horizontal tail ISA.

Do not place to OFF until engine rpm has reached zero. Accepting some sideslip reduces roll control requirements. MAIN PWR switch . Lower the nose immediately aftel touchdown. Fly a shallow. The aircraft tends to roll into the wing with the least lift (i. 5.~. approach at approximately 8 degrees AOA (fly no lower than 6 degrees AOA) with minimum roundout for touchdown. To prevent excessive sideslip. nose left yaw with right LEF failed up).e.LOCK. Do not use rudder trim. Use lateral stick for roll control.As required. Selectively jettison stores to reduce asymmetry and sideslip and reduce fuel weight as necessary to reduce approach speed. Avoid using rudder except to reduce sideslip when jettisoning stores or to aid in maintaining' desired ground track during the final part of landing approach. use rudder as required to align the aircraft with the runway. Monitor fuel consumption since significantly higher thrust is required to compensate for the increased drag. Lateral stick/roll trim . This failure may not illuminate the LE FLAPS caution light. Do not use rudder trim. lift on that wing is less. this section. by landing with the heavy wing upwind. If LEF asymmetry occurs: The most likely cause of an asymmetric LEF malfunction is a mechanical disconnect in one of the LEF drive trains accompanied by a failure of the asymmetry brake. Stores . 2.6-10 degrees. rudder inputs to reduce resulting sideslip actually aggravate the situation by increasing roll control requirements.~!r~~~~~~~~~~~~ ~ During engine shutdown: 7. lift on that wing is more or less depending on the failed LEF position and the position at which the other LEF is locked. 3. I WARNING I • Exceeding 10 degrees AOA may result in insufficient roll authority. diminish crosswind effects. Refer to SELECTIVE JETTISON. If there is a significant crosswind. If the LEF is failed up. 4. straight-in 1. If the yaw is away from the failed LEF (Le. Perform a controllability check. Reduce the rate of descent somewhat prior to touchdown. • Flying a fast approach (lower than 6 degrees AOA) presents additional control difficulties caused by a change in the path of the disturbed airflow coming off the failed LEF. but do not flare or raise the nose above 10 degrees AOA because available roll control is reduced and heading drift will increase a AOA increases. as required.Reduce (if feasible/required). ~ ~ 3-120 Change 2 L'LLLLLLLLLLIL~ . The first indication of an asymmetry is an uncommanded roll. Directional control should not be a problem. Lock the good LEF as close to symmetrical as possible to aid in roll control and to prevent transients caused by automatic scheduling. if possible. I WARNING I Minimize rudder inputs.::S ~ l_~~~:_~~:~~~~:':~ Placing MAIN PWR switch to OFF before hydraulic pressure is lost may cause damage to two LEF shafts. Adequate roll control is available below 10 degrees AOA at subsonic speeds. Consider selective jettison of stores from the heavy wing as a means to reduce roll control requiremen ts. Immediately prior to touchdown. Do not attempt to achieve coordinated flight.'A:V~!:.:. the heavy wing).Jettison (if required). Banked flight reduces the amount of heading change due to sideslip-induced heading drift. Use roll trim to reduce lateral stick force as required.. AOA . Lock operating LEF as near symmetrical as possible. Limit rolling maneuvers to gentle roll in with a maximum bank angle of 30 degrees. maintain AOA as low as practical. LE FLAPS switch . Use rudder as required to reduce sideslip when jettisoning stores or to aid in maintaining desired ground track during the final part of landing approach. Fuel weight . I::. The failed LEF may be as much as 90 degrees up or down. If the LEF is failed down..

Lower the nose immediately after touchdown.DISC. Land as soon as practical. and light conditions (day/night). If normal operation is not restored: 2.DISC. Stick interference can occur at anytime for a number of reasons. as required. Known hazards include intentional or unintentional input by the passenger/pilot not in control. 8. The probability of interference is increased with feet on the floor versus feet on the rudder pedals. Stick . forward stick pressure in excess of approximately 2 pounds results in full trailing edge down deflection of the horizon tal tails with reduced directional control and wheel braking effectiveness. Stick Interference I WARNING I Prior to any ejection seat movement.TEF Malfunctions The most likely cause of a TEF malfunction is a mechanical failure of the flaperon connection to the wing. to align aircraft with the runway immediately prior to touchdown. if possible. Use rudder. pilot experience level. • If crosswind com ponen tis grea ter than 10 knots. use al ternate LG extension with the LG handle in UP position. or g-suit inflation. FLCS remains in cruise gains. If this situation occurs. consider aircraft configuration. TRIM/AP DISC switch . and BRAKES CHAN 2 must be selected. the utility light/adjustable sliding holder. Reduce fuel weight ifpilot arm fatigue is not a factor. Controllability . Fuel flow is significan tly higher with an LEF failed full up or down and must be considered during recovery. airfield facilities. a controlled ejection is recommended. which allows landing with the heavy wing upwind. weather. 6. pilot arm fatigue. HOOK switch . clear the area around the stick. The resulting right roll may be perceived as a flight aircraft when a control problem especially in the passenger/pilot not in control unknowingly interferes with the stick. straight-in approach at approximately 8 degrees AOA (fly no lower than 6 degrees AOA) with minimum roundout for touchdown. Autopilot cannot be engaged. Lower LG at a safe altitude and check handling qualities at 6-8 degrees AOA.Check. then NORM. Until WOW. The nozzle idle area reset is not available resulting in higher than nonnal landing thrust. Primary consideration should be given to landing as soon as possible due to the possibility of loss of hydraulic fluid which may result in an eventual dual hydraulic failure . winds. IWARNING I To precl ude asymmetric TEF extension. This malfunction usually results in the flaperon remaining attached at the fuselage with the flaperon bending 60-90 degrees up and damage to the affected flaperon ISA. If departure-end arrestment is required: rru 9. 1. . choose a runway. Con tact between the right leg/knee and the stick can result in an unintentional right roll command. NWS is not available. If conditions are not favorable. Trim Malfunction • Prior to landing with a significant asymmetric LEF condition. 7. bulky personal equipment. perfonn a controllability check.DN. Fly a shallow. TRIM/AP DISC switch . or the right lapbelt buckle.

Unintentional stick commands may be perceived as a flight control problem.. If a suitable landing field is not within gliding distance. If rn. If the seat is moved after an object (especially the right lapbelt buckle) becomes lodged between the seat and stick. An FMS FAIL PFL indicates that the fuel reference voltage supplied to the FCC is out of tolerance. check for interference between the stick and utility light/adjustable sliding holder. If fuel flow is abnormally high: I WARNING I 2. If the lapbelt is opened in flight.J stick interference is confirmed. I WARNING I Avoid negative g flight when either reservoir is not full. or an unusually high fuel flow indication. Refer to SIMULATED FLAMEOUT (SFO) LANDING. Consider an SFO. ENG FEED knob . undesired inputs may be eliminated by placing the STICK CONTROL switch to the appropriate position and depressing the paddle switch. A fuel leak may first be noticed by visual means. unintended stick inputs can occur. • The lapbelt should remain fastened at all times. Monitor the totalizer to determine whether or not a leak exists. Fuel Leak I WARNING I Failure to properly secure utility light/adjustable sliding holder can result in stick interference. If stick interference is suspected. 3. fuel imbalance. ~I Range . or by visual means): 1. Leak is in the engine feed line or engine components . Consider stores jettison if range is critical. Land as soon as possible. If a fuel leak is suspected (indicated by abnormally high fuel flow. If fuel flow is normal: 2. • Do not move the seat with the lapbelt disconnected. caution must be taken to insure the right lapbelt buckle does not become lodged between the ejection seat and stick.NORM. Contact between the utility light/adjustable sliding holder and the stick can result in unintentional stick commands. Fuel system effects associated with the PFL range from degraded FCC fuel computations (e. BINGO fuel) to degradation/failure of the fuel quantity indicating system. If an FMS FAIL PFL occurs. this section. ~ ~ 3. an unexpected FWD or AFT FUEL LOW caution light. Reversing the direction of the initial seat movement should correct the situation. consider increasing airspeed and al ti tude (wi thou t the use of AB) to maximize range by using fuel which would otherwise be lost. by totalizer decreasing at abnormal rate. monitor the FUEL quantity indicator for proper operation. the pilot in control should depress the paddle switch to eliminate undesired inputs.Maximize. If uncommanded stick inputs are encountered.122 Change 2 .~~~IIIIIIIIIII~ ~ I ~ARNING I FUEL MALFUNCTIONS Fuel Management System PFL rn.J The passenger/pilot not in control must take care not to interfere with the stick as a result of leg/knee movement or g-suit inflation. The adjustable sliding holder may become loose and come in contact with the stick. ENG FEED knob .OFF.g.

Consider stores jettison if range is critical.. this section. 6. prolonged AB operation.. . by totalizer decreasing at abnormal rate. FUEL QTY SEL knob . Limit AOA and avoid maximum command rolling maneuvers. ~ ~ ~ ~ .OPEN. high fuel flow. ~ ~. The FWD FUEL LOW and AFT FUEL LOW caution lights indicate reservoir tank quantities are less than: If external fuel has not transferred: 6.TANK INERTING to reduce internal tank pressurization. AOA . FUEL QTY SEL knob .~ :IIIIIIIIIIIIII ~ If forward and aft fuselage fuel is not properly ~~lan~:d~o FUEL IMBALANCE. AIR REFUEL switch .~ ~ .. If aft fuel imbalance exists (aft CG): 7. FWD AFT 400 pounds 250 pounds F\VD AFT 250 pounds 400 pounds If external tanks contain fuel: 4. this section. If two-point aerodynamic braking is used with an aft CG. Limit fuel flow to the minimum required to sustain flight while the cause of the fuel low light(s) is determined. Land as soon as possible. Refer to SIMULATED FLAMEOUT (SFO)LANDING. A fuel low caution light may be caused by a fuel leak.NORM.~ TANK INERTING switch . Consider stores jettison if range is critical. 3. This action stops automatic forward fuel transfer. or a fuel sensing problem.RSVR. Go to TRAPPED EXTERNAL FUEL. Avoid negative g flight when either reservoir is not full. or by visual means): 5. trapped external fuel.Reduce to the minimum required . Fuel Low If a fuel leak is suspected (indicated by abnOrmallY.15 degrees maximum. 4. 3-123 ~ ~ .Ph. If either or both reservoir tanks are low: NOTE Fuel flow indications may fluctuate with either reservoir empty. pitch overshoots may occur and the nozzle. Fuel flow . ~ Go to FUEL LEAK. this section. a fuel imbalance between the forward and aft systems. Change 1 . Consider an SFO. ENG FEED knob .. Leave FUEL QTY SEL knob out of NORM if FUEL quantity indicator displays erroneous information. I WARNING I Aft fuel heavy (red portion of AL pointer showing) results in increased susceptibility to departure and deep stall conditions.~ Land as soon as possible.O. If FWD FUEL LOW and/or AFT FUEL LOW caution light illuminates: 1.Out of NORM.. If external tanks are not installed or when they are empty: to sustain ~::b::16:0: . 2. this section. and ventral fins may contact the runway. """"""""""" T. . speedbrakes. ~ 5.1F-16A-l ~ If leak is from the forward system: ~ ~ 3..

