F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ1

134

Compressor Bleed Air

PW 229

Lowpressure bleed air is directed from the bleed

strap into the fan duct to increase the compressor

stall margin during starting. Pressurized fuel from

the main fuel pump is used to drive the start bleed

actuator. 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.

Highpressure bleed air is supplied to the EPU and

engine nacelle ejectors. It is also used for engine inlet

antiicing, to drive the AB fuel pump, and to drive the

CENC motor.

Either lowpressure or highpressure air is provided

to the ECS depending on engine bleed pressure levels.

Pressurization and Dump Valve

PW 229

A pressurization and dump valve is located in the

engine fuel manifold line between the fuel/oil cooler

and fuel nozzles. It provides a minimum fuel pressure

for MFC operation at low rpm; the dump port is

capped so that fuel is not drained from the engine fuel

manifold when the throttle is retarded to OFF.

EXHAUST NOZZLE

PW 229

The exhaust nozzle is variable and consists of two

sections. The divergent nozzle floats freely and moves

in conjunction with the convergent nozzle. The

convergent nozzle is controlled by the convergent

exhaust nozzle control.

Convergent Exhaust Nozzle Control

(CENC)

PW 229

The CENC is actuated by a highpressure bleed air

motor. The nozzle schedule is controlled by the DEEC

as a function of throttle input to the MFC. In PRI with

the LG handle down, the nozzle is greater than 80

percent open at IDLE (idle area reset). As the throttle

is advanced, the nozzle closes. With the LG handle up,

the nozzle is near minimum area except when

approaching MIL or above. At MIL and above, the

DEEC schedules the nozzle to control engine pressure

ratio as a function of fan speed. When the throttle is

advanced in the AB range, the DEEC schedules the

nozzle open to compensate for increasing AB fuel flow.

In SEC, the nozzle is positioned to approximately zero

percent and AB operation is inhibited.

LightOff Detector (LOD)

PW 229

The engine incorporates an AB LOD, which, when

combined with the DEEC logic, provides AB nolight

and blowout detection. When the LOD senses an AB

nolight or blowout, the DEEC automatically

terminates AB fuel flow. If the throttle is left in AB,

the DEEC reattempts AB lightoff up to three times.

If these attempts are unsuccessful, the throttle must

be retarded to MIL or below and then advanced into

AB for further AB attempts.

ENGINE DIAGNOSTIC UNIT (EDU)

PW 229

The EDU operates in conjunction with the DEEC to

automatically acquire and record diagnostic data

whenever the engine is operating. In the event that

the EDU detects one or more predetermined fault

codes associated with abnormal operation it will

automatically record approximately 4 seconds of

engine data (3 seconds before the event and one

second after the event). To manually acquire and

record diagnostic data, place the AB RESET switch to

ENG DATA. Four seconds of engine data is recorded

(3 seconds prior to switch movement and one second

after). The EDU can store one data set. The data

recorded by the ENG DATA switch overwrites the

automatically recorded data.

ENGINE OIL SYSTEM

PW 229

The engine is equipped with a selfcontained oil

system to lubricate the engine and gearbox. System

pressure is nonregulated and varies with rpm and oil

temperature, and altitude.

Below approximately 35,000 feet MSL, oil pressure

should increase approximately 15 psi from IDLE to

MIL. At very high altitudes (50,000 feet), the oil

pressure increase is approximately 5 psi from IDLE

to MIL. At all altitudes, however, a definite oil

pressure increase should be evident when the rpm is

increased. Refer to SERVICING DIAGRAM, this

section for servicing/specifications information.

FUEL/OIL HOT Caution Light

PW 229

The FUEL/OIL HOT caution light is located on the

caution light panel. The oil hot function of the light is

inoperative.

T.O. GR1F16CJ1

135

ENGINE ANTIICE SYSTEM

PW 229

The antiice system routes highpressure bleed air to

and through the fixed fan inlet guide vanes, the

CIVV's, and the inlet pressure probe support cone to

prevent ice formation. Additionally, the

inlet pressure

probe is continuously heated electrically to prevent

ice formation. The system is controlled by the DEEC

and a threeposition ANTI ICE switch. The antiice

system can be activated manually by placing the

ANTI ICE switch to ON or automatically, if the ANTI

ICE switch is in AUTO and a sensor located in the

inlet senses the accumulation of ice. Activation can

also occur if emergency dc bus No. 2 power is lost

(unless inhibited by the DEEC).

The inlet strut is electrically heated to prevent ice

buildup. This heater is also controlled by the ANTI

ICE switch for manual or automatic operation.