• ~ :01 F~::::~:::i:s::::tical.16A. Fuel continues to be transferred to both reservoirs by siphoning action. 1 F. Fuel distribution cannot be manually or automatically controlled during gravity feed. If fuel is properly balanced: NOTE 10. this section. If FUEL HOT caution light goes off: 5. ~~ Fuel flow above 4000 pph minimizes fuel temperature rn Compliance with the fuel management in Section II may result in forward fuel distributions which uncover the red position of the AL pointer. TANK INERTING switch . this section.. Minimize aircraft maneuvering for duration of flight.Check OFF. Failure of the FFP may be detected by improper fuel balance. Due to the ingestion of air into the engine fuel Fuel Imbalance NOTE ~ :::::~:::c::~::::e::::: :::~one::::. Refer to SIMULATED FLAMEOUT (SFO) LANDING. Consider an SFO. Altitude -10. res~:::r:::::. Engine flameout may occur at low flow rates associated with the "~ landing pattern due to hot fuel. "~ ~ :fALI::~:u::int::Ites::::~ities _Check and ~ ~ "~ ~~ Land as soon as possible. These fuel distributions are not considered improper. ~ ~ after loss of the main generator and failure of either hydraulic system A or the FFP. 1 • Engine flameout may occur at low fuel flow rates when in a hot fuel situation . Refer to figure 3-15.i~::::::::· ~ :~:~r:~p::~e::::s:b::'S: ~~ :. ~~~ "~ Gravity feed from the reservoirs to the engine occurs If FUEL HOT caution light remains on or gravity feed situation exists: 5.1 If FUEL HOT caution light illuminates or gravity feed situation exists: ~ ~ A line between the reservoir and fuel IWARNING "~ FFP may be ruptured. Land as soon as practical. Consider an SFO.Check CLOSE. AIR REFUEL switch . Monitor reservoir tanks to insure they are maintained full. Minimize aircraft maneuvering for duration of "~ flight. LESS rise. Refer to SIMULATED FLAMEOUT (SFO) LANDING. 2. • Engine flameout may occur when either reservoir tank empties if a gravity feed condition exists. Excess fuel temperatures may result in engine malfunctions. ~ ~ 3-124 ~ Change 13 .000 feet maximum (if practical). 3.."""'~'l'IIIIIIIIIIII~ "~ ~ ~.4000 pph minimum until landing is assured when in a hot fuel situation. A fuel imbalance when not carrying an external tank(s) indicates a system malfunction. A fuel imbalance when carrying an external fuel tank(s) may be the result of normal system operating tolerances. causing fuel to cycle between tanks in the same system. AL indicator is inoperative: 5. FUEL quantity 1. Fuel flow . 4. Land as soon as possible. ~ ~ ~ may result from high speed flight or fuel system/heat exchanger malfunctions. compare with totalizer. ~ .

Monitor. • More than one correction per total fuel quantity usage with either a 300-galIon fuel tank or two 370-gallon fuel tanks indicate a system malfunction. however. If fuel imbalance is indicated by AL and FR pointers with FUEL QTY SEL knob in NORM: 1. • More than two corrections per total fuel quantity usage with three external fuel tanks indicate a system malfunction. A fuel imbalance is indicated by the red portion of the AL pointer. Fuel balance . verify that forward fuselage fuel and aft fuselage fuel (as indicated by AL and FR pointers with FUEL QTY SEL knob in NORM) are not properly balanced and that a leak does not exist before selecting FWD or AFT ENG FEED. I WARNING I Limit fuel flow to the minimum required to sustain flight while the cause is determined.NOTE • Any correction required per total fupl quantity usage with internal fuel only indicates a system malfunction. If a fuel leak is suspected (indicated by abnormally high fuel flow.NORM. by totalizer decreasing at abnormal rate. Limit AOA and avoid maximum command rolling maneuverso • With trapped external fuel. the totalizer does not indicate total usable fuel. Avoid negative g flight when either reservoir is not full. Aft fuel heavy (red portion of AL pointer showing) results in increased susceptibility to departure and deep stall conditions. If proper distribution is attained: Fuel flow . If aft fuel imbalance exists (aft CG): Trapped External Fuel I WARNING I 2. ENG FEED knob . AOA . I WARNING I • LESS ~ A TRAP FUEL indication in the HUD may be a symptom of an external fuel leak. 5.Reduce to the minimum required to sustain flight below 6000 pph. fuel leak. . or by visual means). An unexpected FWD or AFT FUEL LOW caution light may also be an indication of fuel imbalance. 6. 7. and ventral fins may contact the runway. 4. or a malfunction of the automatic forward fuel transfer system. If two-poin t aerodynamic braking is used with an aft CG. ENG FEED knob . this section. speedbrakes.FWD or AFT. If imbalance is not corrected: 6. uneven or partial refueling (either ground or AR).15 degrees maximum. pitch overshoots may occur and the nozzle. refer to FUEL LEAK. U sable fuel is the totalizer quantity less the external fuel quantity. This may be caused by an FFP malfunction.

I~ ~ Fuel Imbalance Indications FUEL IMBALANCE WARNING tAFT CGI Fuel imbalance warning (red portion of AL pointer) shows when forward fuselage fuel (FR) indication is less than aft fuselage fuel (AU indication. 10. or all three external tanks. TANK INERTING switch . if malfunctioning. The time required to observe fuel transfer if the problem is corrected can vary from 1-3 minutes (for a full centerline tank) to 10-12 minutes (for three external tanks with 500 pounds fuel in each) if reservoir tanks are full (i. If the AIR REFUEL switch was initially found in CLOSE (step 2). can prevent fuel transfer from ~ 3-126 . 2. perform step 9. 9.TANK INERTING to reduce internal tank pressurization.r. AIR REFUEL switch . EXT FUEL TRANS switch . 4. FUEL IMBALANCE WARNING (A FT CG) Fuel imbalance warning (red portion of AL pointer) shows when forward fuselage fuel (FRJ indication is more than 1350 pounds less than aft fuselage fuel (Al) indication. Accomplish steps 1 through 8 and 9 (if required) without delay. NOTE external wing tanks. then CLOSE. NOTE Selecting wings first bypasses electrical components that. 8.e. I.Pulse aircraft in pitch several times bJ applying differential g forces of approxim atelJ ±2g. 1. 7. Figure 3-15. Stick .S5 mach. 6. Open or close AR door at or below 400 knots/0.. Fuel flow .WING FIRST. With a three tank configuration.!/~-161r ~ ~ ~ ~ ~ . External tank fuel quantity .Minimize. If the AIR REFUEL switch was initially found in OPEN (step 2). omit step 9.Confirm in CLOSE. both air ejectors are om. 5. the centerline tank.OPEN (1 second). the fust indication that the centerline tank is feeding is after the external wing tanks are emptied. I.NORM.Monitor. ENG FEED knob . I. 3. I. AIR REFUEL switch .

~ ~ ". Cycling the AR door at lower altitude may restore normal operation. Land as soon as practical. the other system may be damaged and failure can occur with little warning. and normal LG extension are lost. The HYD/OIL PRESS warning light illuminates whenever either hydraulic system pressure drops below 1000 psi. NOTE Since the hydraulic system A pump and the FLCS PMG share the same shaft. gun operation.Pull (190 knots maximum. Alternate LG extension can be used up to 300 knots. a failure of the shaft results in loss of both systems. 1. midair collision.Monitor.Monitor. The FLCS ISA's are operating in the nonredundant mode and the speedbrakes and FFP are inoperative. Make smooth control inputs and plan to fly a straight-in approach. ALT GEAR handle . Fuel balance . NWS. fire. The SERVOS lights may illuminate prior to the HYD/OIL PRESS warning light. set the parking brake. This action reduces the possibility of failing to unlock a LG door actuator or the NLG extend/retract actuator due to low or fluctuating system B hydraulic pressure. LG extension should be attempted in sufficient time to prepare for possible LG up landing. Low hydraulic pressure may cause one or more LG actuators to remain locked in the LG up position. ~ SYSTEM B FAI LU RE NOTE 11. The FLCS ISA's are operating in the nonredundant mode and normal braking. The HYD PRESS indicator may show normal pressure until system fluid is depleted. Mter stopping. bird strike. ~ ~ " ~ ~ 3. FLT CONT SYS. Braking is available using brake/JFS accumulator pressure. AR door operation. 2. System B HYD PRESS indicator . HYDRAULIC MALFUNCTIONS A hydraulic system failure is indicated by illumination of the HYD/OIL PRESS. ~ ~ . sufficient fuel transfer from the external tank(s) may not occur even if the malfunction is corrected. Fuel distribution must be controlled manually. or hard landing). EPU RUN light on may indicate a dual hydraulic or PTO shaft failure. 4.Jettison (if required). Single Hydraulic Failure I WARNING I If hydraulic failure is due to structural damage (e. consider descending well below the freezing level to unfreeze the external pressurization and vent valve. 2. If trapped external fuel occurs after air refueling and completion of checklist steps does not correct the problem.g. if practical). With system B hydraulic failure. battle damage. The fully charged brake/JFS accumulators contain sufficient fluid for at least 75 seconds of continuous brake application. Consider fuselage fuel to be the only usable fuel. an approach-end arrestment should be considered. If there is reason to believe that the brake/JFS accumulators are depleted or that directional control may be a problem. Do not reset ISA SERVOS. Make smooth control inputs and plan to fly a straight-in approach. Land as soon as practical.""""ffff~~~ IWARNING NOTE 1 If a trapped external fuel condition is not discovered until either reservoir tank is less than full or a fuel low light is on. however. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines. SYSTEM A FAI LU RE ~ ~ ~ ~ ~ ~ ~ ~ Do not reset ISA SERVOS.. Use aerodynamic braking to the maximum extent possible. Do not attempt to reset ISA SERVOS. A single moderate and steady brake application without cycling the antiskid should then be applied. the NLG may not fully extend until 190 knots. Stores . 3. ~ lNQ] Drag chute operation is normal using drag chute accumulator pressure. 1. and all five SERVOS lights. perform alternate LG extension with the LG handle up.

T. moderate. EPU run light . however. NOTE Before landing. Loss of brake/JFS accumulator pressure results in the inability to stop or steer the aircraft. If the brake/JFS accumulators are depleted or if directional control may be a problem. Do not reset ISA SERVOS.1 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ • NWS is not available following alternate LG extension. HOOK switch .Check pressure increasing. Make smooth control inputs and plan to fly a straight-in approach.) EPU switch . This action may preclude successful LG extension. Nozzle remains closed resulting in higher than normal landing thrust. ALT GEAR handle .Pull (190 knots maximum.DN. System A HYD PRESS indicator . and steady application without cycling the antiskid. LG handle . 5. IWARNING 1 If hydraulic pressure does not increase or control response is lost: If LG handle does not lower. and associated warning and caution lights. Eject. Refer to CABLE ARRESTMENT. To avoid brake activation and loss ofbrake/JFS accumulator pressure. 6. 4. 1F. confirm that the EPU operates (EPU run light is on) with the throttle in IDLE. inputs. 4.ON (if EPU run light is off). this section. A dual hydraulic system failure can be detected by sluggishness or lack of response to flight control 7. If system A hydraulic pressure is restored: 3.DN. Refer to SYSTEM B FAILURE. the NLG may not fully extend until 190 knots. ~ ~ ~ • NWS is not available following alternate LG extension. • Do not attempt to taxi clear of the runway.O.DN (if required). • Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle. Land as soon as possible. refer to ABNORMAL EPU OPERATION. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. consider an approach-end arrestment. 3. LG handle . Alternate LG extension can be used up to 300 knots. The EPU automatically provides hydraulic pressure for system A when pressure of both hydraulic systems drops below 1000 psi. if practical). 5. (Use DN LOCK REL button ifrequired. The systems affected by dual hydraulic system failure after the EPU is running are the same as those affected by system B failure. do not rest feet on brake pedals.16A. (Use DN LOCK REL button if required. After landing: 6.Check light on at idle thrust. this section. Stop straight ahead and engage parking brake. • Brake pedal deflection of 1/16 inch activates the brakes and bleeds the brake/JFS accumulators.) ~ 3-128 Change 11 III""~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ . 1. To avoid brake activation and loss of brake/JFS accumulator pressure. This action may preclude successful LG extension. If the EPU run light goes off. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines. • Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle. do not rest feet on brake pedals. this section. Braking is available using brake/JFS accumulators only. III"" ~ III"" G!:!!~~J • Brakes should be applied in a single. 2. decreasing pressure readings on both HYD PRESS indicators.

If the brakel JFS accumulators are depleted or if directional control may be a problem. consider an approach-end arrestment. Nozzle remains closed resulting in higher than normal landing thrust. 5. refer to TOTAL INS FAILURE. and steady application without cycling the antiskid.ON (ifEPU run light is ofD. • Brakes should be applied in a single. and the FLCS PMG. System B and Main Generator Failure (PTO Shaft) Stall protection may be lost. Eject. 4.OFF. 2. 7. 10. 6. 9. To avoid brake activation and loss of brake/JFS accumulator pressure. Do not reset ISA SERVOS.ELEC. then EEC with throttle at midrange. ~ . to determine inoperative equipment. do not rest feet on the brake pedals.As required. A PTO shaft failure is indicated by failure of hydraulic system B. EPU run light . Braking is available using brake/JFS accumulators only. 8. unaccelerated flight conditions existed. 11. Refer to CABLE ARRESTMENT. " " " " ~ 8.AB RESET. Departure susceptibility is increased with LEF's locked. this section. ~~ ~ I PW2201 ~ rn::EJ AB RESET switch . IWARNING. EPU switch . CADC. ~ If only AUX flag is in view. moderate. this section. AOA . this section. and ADC caution lights (if on). this section. (200 knots . • Brake pedal deflection of 1/16 inch activates the brakes and bleeds the brake/JFS accumulators.~ IWARNING. Stop straight ahead and engage parking brake. ADI . 1. do not rest feet on brake pedals. • Do not attempt to taxi clear of the runway. SERVO ELEC RESET switch . pitch and roll attitude information is likely to be erroneous due to INS autorestart in the attitude mode when other than straight and level. the main generator. The EPU should start automatically to provide emergency hydraulic and electrical power. LEF's may be locked until reset. Limit rolling maneuvers to a maximum bank angle change of 90 degrees and avoid rapid roll rates. Mter accomplishing the appropriate emergency procedures.12 degrees maximum minimum). Do not retard throttle below MIL until subsonic. I PW200 I EEC BUC switch . Refer to ACTIVATED EPU/HYDRAZINE LEAK. Resets LEF's (if locked) and LE FLAPS.Monitor. then NORM. If EPU run light is off and control response is lost: 3. ~ IWARNING. If LG handle does not lower.Check light on at idle thrust. HOOK switch .DN (if required).""""""'£. Loss of brake/JFS accumulator pressure results in the inability to stop or steer the aircraft. To avoid brake activation and loss ofbrake/JFS accumulator pressure. refer to EMERGENCY POWER DISTRIBUTION.Check for presence of OFF and/or AUX warning flags. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. If EPU run light is on: Mter landing: 9. If warning flag(s) is in view. Throttle . ~ 10. Fuel balance .

DN. 15. frozen. Refer to CABLE ARRESTMENT.Pull (190 knots maximum. To avoid brake activation and loss of brake/JFS accumulator pressure. If the brakel JFS accumulators are depleted or if directional control may be a problem. 18. To avoid brake activation and loss of accumulator fluid. Failure to manually disconnect the autopilot may result in an unusual aircraft attitude and disorientation. Refer to ACTIVATED EPU/HYDRAZINE LEAK. bad. Braking is available using brake/JFS accumulators only. The HUD has detected a significant difference between INU and RSU accelerations. refer to ABNORMAL EPU OPERATION. LG handle . The HUD has detected unchanging INS navigation data. 14. • Brakes should be applied in a single. After landing: 16.OFF. • Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle. select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. confirm that the EPU operates (EPU run light is on) with the throttle in IDLE. If the EPU run light goes off. (Use DN LOCK REL button if required.INU data is frozen. Advisories are: • INU BAD .. The INS internal self-test has detected a failure. • INU VEL . the NLG may not fully extend until 190 knots. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines. 12.) Most INS failures are apparent and affect flight operations significantly. INS FAILURES • NWS is not available following alternate LG extension. When the INU data is degraded. Make smooth control inputs and plan to fly a straight-in approach. this section. do not rest feet on brake pedals. this section. IWARNINGI The autopilot does not automatically disengage with INS failures. HOOK switch . if practical). • Do not attempt to taxi clear of the runway.INU and RSU normal acceleration data does not agree. moderate. ~~1~ .NOTE Before landing. This action may preclude successful LG extension. IWARNING I If LG handle does not lower. this section. Nozzle remains closed resulting in higher than normal landing thrust. consider an approach-end arrestment. Loss of brake/JFS accumulator pressure results in the inability to stop or steer the aircraft. however. EPU switch . the HUD displays a flashing INU advisory. If the autopilot is engaged when an INS failure occurs or during realignment to the attitude mode after an INS failure. do not rest feet on the brake pedals. • INU FRZ . uncommanded pitch and roll flight control inputs may occur. The HUD INU advisory clears automatically after the condition is corrected. the advisory may be manually reset by momentarily positioning the DRIFT C/O switch to TEST. • Brake pedal deflection of 1/16 inch activates the brake/JFS accumulators.g~ ~ ~ ~ ~ ~ ~ ~ ~ ~ .DN (if required). or varies from the rate sensor unit (RSU) data. Land as soon as possible. Stop straight ahead and engage parking brake. 13. Alternate LG extension can be used up to 300 knots.INU data is erroneous. 17. ALT GEAR handle . and steady application without cycling the antiskid.

Slew RSI to match best available magnetic heading. level. for a detailed discussion of flight characteristics and indications during departures. 3. OUT-OF-CONTROL RECOVERY Refer to OUT-OF-CONTROL CHARACTERISTICS.~~~ INS Computer Failure LESS @) A failure of the INS computer with the inertial platform operating properly is indicated by the AVIONICS caution light. range indicator. heading scale. Self-recoveries usually occur within the first two postdeparture pitch oscillations. a yaw departure may be prevented if controls are promptly neutralized following an uncommanded nose slice or roll hesitation.Off for @ID 10 seconds. In this condition. rnfJ INSTR RDG knob . FPM. INS PWR pushbutton . Momentary warning flags may indicate impending failure. immediately release the stick and rudder controls. 2. and the capability to fly an inbound (or outbound) radial to (or from) a TACAN station is available. G!:!!!~J LESS @) The INS does not apply gyro braking during any failure or normal shutdown. AUX warning flag on the ADI. To detect these failures and maintain proper flight orientation. 5. and roll scale also blank. Additionally. and recoveries. Displayed RSI and/or HUD headings may also be in error with no HSI OFF or ADI AUX warning flags in view and without an INS or RUD PFL. the HSI compass card is operative but must be oriented to the best available magnetic heading using the ~ rnfJ INSTR HDG knob.Straight. INS PWR pushbutton .Slew HSI to match best available magnetic heading. the HSI course deviation indicator. 6. FPM.On. ~131 ~ . and the ADI OFF and AUX warning flags in view. any INS fault code with severity of 1 on the FCNP. and roll scale in the HUD. and may take up to 10-20 seconds. ADI and RUD . The INS normally switches automatically to the alternate (attitude) mode. LESS @ID 1 minute. immediately initiate recovery after the low speed warning tone comes on. 4.""""". FCNP FUNCTION knob . Fly the aircraft at a low AOA until airspeed reaches 200 knots or more (if altitude permits) and recover from the resulting dive. The RSI compass card and bearing pointer and the ADI freeze. Attitude reference is available only on the SAL When the INSTR MODE knob is in TCN or ILSrrCN. Section VI. pitch ladder. Full TACAN operation is available and attitude may be displayed normally on the ADI even though the AUX warning flag is in view. Prompt recovery is even more critical with heavyweight loadings or during hard maneuvering since the airspeed bleedoff is more rapid. basic and backup instruments must be cross-checked. In order to minimize time and altitude loss following a departure. spins.Verify attitude information correct. If the INS computer fails: 1. Change 11 I WARNING I It is possible for the displayed ADI and/or HUD attitude to be in error with no ADI OFF or AUX warning flags in view and without an INS or HUD PFL. deep stalls. The HUD pitch ladder. Attitude . and possibly a compass card jump.. ~ 2. I WARNING I Until the ADI OFF flag is out of view after the INS is aligned in straight and level un accelerated flight. Magnetic heading is displayed only on the magnetic compass.ATTD (cw). LESS ~ 35 seconds. rnfJ INSTR HDG knob . In order to prevent a departure. loss of the heading scale. ~ Cross-check attitude indications. Total INS Failure A total INS failure is normally indicated by the AVIONICS caution light. If the departure does not result in self-recovery. the ADI and HUD display a false attitude. There are no additional aircraft maneuvering restrictions during this spin down period. The aircraft should be allowed the opportunity to self-recover. then the aircraft is in a deep stall or spin. 1. and TO-FROM indicator are operative. Recovery is indicated by the nose dropping and the AOA remaining below 25 degrees. The INU should not be restarted for at least 1 minute after an INU power interrupt to prevent damage to the INU. and unaccelerated until ADI OFF warning flag goes out of view after approximately@ID 10.

The initial portion of the spin is characterized by highly oscillatory motions and a high yaw rate (70 to 100 degrees per second). the aircraft will recover.e. During deep stalls with 370-gallon fuel tanks. If the nose does not continue down but reverses and starts up. the horizontal tails reposition to reduce AOA and may negate any pitch oscillations. Upright deep stalls may be very stable with little or no pitch motions or may be very oscillatory with large pitch. • Lateral asymmetry greater than 300 pounds at stations 1. When sufficient nosedown pitch rate is generated to reduce the AOA below the deep stall AOA. During some upright deep stalls. the rotation axes eventually becomes vertical. If the nosedown pitch rate is high enough to break the deep stall. continue stick cycling in-phase. roll.. In a spin. if the MPO switch is positioned to OVRD without any stick commands. 2. In an inverted deep stall or spin. The MPO switch allows the pilot to use the horizontal tail surfaces to reinforce pitch oscillations until the pitch rates are sufficient for recovery. If unable to determine yaw direction with outside references. a clean configuration results in a deep stall with a near wings-level pitching motion. In these cases. retard the throttle to MIL. As the spin continues. and then push full forward on the stick to generate a nosedown pitch rate. then push full forward on the stick to generate a nosedown pitch rate.000 feet.132 Change 4 ~~~~~~~ . do not move the throttle. During upright deep stalls with a centerline store. Upright spins following a yaw departure can be disorienting. If the nose is yawing to the pilot's left (turn needle . the aircraft will either recover or will settle into an upright deep stall. pull back on the stick. the yaw rate must be allowed to subside before the aircraft can be recovered. the yaw rate limiter automatically provides antispin controls and the rudder authority limiter prevents pilot yaw commands. a hesitation. pitch attitude is still the best indication available. Additionally. the stick should be reversed. the aircraft will recover. Ifin AB during an out-of-control situation. the turn needle may be useful. Very noticeable forward g (eyeballs out) and sideforces are present. In an upright deep stall. Pitch. If nose movement is not apparent after 3-4 seconds. and yaw motions. Proper pitch rocking is accomplished by allowing the nose to lead stick motion. and yaw to the left. In an upright deep stall or spin. begin pitch rocking in-phase with nose movement. pull full aft stick (away from the ground) and monitor nose movement. push right rudder to stop the yaw motion. This may require 20 to 30 seconds. The yaw rate limiter is effective in preventing spins with almost all CAT I loadings. If at MIL or below. the aircraft may be stable with essentially no pitching motion. During upright deep stalls that are not stable. antispin controls must be applied using rudder opposite the yaw direction until the rotation stops or is minimized prior to positioning the MPO switch to OVRD. i. This pitch attitude is determined by the nose position with respect to the horizon. which is indicated by the nose stopping and reversing direction. and yaw oscillations associated with a deep stall should not be confused with the continuous yaw rotation of a spin. If unable to determine pitch motions with outside references. the aircraft nose motion appears triangular. pull back on the stick and continue to reinforce these pitch cycles. • Inlet mounted pod(s). i.Departures at high altitude may result in an engine stall or stagnation. however. However.. The best indication of yaw direction is the aircraft nose movement relative to the horizon. If nose movement occurs.left). roll and yaw motions make it more difficult to determine proper recovery inputs. When sufficient nosedown pitch rate is generated to reduce the AOA below the deep stall AOA. The MPO switch must remain in the OVRD position during pitch rocking. the aircraft tends to roll and yaw right while pitching up. Generally. aircraft with CAT I loadings that have all the following characteristics may spin: • Centerline store. the ADI may be useful. When the yaw rotation subsides. If the MPO switch is released. particularly a 300-gallon fuel tank. This nosedown pitch rate may be sufficient to reduce AOA below the deep stall AOA and recover the aircraft. roll. Do not advance the throttle until beginning the dive recovery. and roll and yaw left while pitching down. if the nose is pitching up. followed by a pitch down. following a yaw departure above 25. when nose movement reverses. or 3. Maintain aft stick until the maximum pitch attitude is reached. This motion is characterized by a roll and yaw right while pitching up. The aircraft must be rocked out of a deep stall with the MPO switch held in OVRD until recovery is complete. the aircraft spins roughly around the aircraft's flight path at departure. the aircraft will recover. Initially. the horizontal tails streamline and prevent recovery. I I I I I I ~ 3.e.