The DEEC prevents antiice operation above 30,000

feet MSL and when engine inlet or bleed air

temperatures are high. In addition, a DEEC

malfunction may result in loss of bleed air for engine

antiicing.

Engine ANTI ICE Switch

PW 229

The engine ANTI ICE switch is located on the right

console.

Functions are:

ON-The inlet strut electrical heater turns on and

the engine antiice system is activated (if not

inhibited by the DEEC). If ice accumulation is

detected, the INLET ICING caution light illumi

nates. The caution light remains on for approxi

mately 70 seconds (assuming that no additional ice

accumulation occurs). If ice reaccumulates before

the 70 second cycle expires, the caution light

remains on and the cycle repeats until icing

conditions no longer exist.

AUTO-When an ice accumulation is detected, the

INLET ICING caution light illuminates, the inlet

strut electrical heater turns on, and the engine

antiice system activates (unless inhibited by the

DEEC). The caution light, inlet strut electrical

heater, and engine antiicing system remain on for

approximately 70 seconds (assuming that no

additional ice accumulation occurs). If ice reaccu

mulates before the 70 second cycle expires, the

caution light, inlet strut electrical heater, and

engine antiicing system remain on and the cycle

repeats until icing conditions no longer exist.

OFF-Ice detector, engine antiice system, and

inlet strut heater are off.

INLET ICING Caution Light

PW 229

The INLET ICING caution light located on the

caution light panel, illuminates when an ice

accumulation is detected by the inlet ice detector or if

a detection system failure occurs. The caution light

remains on for approximately 70 seconds (assuming

no additional ice accumulation). If more ice

accumulates, the caution light may remain on for a

longer period of time or may cycle off and then on

again.

ENGINE AND ACCESSORY DRIVE

GEARBOXES

PW 229

Refer to figure 16. The engine gearbox drives the

main fuel pump, the oil pump assembly, the engine

alternator, and the PTO shaft, which powers the

accessory drive gearbox (ADG).

The ADG powers the main generator through the

constantspeed drive (CSD), hydraulic system A and

B pumps, standby generator, and FLCS PMG. The

JFS is also mounted on the ADG.

ENGINE ALTERNATOR

PW 229

The engine alternator is driven by the engine gearbox

and provides sole power for the DEEC, engine and AB

ignition, inlet pressure probe heater, and the rpm

signal to the RPM indicator.

ENGINE IGNITION SYSTEM

PW 229

The ignition system is powered by the engine

alternator and contains four igniter plugs (two for the

engine and two for the AB). With the throttle at or

above IDLE and engine rpm at 12 percent or above,

engine ignition is continuous. When the throttle is

moved into AB, AB ignition is activated by the DEEC

for up to 3 seconds or until the LOD detects an AB

light. In the event of an AB blowout or nolight

condition with the throttle left in AB, AB ignition is

automatically resequenced by the DEEC up to three

additional times. For subsequent AB ignition, the

throttle must be retarded to MIL or below and then

returned to AB.

T.O. GR1F16CJ1

136

JET FUEL STARTER (JFS)

PW 229

The JFS is a gas turbine which operates on aircraft

fuel and drives the engine through the ADG. The

JFS is connected by a clutch to the ADG and only

provides torque when required to maintain engine

rpm. If the ADG is not able to rotate (i.e., seized

engine), the JFS runs, but the clutch prevents it from

rotating the ADG. The JFS receives fuel at all times

regardless of the FUEL MASTER switch position.

The JFS is started by power from two brake/ JFS

accumulators used either singly or together. The

brake/JFS accumulators are charged automatically

by hydraulic system B or manually by a hydraulic

hand pump located in the left wheel well. Automatic

recharging takes between 40 seconds (hot ambient

conditions) and 60 seconds (cold ambient conditions).

The JFS is used to start the engine on the ground and

to assist in engine airstart. Refer to JET FUEL

STARTER LIMITS, Section V.

ENG & JET START CONTROL PANEL

PW 229

Refer to figure 17. The ENG & JET START control

panel is located on the left console.

JFS Switch

PW 229

Functions are:

OFF - Normal switch position. The JFS can be shut

down at anytime by selecting OFF. The switch

returns to OFF automatically during a normal

ground start at 50 percent rpm.

START 1-Vents one of the brake/JFS accumulators

to the hydraulic start motor.

START 2-Vents both brake/JFS accumulators to

the hydraulic start motor.

JFS RUN Light

PW 229

The green JFS RUN light illuminates within 30

seconds after initiating JFS start to indicate that the

JFS has attained governed speed.