If in an inverted deep stall: Negative g and AOA indicator pegged at -5 degrees. the presence of stores. the same pitch rocking procedures apply except if no pitch motion is apparent. Maintain firm pressure. particularly a 300-gallon fuel tank or 370-gallon fuel tanks. the magnitude of the pitch oscillations progressively increases until large enough for recovery. If other than AB. may necessitate five or more properly executed stick cycles for recovery. Also. Pitch inputs must be abrupt and maximum command. • Recovery from a deep stall condition will present a low airspeed situation in which the aircraft may require more than 6000 feet of altitude to attain level flight. • If recovery (pitch rate stopped. Recovery is confirmed by the nose remaining down and the AOA remaining in the normal range.2 blank) . AOA indicator pegged at -5 degrees (inverted deep stall). The engine may stall when out of control. Pitch inputs that are smooth or less than maximum command do not generate pitch rate as effectively. maintain neutral roll and yaw commands. FLCS failure indications may occur. As the airspeed increases above 200 knots. Inverted deep stalls are generally stable. Rapid fore and aft cycling of the stick or cycling out of phase with the pitching motion of the aircraft will not be effective and may prevent recovery. AOA within -5 to +25 degrees. Turn needle deflection indicates yaw direction. Neutralize rudder as rotation stops and then use as required to minimize rotation. I Controls . however.Opposite yaw direction. The MPO switch must be held in the OVRD position until the deep stall is positively broken as evidenced by the pitch rate stopping. accomplish as much of the following as required to effect a recovery: 1. and may prevent recovery. I IWARNING 1 IWARNING. 2. the first stick command should be full forward (away from the ground). Altitude loss is approximately 1000-1500 feet per pitch rock cycle.T. Attempt to stop the nose in a near vertical dive by tracking a spot on the ground. and airspeed 200 knots or greater) is not apparent by 6000 feet AGL. Normally. only one or two correctly applied cycles are required to break a deep stall. AOA in the normal range (-5 to +25 degrees).OVRD and hold. Ignore these indications and concentrate on recovery. it may be very disorienting. release the MPO switch. there may be a tendency for the aircraft to continue pitching through to a deep stall in the other direction. and airspeed increasing above 200 knots. I I If still out of control: Positive g. In the event of a departure from controlled flight. pitch oscillations are generally high and recovery should be rapid with a few properly executed stick cycles.Release. eject.O. Change 4 3. Ifinverted. however.1/(3-132. If the aircraft does transition to an opposite AOA deep stall. do not move the throttle. MPO switch . 1 F-16A-1 With proper stick cycling. regardless of the stores configuration.132.MIL ifin AB. 4. Throttle . 3. and apply pitch commands as required to recover from the resulting dive using MILlAB thrust. Early release of the MPO switch may delay recovery. Rudder . If the pitch rate is still high as the aircraft recovers. AOA indicator pegged at 32 degrees (upright deep stall) or negative g.

.

or Y lights are on..10. Land as soon as practical. 5. This action may cause affected control surface(s) to be inoperative. • Pitch rocking with a high sustained yaw rate may prevent recovery. If OXY LOW caution light illuminates: 1. • After recovery.Activate. R. Delay stick inputs until yaw rotation stops or is minimized..Cycle in phase. Cockpit pressure altitude -10.1 IWARNING If unable to descend immediately: 1 2. A malfunction of the oxygen regulator while in PBG may cause excessive pressure or failure of pressure to decrease when g is reduced.Activate.ON. Do not confuse ECS condensation for smoke. Stick . - . 100%. OXYGEN REGULATOR . • Failure to adequately secure and tighten lapbelt may result in inability to reach and operate the MPO switch during out-of-control situations.000 feet maximum. - Change 4 3-'33 -_ - . If unable to descend immediately: 4.000 feet maximum.. Pitch. Activation of the emergency oxygen bottle does not prevent cockpit smoke or fumes from entering the oxygen mask. OXYGEN mode lever . LESS EMERGENCY.Check ON.5 liter or pressure below 42 psi. Cockpit pressure altitude .. Do not take off when unidentified odors are present. 3. 1 F. The emergency oxygen bottle is not recommended for use in the smoke and fumes environment unless aircraft oxygen supply contamination is suspected. roll.Disconnect. m m OXYGEN MALFUNCTION NOTE The OXY LOW caution light indicates oxygen quantity below 0.Disconnect. If smoke or fumes are detected: 1.11111111111111111111111 10. Oxygen hose . PBG MALFUNCTION m I 5. If excessive pressure is experienced or high pressure continues after g is reduced: 1. do not attempt SERVO or ELEC reset if DUAL FC FAIL warning and P.16A. and yaw oscillations associated with a deep stall should not be confused with the continuous yaw rotation associated with a spin. SMOKE OR FUMES All unidentified odors will be considered toxic. Emergency oxygen . Emergency oxygen . 3. and EMER. applying rudder with the MPO engaged may delay recovery. • If upright. I WARNING I If pressure is not relieved: 2. Oxygen hose .

From the front cockpit. SIMULATED FLAMEOUT (SFO) LANDING Anytime engine failure is anticipated (abnormal engine response. At or just prior to high key. An SFO landing is not recommended when landing with the engine operating satisfactorily in I PW200 I BUC. 1 F. The additional drag produced during an engine-out condition is equivalent to retaining stores with a drag index of 170 with the LG up or 70 with the LG down. turn the EPU on. AIR SOURCE knob . this section. 7.Full down. turn the JFS on and verify their operation (EPU run and JFS RUN lights on). The higher level of idle thrust may result in a long and fast landing and difficulty stopping the aircraft. the INS should be considered nonessential. I PW2201 SEC. Airspeed . etc. If cockpit visibility precludes safe operation: 8. 'IIIIIIIIIIIIII ~ ~ ~ ~ Altitude . From the front cockpit. NOTE • Smoke in the cockpit may be indicative of an engine oil system malfunction. the JFS shuts down at WOW. low fuel. flight control. 3-134 Change 3 To simulate an engine out glide with the LG up.25. Land as soon as possible. or electrical problems or situations which result in a relatively high thrust level being maintained to touchdown such as a stuck or closed nozzle or when the engine is operating satisfactorily in IPW200 I BUC.000 feet maximum.RAM. Consider jettisoning tanks to decrease drag if range is critical and the ECS cannot be turned on for short periods of time to transfer fuel.Jettison. If stores are retained. A controllability check should be accomplished prior to commencing the approach if minimum flying airspeeds or control difficulties are experienced or are anticipated. NOTE When landing in I PW200 I BUC. NOTE Ifin VMC and the ADI and RSI are not required for flight. External fuel cannot be transferred in OFF or RAM. Canopy . • Any odor that smells of burning flesh may be indicative of bird ingestion into the engine. Monitor engine instruments for signs of abnormal operation.). use idle thrust and 20 degrees speedbrakes. 11.1 6A. ALT FLAPS switch . use idle thrust and 30 degrees speedbrakes. adjust speedbrake deflection accordingly.1 2. • Proximity of a suitable landing runway. this equates to the intersection of the top of speedbrakes and a line drawn from the tip of the horizontal tail to the base of the vertical tail root fairing. Fly the SFO pattern and landing in accordance with the procedures for FLAMEOUT LANDING. To simulate an engine out glide with the LG down. this section. • Fuel status. oil system failures. If the engine is still running at touchdown. an increased ground roll distance is required due to higher idle thrust. If the engine fails. LANDING EMERGENCIES Generally. 9. ~ ~ 5. retard throttle to lowest setting possible to sustain flight and monitor the OIL pressure indicator. an SFO landing should be performed.~""""""""""~ ~ T. Seat . • Weather conditions.500 knots maximum. and if engine seizure is not anticipated. 10. STRAIGHT-IN LANDING A straight-in landing is recommended for emergencies which dictate minimum maneuvering inputs such as hydraulic.Off. If the engine fails. Nonessential electrical equipment . ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ Determine cause of smoke or fumes and correct (if possible). . 4. if appropriate. I PW2201 SEC. I PW2201 SEC.180 knots maximum. Airspeed . 6. If possible. close speedbrakes and jettison stores. 3. O. • Day or night. the type of pattern flown in an emergency is either an SFO or straight-in approach and depends on several factors: • Nature of the emergency.EXTEND. Refer to OIL SYSTEM MALFUNCTION. this equates to the intersection of the top of the speedbrakes and a line drawn from the tip of the horizontal tail to the top of the vertical tail root fairing. this action provides sufficient energy to safely land the aircraft or to zoom and eject if a safe landing cannot be made.

If the engine rpm is greater than normal with the throttle in IDLE or some other malfunction requires excessive braking action to maintain a safe taxi speed. Attain safe altitude. If the LG handle remains up: I WARNING I On runways with less than 8000 feet and without arresting gear Irm IfmJ or drag chute. Slow only to that AOA/airspeed which allows acceptable handling qualities.. ~ . there may be insufficient distance to safely stop the aircraft. the brakes may absorb a high amount of energy in a short period of time. 5.. The following items should be accomplished: 1. If thrust is excessively high or if landing on a runway where stopping distance may be critical.. consider locking LEF's. I WaRNING I If a condition which might cause asymmetric TEF extension exists. If LEF damage is observed. etc. LE FLAPS switch . this section. this section. Extend the hook if required. runway condition. • NWS is inoperative. pilot fatigue. - . a controllability check should be performed. - . ~ When structural damage or any other failure that may adversely affect aircraft handling characteristics is known or suspected. Stores .O. If required. the procedures for ABNORMAL ENGINE RESPONSE. CHAN 2 must be ~ ~ ~ ~ ~ . • The T.Selectively jettison (if required).. an ejection is recommended. refer to HOT BRAKES. consider alternate LG extension with the LG handle in UP to preclude TEF extension.~~~ When flying an SFO approach with the engine operating at a higher thrust level than normal idle. Mter touchdown from an SFO landing. GW . should be considered. this section. • BRAKES selected. use a normal or short field stopping technique as required by the stopping distance available. pilot experience. Determine optimum configuration available for landing. 2. facilities.).ILAND CONFIG warning light may illuminate. prior to proceeding with CONTROLLABILITYCHECK. • Nozzle remains closed resulting in higher than normal landing thrust.Reduce (as required). • The LG handle warning light remains on to indicate the position of the gear handle is not in agreement with the actual gear position.LOCK (if required). I WARNING I If the aircraft is not controllable down to a reasonable landing speed (given consideration to weather. CONTROLLABILITY CHECK • Final approach airspeed is 20 knots higher than normal. NOTE In the event that structural damage of unknown extent is encountered or if continued control of the aircraft is in doubt. 6. this section.""""". 4. Refer to SELECTIVE JETTISON. control descent rate and airspeed with the speedbrakes rather than adjust the ground track. • FLCS remains in cruise gains. Consider positioning AIR REFUEL switch to OPEN to obtain takeoff and landing gains. consider accomplishing applicable steps of EJECTION (TIME PERMITTING).

2. Throttle . Do not use brakes while the cable is stretched or while being pulled backward.IDLE. retard throttle to IDLE. • Offcenter engagement results in aircraft yaw motions during cable runout. use flaperons and rudder as required to maintain directional control. however. Engaging a net barrier requires minimal pilot action as there is no hook to lower and little roll back after the aircraft's forward motion stops. I SHOULDER HARNESS knob . Engage cable as close to center as possible. section 5. 1. NET ARRESTMENT Refer to NET ARRESTMENT LIMITATIONS.LOCKED. place HOOK switch to UP and use approximately 10-15 percent increase in rpm to allow a rollback disengagement. 7. • Departure-end arrestment: HOOK switch to DN at least 1500 feet before reaching the cable. After engagement. and/or hook backup structure. or with the nosewheel in the air could result in structural failure of the NLG. hook. HOOK switch . 6. NOTE • Under certain conditions. For most approach-end arrestments. • Up to five seconds (after activation) are required to fully raise the BAK-14 cable. Brakes . touchdown should be at least 500 feet in front of the cable to allow sufficient time to lower the nosewheel to the runway prior to engagement.DN. . directional control is reduced and the aircraft drifts right. Control rollback with the throttle.LOCKED. Engage the cable as close to center as possible. lower the hook. For cable disengagement. avoid runway centerline lighting. nosewheel on the runway with brakes off and aircraft aligned with the runway. • Approach-end arrestment: Touch down at least 500 feet in front of the cable. Consider options available engagemen t occurs. nosewheel on the runway (if required) and brakes off. 1. with offcenter distances greater than 35 feet. SHOULDER HARNESS knob . I WARNING I U sing forward stick pressure to keep an abnormally fast aircraft on the runway for cable engagement will probably result in a missed engagement or failure of the nose tire/NLG. arrestment may produce a bouncing motion which is readily apparen t. I WARNING I • Cable arrestment at speeds greater than emergency arrestment speed. Place the HOOK switch to DN at least 1500 feet before reaching the desired arresting cable and reduce speed as much as possible. rollback should be controlled by the throttle. if a missed Prior to cable engagement: 5. maintain landing attitude after touchdown and prior to engagement.Engage (if required).CABLE ARRESTMENT Refer to figure 5-6 for hook engagement limits. 4. GW . 3.Reduce (as required).Release prior to engagemen t. • To prevent hook bounce and possible missed engagement. For an approach-end arrestment with one MLG up or damaged as described in LANDING WITH LG UNSAFEIUP. 2. ifbrakes and NWS are inoperative. Immediately after touchdown. If there is any doubt about stopping on the remaining runway. NWS . As the aircraft slows to below 70 knots. this section. • 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. This action can result in aircraft tipping backward.

the aircraft is likely to turn slightly right before stopping. 1_ _ . this section. Barrier netting will not prevent subsequent canopy opening/jettison. type of cable engaged. To reduce the possibility of damage. LANDING WITH A BLOWN TIRE When landing with a blown MLG tire. Mter touchdown from a 13 degree AOA approach. C~:~!::~ With a blown tire. ~ Engage net perpendicular to preclude aircraft rotating sideways during the arrestmen t. Nosewheel steering is not required.Jettison. and height of nosewheel above the runway. To reduce the possibility of such damage. LESS (FE pulsating antiskid mode. Throttle . Stop straight ahead and shut down the engine as soon as firefighting equipment is available. Stores . leave the anti-skid system on to minimize the possibility of skidding on the good tire. The throttle should be retarded to off prior to engagement to reduce the possibility of foreign object damage. I WARNING I The canopy should be retained throughout the engagement to provide pilot protection. an approach end arrestment is preferred over a normal approach and landing. the antiskid system switches to the mJ alternate braking mode. ~ . 4. the lowest practical landing GW and airspeed should be attained. Retain empty external fuel tanks. If the blown tire is on the NLG.OPEN. the landing gear may collapse during landing roll if portions of the tire remain and cause a wheel imbalance condition. or consider an all LG up landing (refer to LANDING WITH LG UNSAFEIUP. . The HUD gun borecross can be used to determine pitch attitude. IIIIIIIIIIIIII IIIIIIIIIIIIII I WARNING I Failure to depressurize external fuel tank(s) significantly increases the probability of tank explosion and fire if the aircraft departs the runway. if engaged. 2. Retain empty external fuel tanks. 3. AIR REFUEL switch . Jettison stores if possible. Engage net perpendicular. pitch attitude should be reduced to approximately 5 degrees prior to cable engagement. avoid centerline lights as they may cause wheel damage and subsequent loss of directional control. To avoid possible directional control problems associated with landing gear collapse. Prior to landing: 1. this section). Landing should be made with the remaining internal fuel in the aft system. it may be left engaged. If an approach-end arrestment is not available and a normal approach and landing is flown. this section. An approach-end arrestment with the nosewheel off the runway is recommended. Jettison stores if possible. Refer to JETTISON. preferably in the center portion of the runway. Stores/ suspension equipment at stations 3 and/or 7 may cause external fuel tanks at stations 4 and 6 to move inboard when jettisoned.I II I II I I I II I~~~_ 3. however. 4. Do not attempt to taxi unless an emergency situation exists. Stores/ suspension equipment at stations 3 and/or 7 may cause external fuel tanks at stations 4 and 6 to move inboard when jettisoned. Depending on GW and speed at the time of engagement. If the wheel with the blown tire does not turn after landing. directional control may be a problem due to a reverse castering effect. Retain empty external fuel tanks. the lowest practical landing GW and airspeed should be attained. refer to procedures for aborting with a blown nose tire in BLOWN TIRE ON TAKEOFF. GW . Avoid steering back toward the center of the runway just prior to engagement as this could result in a non-perpendicular engagement. Use roll control to relieve pressure on the blown tire and NWS to maintain directional control. Landing With A Blown Main Gear Tire _ . During the arrestment.Off prior to engagement. If an approach-end arrestment is not available.TANK INERTING even if Halon is not available. IIIIIIIIIIIIII~ - . ifexternal fuel tank(s) is installed. it is possible for NLG strut failure and/or inlet structural damage to occur.Reduce (if practical). TANK INERTING switch .

Refer to CABLE ARRESTMENT.ANTI-SKID. If a missed approach-end cable arrestment occurs or no approach-end cable is available: NOTE HOOK switch . Final approach AOA . A reverse castering effect may occur in which the nosewheel moves opposite to the rudder or differential braking input. Final approach AOA . Fail ure to depressurize external fuel tank(s) significantly increases the probability of tank explosion and fire if the nose gear collapses during the arrestmen t. 5.Apply aft stick after nose starts down to reduce load on the NLG. Brake .13 degrees. Use of antiskid minimizes skidding on good tire during braking.TANK INERTING even if Halon is not available. 5.13 degrees. Landing With A Blown Nose Gear Tire IWARNING 1 Prior to landing: 1. (Emptying forward tank system takes approximately ~ 15 minutes. Stick . Refer to JETTISON. If a missed cable engagement occurs: 10. HOOK switch . 7. this section. this section. the fuel in aft tank system is approximately ~ 2000 pounds. ~ ~ DRAG CHUTE switch . When forward reservoir is empty. The maxim urn allowable fuel flow with one reservoir empty is 25. 6. AIR REFUEL switch .Reduce (if practical). place ENG FEED knob to FWD. When forward tank system empties. NOTE 3. Stick . 8. 7.) 2. If no approach-end cable is available.As desired on good tire.NOTE 4.DN. Stores . An approach-end cable arrestment with the nosewheel off the runway is recommended. NWS . At 3000 pounds fuel remaining. After touchdown: 8. if external fuel tank(s) is installed. GW . land on the side of runway away from the blown tire. With a blown NLG tire and loss of NWS.DEPLOY (if required). Refer to LG FAILS TO EXTEND. After cable engagement: 9.All fuel in aft tank system (if practical). this section. it may not be possible to prevent departure from the run way.OPEN. 9.Jettison. LG EXTENSION MALFUNCTIONS Malfunctions in extending the LG are normally indicated by failure of the LG handle to lower or by failure of one or more LG to extend accompanied by lack of the corresponding WHEELS down lights and continuous illumination of the LG handle warning light. Retain empty external fuel tanks. TANK INERTING switch . Refer to CABLE ARRESTMENT. this section.Lower nose to approximately 5 degrees pitch attitude for arrestment.DN. An approach-end arrestment is recommended. ANTI-SKID switch .000 pph. . Delay placing the AIR REFUEL switch to OPEN un til all external tanks are empty. rnJ 9 minutes if fuel flow is 4000 pph. Fuel distribution . 10. The NWS light does not illuminate when NWS is engaged if the AIR REFUEL switch is in OPEN. Maintain pitch attitude and go around. Plan to land with approximately 1500 pounds of fuel on board. IWARNING 1 6.Engage (if required). place ENG FEED knob to NORM. rnJ 2400 pounds.

""""",,~~~
Mechanical failures can have varying causes. Failure of an LG component usually affects only one LG and cannot be corrected in flight. Abnormally high moisture content in the hydraulic fluid can cause more than one LG to fail to extend after prolonged operation at low ambient temperatures. This situation can usually be corrected after several cycles of the LG handle at low altitude.
~

The ANTI SKID caution light may give an indication of probable braking. If the ANTI SKID caution light illuminates with the ANTI-SKID switch in OFF, power should be available for braking. (This check can be accomplished in either CHAN 1 or 2 with the LG handle in DN or in CHAN 2 only with the LG handle in UP.) If the ANTI SKID caution light does not illuminate, brakes may not be available.

I

Abnormal indications after the LG handle is lowered can also be caused by electrically related malfunctions (i.e., electrical shorts, electrical component failures, or cannon plug problems). The malfunction may result in an indication problem or an actual failure of one or more LG to extend. A visual confirmation of the LG position should be obtained if possible before any action is taken. LESS ~ An electrically related failure can make the brakes, hook, NWS, and ~ ~ drag chute inoperative. A common failure mode is electrical shorting within a downlock switch caused by moisture intrusion. This shorting typically occurs after the LG handle is lowered and results in opening of the LG uplockJ downlock circuit breaker. Opening of this circuit breaker causes all WHEELS down lights to remain off. The light in the handle may go off normally or it may remain on if the shorting has also adversely affected the warning light circuit. Another result of this circuit breaker opening is that the LG will go into hydraulic isolation immediately after the LG handle is raised and the LG won't retract. Other effects associated with an open LG uplockJdownlock circuit breaker are as follows: • No AOA bracket in the HUD. • Speedbrakes are not limited to 43 degrees. • Landing/taxi light is inoperative. • NWS is inoperative.

LESS ~ The ANTI-SKID caution light may give an indication of probable braking, hook, NWS, and ~ ~ drag chute operation since it uses the same power source and circuitry. If the ANTI-SKID caution light illuminates with the ANTI-SKID switch in OFF, power should be available for braking. (This check can be accomplished in either CHAN 1 or 2 with the LG handle in DN or in CHAN 2 only with the LG handle in UP.) If the ANTI-SKID caution light does not illuminate and hook does not extend, brakes, NWS, and ~ ~ drag chute may not be available.

~ ~ ~ ~ ~

Because of the number of possible malfunctions, specific procedures for every situation are not feasible. If time and conditions permit, ground supervisory and technical assistance should be requested. Evaluate available options prior to using the ALT GEAR handle. Other options may include an LG up landing, diverting to a more suitable landing field, landing where the hazards of departing the prepared surface are minimal, or using a cable arrestment.
LG Handle Will Not Lower

If the LG handle cannot be moved to the DN position after depressing the LG handle down permission button, the electrical circuitry or solenoid has probably failed. [A] mEl The DN LOCK REL button mechanically permits the LG handle to be moved to the DN position. If the LG handle cannot be moved to the DN position due to a mechanical failure, CHAN 1 brakes are inoperative, TEF's must be extended using the ALT FLAPS switch, and the nozzle idle area reset is not available. Without nozzle idle area reset, idle thrust is higher than normal. If LG handle cannot be lowered normally:

An indication failure may be distinguished from an actual extension malfunction by the WHEELS down lights and the LG handle warning light. The WHEELS down lights and the LG handle warning light have separate power sources and circuitry. Thus, if either circuit operates correctly, the LG • should be down even though the other circuit may indicate a problem. If possible, cycle the LG to reattempt extension while watching the WHEELS down lights and the LG handle warning light.

_
~

1.

DN LOCK REL button - Depress and lower LGhandle.

IfLG handle still cannot be lowered: 2. ALT FLAPS switch - EXTEND. BRAKES channel switch - CHAN 2.

,

3.

-

4.

Go to ALTERNATE LG EXTENSION, this section. Nozzle remains closed resulting in higher than normal landing thrust.
NOTE

If one or more LG indicate unsafe:

I WARNING I
• If no WHEELS down lights are illuminated or no LG extends, verify ANTI SKID caution light operation by cycling the ANTI-SKID switch. (This check can only be accomplished with the LG handle in DN or in CHAN 2 with the LG handle in UP.) ~ If the ANTI SKID caution light does not illuminate, brakes may not be available. LESS ~ If the ANTI-SKID caution light does not illuminate and hook does not extend, brakes, NWS, and ~ !till drag chute may not be available. Evaluate available options (e.g., LG up landing, diverting to a more suitable landing field, or using a cable arrestment) prior to using the ALT GEAR handle.
• If at anytime, an LG intermittently indicates unsafe (i.e. WHEELS down light off and LG handle warning light on), the overcenter lock on the LG drag brace assembly may not be functioning properly. The LG may appear down, but the LG may collapse during landing. Plan on using the LG unsafe/ up procedures even if the LG eventually indicates normal. Refer to LANDING WITH LG UNSAFEIUP, this section.

Mter a successful alternate gear extension with the landing gear handle still up, the LG handle warning light remains on to indicate the position of the gear handle is not in agreement with the actual gear position.
LG Fails To Extend NOTE

If alternate LG extension was performed and one or more LG indicate unsafe, refer to ALTERNATE LG EXTENSION, this section.

If one or more LG fail to extend, the LG handle may be cycled multiple times to attempt to extend the LG if no structuraI/battle damage exists and if normal hydraulic pressure exists. Multiple cycle attempts may release the locking pawls and result in normal gear extension if the failure to extend was caused by failure of the uplocks to release.

If the LG previously failed to retract, do not cycle the LG handle. Damage to the LG or LG doors may preclude successful extension.

If cycling of the LG handle fails to correct the situation, use of the alternate extension system must be considered. If possible, get a visual confirmation of LG position. If the NLG WHEELS down light is off, confirmation of the NLG position can be made by checking landing/taxi light operation. Illumination of either light confirms that the NLG is down. With the NLG WHEELS down light off, NWS may be inoperative (without a NWS FAIL caution light).

If the LG previously failed to retract, do not cycle the LG handle. Damage to the LG or LG doors may preclude successful extension.
NOTE

If the NLG WHEELS down light is off, confirmation of the NLG position can be made by checking landing/taxi light operation. Illumination of either light confirms that the NLG is down. With the NLG WHEELS down light off, NWS may be inoperative (without a NWS FAIL caution light).

• •

""""",,~~~ I
1.

LG handle - Cycle and monitor LG handle warning light and WHEELS down lights.

2.

ALT GEAR handle - Pull (if required) (190 knots maximum, if practical).

~

"

If LG handle warning light illuminated when the LG handle was lowered, then went off and tests good, or if WHEELS down lights operated normally:

• If an unsafe MLG indication exists and both MLG are out of the wheel wells, pulling the ALT GEAR handle is not recommended.

~

" _

2.

Speedbrakes - Verify opening is less than 43 degrees. From the front cockpit, the top of the speedbrakes should be slightly above a line drawn from the tip of the horizontal tail to the top of the vertical tail root fairing.

• Alternate LG extension can be used up to 300 knots; however, the NLG may not fully extend until 190 knots. Time above 190 knots should be minimized in case there is a leak in the pneumatic lines.

_

G!::~!~J
• NWS is not available following alternate LG extension. • Do not depress the ALT GEAR reset button while pulling the ALT GEAR handle. This action may preclude successful LG extension. • Pulling the ALT GEAR handle with normal system B hydraulic pressure, e.g., NLG fails to extend, may result in system B hydraulic failure within 15 minutes.
If LG indicates safe: 3.

I~
"

If RMLG WHEELS down light is off, speedbrakes may not be limited to 43 degrees.

3.

Land normally.

If LG handle warning light did not illuminate or remained illuminated after LG handle was lowered, and if one or more WHEELS down lights did not illuminate: 4.

-

Go to ALTERNATE LG EXTENSION, this section.

Alternate LG Extension

Land normally. If possible, get visual confirmation of LG position. ~ If all WHEELS down lights were initially off with the LG handle down and use of the hook may be required after touchdown, verify before landing that the hook extends. Stop straight ahead on the runway. Consider go-around capability in the event the brakes are found to be inoperative after touchdown.

Alternate LG extension should be accomplished at the lowest practical airspeed below 190 knots. The • NLG may not indicate down until airspeed is reduced below 190 knots. NWS is inoperative after alternate LG extension even if system B hydraulic pressure is available. 1. LG handle - DN. (Use DN LOCK REL, if required.)

4.

I

WARNING

I
3.

If the LG was alternately extended due to failure of system B, only brake/JFS accumulator braking is available and after stopping the parking brake should be engaged un til chocks are installed. If LG indicates unsafe:

-

If LG handle does not lower, select BRAKES CHAN 2 and position ALT FLAPS switch to EXTEND. Nozzle remains closed, resulting in higher than normal landing thrust.

Stick - Apply alternating g forces (-1.0 to +3.0 g) to free LG. Up to 300 knots may be required to provide sufficient g force.

If LG indicates safe: 4.

To accomplish the landing:
1.

Land normally. If possible, get visual confirmation of LG position. Stop straight ahead on the runway.

Retain empty fuel tanks and racks.

I

WARNING

I

5.

If time permits, delay landing until external fuel tanks are empty. If an immediate landing is required, jettison all external fuel tanks. If the LG was alternately extended due to failure of system B, only brake/JFS accumulator braking is available and after stopping the parking brake should be engaged until chocks are installed. If LG still indicates unsafe: 4. 2.

Armament - Jettison. GW - Reduce. TANK INERTING switch - TANK INERTING even if Halon is not available. AIR REFUEL switch - OPEN.

3.
4.

5.

Speedbrakes - Verify opening is less than 43 degrees. From the front cockpit, the top of the speedbrakes should be slightly above a line drawn from the tip of the horizontal tail to the top of the vertical tail root fairing.

I

WARNING

I

Failure to depressurize external fuel tanks significantly increases the probability of tank explosion and fire.
NOTE

If RMLG WHEELS down light is off, speedbrakes may not be limited to 43 degrees. 6.

Delay placing the AIR REFUEL switch to OPEN until all external fuel tanks are empty. Radar - STBY or 0 FF.

5.

Go to LANDING WITH LG UNSAFEIUP, this section.

7. 8. 9.

SMS/HDPT/ECM power - Off.
SHOULDER HARNESS knob - LOCKED. Refer to figure 3-16.
NOTE

Landing With LG Unsafe/Up

Prior to landing with any of the LG unsafe or up, consider the following: • Airfield facilities. • Hook engagement limits. • Crosswind component. • Runway and overrun conditions.
If conditions are not favorable: 1.

If either MLG is not extended, EPU operation cannot be terminated with the EPU switch after engine shutdown.
ANTISKID MALFUNCTION (LANDING)

Illumination of the ANTI SKID caution light when the LG handle is lowered indicates one of the following:
• (f£) Loss of power to one of the two brake channels

Refer to EJECTION (TIME PERMITTING), this section.

or from the ANTI-SKID switch.

"""IIIIII~~~

I
(FE

Built in Test (BIT) detected malfunction of one of the two brake channels.

ASYMMETRIC STORES (LANDING)

- LESS irE Failure in the antiskid system (pulsating

brake pressure mode activated).

I - LESS irE Loss of electrical power to the CHAN 1
brake and antiskid control circuits.
(fE

Cycling the ANTI-SKID switch to OFF and back to ANTI -SKID will not extinguish the ANTI SKID caution light. Touchdown skid control protection may not be available, so do not apply brakes before touchdown.

mJ If the ANTI SKID light extinguishes on wheel
spin up, antis kid protection is available and one of the two brake control channels is fully functional. Normal braking may be used. If the light does not extinguish on wheel spinup, or first illuminates on wheel spinup, braking may be in the alternate braking mode, detectable by a pUlsing sensation when differential braking is applied. In the alternate braking mode, symmetric braking will give the best stopping performance.
LESS mJ Changing to CHAN 2 brakes may extinguish the ANTI SKID caution light and provide normal antiskid and braking functions. If the failure was in the antiskid system, cycling the ANTI-SKID switch may correct the problem. If the ANTI SKID caution light remains on, antiskid protection is not available and degraded (i.e. pulsating) or inoperative braking should be expected.

If the ANTI SKID caution light illuminates (with the ANTI-SKID switch in ANTI-SKID) when the LG handle is lowered:
1.

Refer to figure 3-17 for computation of asymmetric moment. A modified approach is required if the net asymmetry exceeds 10,000 foot-pounds. Successful landings have been demonstrated with asymmetries as large as W 25,020 foot-pounds, LESS W 22,650 foot-pounds. If the net asymmetry exceeds W 25,020 foot-pounds, LESS 22,650 foot-pounds, stores should be selectively jettisoned from the heavy wing to reduce the asymmetry. The decision to land with large asymmetries should consider such factors as weather conditions, runway length/width, surface conditions (RCR), arresting gear availability, crosswind component/gusts, and pilot experience. Avoid abrupt control inputs. Limit maximum bank angle changes to 90 degrees and do not exceed 10 degrees AOA until the net asymmetry can be determined. A controllability check should be performed with the LG down to determine handling qualities and the feasibility of landing. During the controllability check, determine maximum maneuvering AOA by slowly increasing AOA until roll authority is insufficient to maintain wings level. Do not exceed 12 degrees AOA during this check. If loss of roll authority is experienced, the maximum maneuvering AOA is 2 degrees below that at which roll authority was lost or 10 degrees AOA, whichever is less. If landing is feasible, plan to fly a shallow, power-on, straight-in approach. Use roll trim and lateral stick as required. Full roll trim may not be enough to compensate for large asymmetries. Trim rudder into the heavy wing up to a maximum of two dots. This decreases bank angle and permits a low bank angle, low sideslip approach, minimizing pilot induced lateral oscillations. This action increases the roll trim necessary to hold up the heavy wing.

m

-

-

BRAKES channel switch - CHAN 2.

irE If the ANTI SKID caution light remains on:
2.
Refer to ANTISKID (GROUND), this section. MALFUNCTION

LESS m'l If the ANTI SKID caution light remains on:

2.

ANTI-SKID switch - OFF, then ANTI-SKID.

back to

If the ANTI SKID caution light remains on, expect pulsating or inoperative braking and no antiskid protection during landing:

3.

Refer to ANTISKID (GROUND), this section.

MALFUNCTION

Fly a shallow, power-on, straight-in approach and reduce bank angle to wings level on short final. Do not exceed the maximum maneuvering AOA, as determined during the controllability check, on final approach or during the flare/touchdown. Two-point aerodynamic braking should be performed at 10-11 degrees AOA until approximately 120 knots. The nose should then be lowered to the runway and maximum effort antiskid braking should be used. At no time should 11 degrees AOA be exceeded while on the runway. When the ARI switches out with wheel spin-up, large rudder changes can occur which cause yaw into the heavy wing. When landing with no crosswind, this yaw helps align the aircraft with the runway. With crosswind components greater than 10 knots (5 knots if the net asymmetry exceeds 20,000 foot-pounds), land with the heavy wing into the crosswind even if this results in landing downwind. Failure to do so may result in inadequate roll control.

, , , , ,

-

~~~IIIIIIIIIIII
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT AVAILABLE UNAVAILABLE CONFIGURATION

- * - ~A=====--==~~====~~ - t - --ItALL LG INDICATE UNSAFE BUT APPEAR NORMAL
i

10. 11.

HOOK - DOWN. APPROACH-END CABLE - ENGAGE.

10.

LAND NORMALLY.

,I

l

ALL LG UP

ARRESTMENT NOT RECOMMENDED. USE APPROACH-END ARRESTMENT UNAVAILABLE PROCEDURE.

10. 11. 12. 13.

EPU - ON. ALT FLAPS - EXTEND. LOW ANGLE APPROACH AT 13° AOA. THROTTLE - OFF IMMEDIATELY PRIOR TO TOUCHDOWN.

80TH MLG UP OR UNSAFE

IPJ1~==::::::;;;;~

---=-

10. 11. 12. ;;;~===~~ 13. ._~ 14. 15.

ALT GEAR HANDLE - IN. WAIT 5 SECONDS. LG HANDLE - UP. ALT GEAR RESET BUTTON - DEPRESS (2 SECONDS). USE ALL LG UP PROCEDURE. IF NLG DOES NOT RETRACT: o. HOOK - DOWN. b. LOW ANGLE APPROACH AT 11 0 AOA. c. ATTEMPT A FLY-IN ENGAGEMENT. AFTER ENd. THROTTLE - OFF GAGEMENT.

10. 11. 12. 13.
14. 15.

I WARNING I
IF THE ENGAGEMENT IS MISSED, MAINTAIN WINGS LEVEL AND GO AROUND. IF A GO-AROUND IS NOT ACCOMPLISHED, THE AIRCRAFT MAY GROUND LOOP.

ALT GEAR HANDLE - IN. WAIT 5 SECONDS. LG HANDLE - UP. ALT GEAR RESET BUTTON - DEPRESS (2 SECONDS). USE ALL LG UP PROCEDURE. IF NLG DOES NOT RETRACT: o. CONSIDER LANDING FROM A LOW ANGLE APPROACH AT 13° AOA IF WING FUEL TANKS ARE CARRIED. b. RECOMMEND EJECTION IF WING FUEL TANKS ARE NOT CARRIED OR IF CONDITIONS ARE NOT CONSIDERED FAVORABLE FOR AN ATTEMPTED LANDING WITH WING FUEL TANKS.

NLG UP OR UNSAFE

ARRESTMENT NOT RECOMMENDED. USE APPROACH-END ARRESTMENT UNAVAILABLE PROCEDURE.

10. 11. 12.
13.

-

14.

EPU - ON. LOW ANGLE APPROACH AT 13 0 AOA. THROTTLE - OFF AFTER TOUCHDOWN. LOWER NOSE TO RUNWAY BEFORE CONTROL EFFECTIVENESS BEGINS TO DECAY. EPU - OFF AFTER STOP.

Figure 3-16. (Sheet 1)

3-142

Change 7

~IIIIIIIII

IIIIIIIIIIII~~~­
LG Unsafe/Up Landing
APPROACH·END ARRESTMENT CONFIGURATION
ONE MLG AND NLG UP OR UNSAFE

AVAILABLE
ARRESTMENT NOT RECOMMENDED. USE APPROACH-END ARRESTMENT UNAVAILABLE PROCEDURE.

UNAVAILABLE

----=

~
'
13.

10. ALT GEAR HANDLE - IN. 11. WAIT 5 SECONDS. 12. LG HANDLE - UP. 13. ALT GEAR RESET BUTION - DEPRESS
14. 15.
(2 SECONDS). USE ALL LG UP PROCEDURE. IF LG DOES NOT RETRACT: o. CONSIDER LANDING FROM A LOW ANGLE APPROACH AT 13 0 AOA IF EXTERNAL FUEL TANK(S) IS CARRIED.

ONE MLG INDICATES UNSAFE BUT APPEARS NORMAL

~-

10. HOOK - DOWN. 11 . LOW ANGLE APPROACH AT 11 0 AOA. 12. AFTER TOUCHDOWN, USE ROLL
CONTROL, IF NECESSARY, TO HOLD WING UP. IF ROLL CONTROL IS NEEDED TO HOLD WING Up, MAINTAIN LANDING ATIITUDE FOR ENGAGEMENT. IF ROLL CONTROL IS NOT NEEDED TO HOLD WING Up, LOWER NOSE FOR ARRESTMENT. THROTILE - OFF AFTER ENGAGEMENT.

NOTE
LAND ON THE SIDE OF THE RUNWAY AWAY FROM THE UNSAFE MLG.

b. RECOMMEND

IWARNING I
IF THE ENGAGEMENT IS MISSED AND ROU CONTROL WAS NECESSARY TO HOLD WING Up, MAINTAIN WINGS LEVEL AND GO AROUND. IF A GO-AROUND IS NOT ACCOMPLISHED, THE AIRCRAFT MAY GROUND LOOP.

EJECTION IF EXTERNAL FUEL TANK(S) IS NOT CARRIED OR IF CONDITIONS ARE NOT CONSIDERED FAVORABLE FOR AN ATIEMPTED LANDING WITH EXTERNAL FUEL TANK(S).

ONE MLG UP

1l~:::F===

~

o-=~

;;;;~=====Qn

10. ALT GEAR HANDLE - IN. 11. WAIT 5 SECONDS. 12. LG HANDLE - UP. 13. ALT GEAR RESET BUTION - DEPRESS
14. 15.
(2 SECONDS). USE ALL LG UP PROCEDURE. IF LG DOES NOT RETRACT: o. HOOK - DOWN. b. LOW ANGLE APPROACH AT 11 0 AOA. c. AFTER TOUCHDOWN, USE ROLL CONTROL TO HOLD WING UP AND MAINTAIN LANDING ATIITUDE FOR ENGAGEMENT. d. THROTILE - OFF AFTER ENGAGEMENT.

I

WARNING

I

IF THE ENGAGEMENT IS MISSED, MAINTAIN WINGS LEVEL AND GO AROUND. IF A GO-AROUND IS NOT ACCOMPLISHED, THE AIRCRAFT MAY GROUND LOOP.

Figure 3-16. (Sheet 2)

IIIIIIIIIIIIII~

-

Asymmetric Moment

LEGEND:

mm
1 2 @ 3 WEIGHT - 1000 POUNDS

~

LESS

m
IF-l6A-l-Ol27A@

©

4

Figure 3-17.

1.

Compare weights on mirror stations (4 and 6, 3 and 7, etc.). Include wingtip AIM-120's; exclude wingtip AIM-9's since their weight is offset by the lift they generate. Determine asymmetric moment for each set of stations. Enter with weight difference at bottom of chart, proceed vertically to the appropriate line, and proceed horizontally left to read the asymmetric momen t. Add or subtract each asymmetric moment to determine net asymmetry.

B.

Asymmetric moment Station 317 weight difference Asymmetric momen t Net asymmetry (B+D)

14,000 foot-pounds
= 1650 pounds = 16,500 foot-pounds

C.
D.

2.

E.

30,500 foot-pounds

SAMPLE PROBLEM 2:

3.

• •

Full 370-gallon fuel tank on station 6; empty fuel tank on station 4. Three MK 82 (SNAKEYE) bombs on station 3; station 7 empty.

SAMPLE PROBLEM 1:



A.

Full 370-gallon fuel tank on station 4; empty fuel tank on station 6. Three MK 82 (SNAKEYE) bombs on station 3, station 7 empty. Station 4/6 weight difference
= 2405 pounds

Follow same procedures (A through D) as above; however, since the asymmetric moments are on the opposite wing, the moments are subtracted rather than added.

E.
1.

Net asymmetry (B-D)

=

2500 foot-pounds

AOA - 10 degrees maximum.

,.. ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ,6T ,6T ~1~

,

I WARNING I
Large asymmetric loads severely limit lateral control when rolling away from the heavy wing. Until determining net asymmetry, limit maximum bank angle change to 90 degrees, avoid abrupt control inputs, and do not exceed 10 degrees AOA. 2. Determine net asymmetry. Refer to figure 3-17.

I WARNING I
• With crosswind component greater than 10 knots (5 knots if the net asymmetry exceeds 20,000 footpounds), land with heavy wing into the crosswind even if this results in landing downwind. Failure to do so may result in inadequate roll control. • Do not exceed the maximum AOA, as determined during the controllability check, during final approach, flare, touchdown, or two-point aerodynamic braking.
6.

If asymmetry is greater than OJ 25,020 foot-pounds, LESS m 22,650 foot-pounds:
3.

Stores - Jettison (as required). Selectively jettison stores from the heavy wing to obtain a net asymmetry less than 25,020 foot-pounds, LESS 22,650 footpounds. Refer to SELECTIVE JETTISON, this section.

m

m

Roll trim and lateral stick - As required. Rudder trim - Trim into the heavy wing (if required).

7.

~ ,
_

-

-

If asymmetry is greater than 10,000 foot-pounds: 4. Controllability - Check. • Lower LG at a safe altitude and check handling qualities until roll authority is insufficient or up to 12 degrees AOA maximum. • Maximum maneuvering AOA for approach and landing is 10 degrees AOA or 2 degrees less than the AOA at which roll authority is insufficient to maintain wings level, whichever is less. If landing is feasible:

If landing is not feasible: 5. Go to EJECTION (TIME PERMITTING), this section.

-

If asymmetry is less than 10,000 foot-pounds: 4. Land normally.

NLG WOW SWITCH FAILURE

I WARNING I
The decision to land with a large asymmetry should consider such factors as weather conditions, runway length/width and surface conditions (RCR), arresting gear availability, crosswind component/gusts, and pilot experience.

If the NLG WOW switch fails to the ground position, the AIR DISC function on the stick is inoperative, the speedbrakes are not limited to 43 degrees with the right MLG down and locked, and NWS can be engaged in flight.
1.

NWS - Engage.

If ARlNWS light comes on:

2.
3.

NWS - Disengage. ARlNWS light - Off.

5.

Fly a shallow, power-on, straight-in approach.

~",,:;,~

-

-

:1 -

NOTE
Insure thatARJNWS light is off prior to landing so that the NWS does not follow rudder commands when the nosewheel is lowered to the runway. Visually confirm speedbrake opening is limited to 43 degrees to prevent the lower surfaces from striking the runway during landing.

DRAG CHUTE FAILURE ~ !BQl
4.

Speedbrakes - Close to less than 43 degrees. From the front cockpit, the top of the speedbrakes should be slightly above a line drawn from the tip of the horizontal tail to the top of the vertical tail root fairing.

If decision is made to go-around: 1. 2. Drag chute - Release. Throttle - MAX AB.

T. O. 1F- 16A- 1

SECTION IV CREW DUTIES
(Not Applicable)

4- 1/(4-2 blank)

T.O. 1F- 16A-1

SECTION V OPERATING LIMITATIONS TABLE OF CONTENTS
Introduction ............................ . Instrument Markings .................... . Engine Limitations I PW200 I ............... . Engine Limitations I PW2201 ............... . Fuels ................................... . System Restrictions ...................... . Jet Fuel Starter Limits ................ . Tire Spee.d Limit ...................... . Brake Energy Limits .................. . Fuel/Oil System Limitations ........... . One Reservoir Empty ............... . Negative G Flight ................... . Airspeed Limitations .................... . System Airspeed Limitations ........... . Maximum Airspeed Operating Limitations ........................ . Low Airspeed Operating Limitations .... . Prohibited Maneuvers ................... . Gross Weight Limitations ................ . CG Limitations .......................... . Acceleration Limitations ................. . Fully Internal Fueled Aircraft .......... . Partially Internal Fueled Aircraft ...... . AOA and Rolling Limitations ............. . Stores Limitations ....................... . Asymmetric Stores Loading ............ . Miscellaneous Limitations ................ . Net Arrestment Limitations ............ . Crosswind Limits ...................... Aircraft Battle Damage Repair .......... Page 5-1 5-1 5-1 5-1 5-1 5-2 5-2 5-2 5-2 5-2 5-2 5-2 5-2 5-2 5-2 5-3 5-3 5-3 5-3 5-3 5-4 5-4 5-4 5-4 5-4.1 5-4.1 5-4.1 5-4.1 5-4.1

ENGINE LIMITATIONS 1PW200 I
Refer to figure 5-2 for Engine Limitations, figure 5-3 for AB Operation and Light-Off Limits, and figure 5-4 for BUC - Operational Envelope.

ENGINE LIMITATIONS I PW2201
Refer to figure 5-2 for Engine Limitations, and figure 5-3 for Operational Envelope ..

FUELS
JP-4, JP-5, JP-8; NATO F -34, F -35, F -40, F -43, and F -44; and commercial JET A, JET A-I, and JET Bare approved fuels. Except for freeze point and possible icing and corrosion inhibitor differences, JP-4, NATO F-40, and JET B are equivalent and the same operating limitations apply. Operating and throttle movement limitations for fuels other than JP-4, NATO F-40, and JET B, are the same as for JP-4, NATO F-40, and JET B except: Ground starts with temperature below -4°F (-20°C) may produce more smoke and require a longer time for engine light-off. Ground starts should not be attempted with fuel temperature below -40°F (-40°C) except JET A which is -35°F (-37°C). Airstart light-off times also may be slightly longer.

NOTE
• 1

INTRODUCTION

PW200 I Changing operations from JP-4, NATO F-40, or JET B may initially result in an increase in the number of AB-related compressor stalls due to minor trim variations .
PW2201 Changing operations from JP-4, NATO F-40, or JET B may result in an increase in the number of AB recycles.

1

The aircraft and system limitations that must be observed during normal operations are presented in this section and T.O.IF-16A-I-3 (Block 10) or T.O. IF-16A-I-4 (Block 15 ~ ). Those limitations that are characteristic of a special phase of operations such as emergency procedures, etc., are not covered in this section.

.1 PW2201 When using approved fuels
other than JP-4, NATO F-40, or JET B, a self-recovering AB sequencing stall may occur when transitioning from region 3 of the AB lightoff envelope as the AB automatically sequences up to the requested throttle position.
1

INSTRUMENT MARKINGS
Refer to figure 5-1 for location and range of the markings.

PW2201 Fuels with very high flash points (JP-5, NATO F-43, and NATO F-44) may leave visible signature on AB cancellation at high altitude.

Change 3

5-1

10. 1 F- 16A-1

Approved fuels may be intermixed in any proportion during ground or AR operations. No change in engine operating limitations is required. I PW200 I AB hangups in segment 4 may occur. Segment 5 AB may not be usable and there may be a noticeable decrease in AB thrust. Due to fuel freeze points, non JP-4 or NATO F -40 fuel in external tanks may not transfer after sustained operation (5 minutes or longer) below 275 knots from 25,000-30,000 feet or below 0.72 mach from 30,000-42,000 feet (all non JP-4 or NATO F -40 fuels except JET A) or below 300 knots from 25,000-30,000 feet or below 0.83 mach from 30,000-42,000 feet (JET
A).

• Initiating maximum effort braking above maximum brake application speed may result in loss of braking before the aircraft is stopped. • Danger zone procedures should be followed for any event which requires excessive braking.
• If brake energy absorption is in the

danger zone, wheel fusible plugs release tire pressure within 3-15 minutes after the stop.

NATO F -34, NATO F -40, and NATO F -44 may not contain corrosion inhibitor and NATO F -35, NATO F -43, JET A, JET A-I, and JET B may not contain icing or corrosion inhibitors. Restrict operation without icing inhibitor to one flight. Restrict engine operation without corrosion inhibitor to 10 consecutive hours. Certain fuels are heavier; refer to FUEL QUANTITY INDICATION AND TANK ARRANGEMENT, Section I.

FUEL/OIL LIMITATIONS
One Reservoir Empty

The maximum allowable fuel flow with one reservoir empty is 25,000 pph.
Negative G Flight

Negative g flight with both reservoir tanks full is limited to: • AB thrust - 10 seconds.

SYSTEM RESTRICTIONS
JET FUEL STARTER LIMITS
Refer to figure 5-5.

• I PW200 I MIL thrust or below - 10 seconds (oil system limit). • I PW220 I MIL thrust or below - 30 seconds.

NOTE
Negative g flight should be avoided when a low fuel condition exists (forward or aft reservoir not full) or ENG FEED knob out of NORM.

TIRE SPEED LIMIT
The MLG and NLG tires are certified for use to 217 knots groundspeed.

AIRSPEED LIMITATIONS
BRAKE ENERGY LIMITS SYSTEM AIRSPEED LIMITATIONS
Refer to T.O. IF-16A-l-l, Part 2 for brake energy limits for maximum effort braking, taxi, aborted takeoff, landing, and the effect on turnaround capability. The actual energy per brake may differ considerably from the value found in Part 2. This is caused by unequal energy distribution between the brakes or residual heat from previous braking. Maximum brake application speed is the maximum speed from which the aircraft can be stopped using maximum braking. This speed is based on the capability of each brake to absorb a maximum of 18.2 million foot-pounds of energy. (Refer to ABORTED TAKEOFF MAXIMUM BRAKE APPLICATION SPEED, T.O. IF-16A-l-l, Part 2.)
5-2 Change 8

Refer to figures 5-3, 5-6, and 5-7.

MAXIMUM AIRSPEED OPERATING LIMITATIONS
~

Refer to figure 5-3. Maximum operating airspeed is 800 KIAS from sea level to 30,000 feet MSL. Above 30,000 feet MSL, the aircraft is limited to 2.05 mach.

LESS ~ Maximum operating airspeed is 600 KCAS or 2.05 mach, whichever is lower.
Maximum operating airspeed/mach may be reduced as a result of system restrictions or stores limitations. Refer to figure 5-7 and T.O. IF-16A-I-3 (Block 10) or T.O. IF-16A-I-4 (Block 15 and~ ).

10.lF-16A-1
LOW AIRSPEED OPERATING LIMITATIONS

2. 3. 4. 5.

Repeated maximum rudder reversals. Consecutive 360-degree maximum command rolls. Maximum command roll reversals above 670 knots with STORES CONFIG switch in CAT I. Maximum command rolling maneuvers above 1.8 mach and either above 3g or below 35,000 feet MSL. Rudder rolls or rudder-assisted rolls of more than 90 degrees of bank angle change with any store on station 3,4,6, or 7. With LG and/or TEF's down: • Flight above 15 degrees AOA with stores at station 3, 4, 6, or 7. • Maximum command rolls of more than 90 degrees of bank angle change.

Recovery should be initiated no later than activation of the low speed warning tone.

I WARNING I
For CAT I configurations with drag indices greater than 120, delaying recovery until activation of the low speed warning tone may result in departure regardless of recovery technique. Rapid airspeed decay may reduce control authority to the point that recovery inputs have no effect. Low thrust settings, external fuel tanks, or inlet pods increase the possibility of a departure. To avoid departures due to roll coupling, do not operate with category III loadings below 200 knots (except for takeoff and landing).

6.

7.

I

WARNING

I

8.

Rapid rudder release or reversal above 300 knots/O.6 mach.

GROSS WEIGHT LIMITATIONS
Departures from controlled flight with asymmetric category III loadings may result in fast, flat (possibly nonrecoverable) spins. Block 10 aircraft and ~ lim ~ IHQ] Block 15 aircraft. The maximum allowable GW for ground handling, taxi, takeoff, in flight, and landing is 35,400 pounds.
~

PROHIBITED MANEUVERS
The following maneuvers are prohibited: 1. Intentional departures and spins with any of the following: • Symmetric category I loading with suspension equipment or missiles at station 3, 4, 6, or 7. • Asymmetric category I loading. • Category III loading. • Altitude below 30,000 feet AGL. • CG aft of aft limit for the configuration being flown. • Lateral fuel (internal and external) imbalance greater than 200 pounds.

Block 15 aircraft with 18 ply NLG tire and 20 ply MLG tire. The maximum allowable GW for ground handling, taxi, takeoff, in flight, and landing is 35,400 pounds.

CG LIMITATIONS
Refer to T.O. IF-16A-5-2. W Generally, the aircraft is within CG limits when the red portion of the AL pointer is not visible (FUEL QTY SEL knob in NORM).
LESS rn Refer to Section II for FUEL MANAGEMENT and Section III if the proper fuel distribution is not established and/or maintained.

ACCELERATION liMITATIONS
Refer to figure 5-8 this section, and T.O. IF-16A-I-3 (Block 10) or T.O.1F-16A-1-4 (Block 15 and 18Q/), figures 5-10, 5-11, or 5-12 ~) for acceleration limitations.

I

Change 11

5-3

T.O. 1 F-16A-1

Load factor limits should not be intentionally exceeded. Notify maintenance of a possible over-g if symmetric maneuvering on the g limiter results in a load factor greater than or equal to 9.5g/-3.2g or if symmetric non-g limiter maneuvering or asymmetric maneuvering exceeds a positive or negative g limit specified in this section. Provide details of the occurrence (maximum g indication, airspeed, altitude, description of maneuver, fuel weight and distribution, etc.) and HUD videotape if it is available.
NOTE

AOA AND ROLLING LIMITATIONS
Refer to figure 5-9. With heavy wing loadings, it may be necessary to cancel the roll command up to 90 degrees early to avoid exceeding the maximum bank angle limit. Except for emergency conditions, do not fly category III loadings with the STORES CONFIG switch in CAT I.

I

WARNING

I

• SYM G limits apply to maneuvers resulting from less than abrupt roll stick inputs and in which roll rate does not exceed 20 degrees/second. ROLL G limits apply to maneuvers resulting from abrupt roll stick inputs or maneuvers in which roll rate exceeds 20 degrees/second. • A false maximum g indication may be displayed in the HUD due to INU vibration while the aircraft is at maximum g. G indications above 10 (e.g., 0.2 for 10.2g) have been observed. • ~ Due to the location of the accelerometer, it should not be used to determine maximum g force. • For evaluating a possible over-g, determine the allowable CARRIAGE MAX ACCEL G for the actual store configuration at the time of the occurrence. Use of figure 5-10 NzW curves (if applicable) is permitted. Refer to T.O. IF-16A-I-3 (Block 10) or T.O.IF-16A-I-4 (Block 15 and IBQ]). • G's experienced during a wingtip vortex/wake turbulence encounter should be considered as asymmetrical when determining if a g limit has been exceeded.
FULLY INTERNAL FUELED AIRCRAFT

• Category III loadings are not protected from AOA or roll-induced departures with the STORES CONFIG switch in CAT I. • Damage to or failure of wing internal structure can occur if rolling maneuvers are performed with the STORES CONFIG switch in CAT I while carrying a category III loading.

An asymmetric loading is any asymmetry that requires roll and/or yaw trim. Refer to ASYMMETRIC LOADINGS, Section VI.
Nose slice and yaw departure may occur during maximum command rolls on the CAT I AOA limiter at high altitude when carrying a centerline tank. Refer to YAW DEPARTURE, Section VI.

I WARNING I
• If the aircraft CG is near the aft limit, departure may occur while performing low airspeed, high AOA, maximum command rolling maneuvers with either of the following: • Asymmetric category I missile loadings (station 2,3, 7, or 8). • Speedbrakes opened.

• m The indicated bank angle change

Refer to T.O. IF-16A-I-3 (Block 10) or T.O. IF-16A-I-4 (Block 15 and ~).
PARTIALLY INTERNAL FUELED AIRCRAFT

limit is particularly critical for category I loadings with 370-gallon fuel tanks plus suspension equipment on stations 3 and 7. Care is required with these loadings to check the roll so as not to exceed the indicated bank angle change limit.

STORES LIMITATIONS
Refer to T.O. IF-16A-I-3 (Block 10) or T.0.IF-16A-I-4 (Block 15 and ~ ), figure 5-11 for authorized stores loading configurations and the related limitations.

I

Refer to T.O. IF-16A-I-3 (Block 10) or T.O. IF-16A-I-4 (Block 15 and ~).

5-4

Change 11

T. O. 1F- 16A- 1
ASYMMETRIC STORES LOADING

Refer to figure 3-17 for computation of asymmetric moment. The maximum allowable asymmetric Crolling) moment for ground handling, taxi, takeoff, inflight, and landing is m25,020 foot-pounds, LESSm 22,650 foot-pounds. Takeoff is prohibited when the roll trim necessary to compensate for an asymmetric loading exceeds the maximum roll trim available. Refer to T.O. 1F-16A-1-1, PART 2.

MISCELLANEOUS LIMITATIONS
NET ARRESTMENT LIMITATIONS

which is attached to the energy absorber. These absorbers include heavy chains as used with the MA-lA system, friction brake systems such as the BAK-9 and BAK-12, and water twisters as used in B