GR1F-16CJ-1-1018X37

Standby Generator and FLCS PMG

Hydraulic System A Pump

Constant-Speed Drive

Main Generator

Engine Oil Pump

Tower Shaft (From Engine)

Main Fuel Pump

Engine Gearbox

Engine Alternator

JFS Exhaust Duct

Jet Fuel Starter

PTO Shaft

Hydraulic System B Pump

Accessory Drive Gearbox

Engine and Accessory Drive Gearboxes

ENGINE F100-PW-229

10.

11.

12.

13.

14.

Figure 16.

T.O. GR1F16CJ1

137

JFS Operation

PW 229

During a ground engine start, the brake/JFS

accumulators begin to recharge after the engine

accelerates through 12 percent rpm. As the engine

accelerates through 50 percent rpm, a sensor causes

the JFS to shut down automatically and the JFS RUN

light goes off.

During inflight operation, the brake/JFS accumula

tors begin to recharge (provided system B hydraulic

pressure is available) when the JFS reaches 70

percent of governed speed (34 seconds before the JFS

RUN light illuminates). If the JFS RUN light does not

illuminate within 30 seconds or the JFS RUN light

goes off once illuminated, the JFS START switch will

not reengage and the JFS cannot be restarted until

the JFS has spooled down. JFS spooldown takes

approximately 17 seconds from full governed speed.

Once running, the JFS does not shut down until the

JFS switch is manually positioned to OFF.

ENGINE CONTROLS AND INDICATORS

PW 229

Refer to figure 18. The engine instruments are

located on the right side of the instrument panel.

Refer to ENGINE LIMITATIONS, Section V.

ENG CONT Switch

PW 229

The ENG CONT switch (guarded out of SEC) is

located on the left console.

For ENG CONT switch

differences, refer to F16D AIRCRAFT, this section.

Functions are:

PRI-DEEC in operation (normal position).

SEC-SEC operation. Transfer occurs when the

switch is moved to the SEC position.

2. JFS Switch

3. ENG CONT Switch

4. AB RESET Switch

5. MAX POWER Switch

GR1F-16CJ-1-1019X37

ENG & JET START Control Panel (Typical)

ENGINE F100-PW-229

NOTE:

For ENG CONT switch,

refer to F-16D AIRCRAFT,

this section.

1. RUN Light (Green)

Figure 17.

T.O. GR1F16CJ1

138

ENG CONT Switch

Throttle

Caution Lights (Amber)

ANTI ICE Switch

F-ACK Button,

Pilot Fault List Display

5. ENG FIRE and ENGINE Warning

6. HYD/OIL PRESS Warning Light (Red)

7. FUEL FLOW Indicator

OIL Pressure Indicator

FTIT Indicator

RPM Indicator

NOZ POS Indicator

Engine Controls and Indicators (Typical)

C DF

10.

11.

12.

13.

FAULT ACK Button

C DF

GR1F-16CJ-1-1020X37

ENGINE F100-PW-229

Lights (Red)

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

Figure 18.

T.O. GR1F16CJ1

139

AB RESET Switch

PW 229

The AB RESET switch, located on the left console, is

a threeposition toggle switch, springloaded to the

center (NORM) position.

Functions are:

AB RESET-This position is used to attempt to

clear DEEC faults.

NORM-Normal (deenergized) position.

ENG DATA-This position may be used to record

engine data in the EDU.

ENGINE FAULT Caution Light

PW 229

The ENGINE FAULT caution light, located on the

caution light panel, indicates that an engine PFL item

was detected. The caution light goes off when the fault

is acknowledged.

Pilot Fault List Display (PFLD)

PW 229

The PFLD, located on the

right auxiliary console,

instrument panel, displays engine PFL's. Refer to

WARNING, CAUTION, AND INDICATOR LIGHTS,

this section, for a description of the PFLD. Refer to

PILOT FAULT LIST-ENGINE, Section III, for a

description of engine PFL's.

SEC Caution Light

PW 229

The SEC caution light, located on the caution light

panel, indicates that the engine is operating in SEC

or that main fuel pump pressure is low.

EEC Caution Light

PW 229

The EEC caution light, located on the caution light

panel, is deactivated.

BUC Caution Light

PW 229

The BUC caution light, located on the caution light

panel, is deactivated.

MAX POWER Switch

PW 229

The MAX POWER switch, located on the left console,

is inoperative.

RPM Indicator

PW 229

The RPM indicator has a pointer display and the rpm

signal is supplied by the engine alternator. RPM is

expressed in percent from 0100. The indicator is

NOZ POS Indicator

PW 229

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). The indicator accurately reflects exhaust

nozzle position in PRI and SEC unless both drive

shafts are failed. The indicator is powered by

emergency ac bus No. 2.

FTIT Indicator

PW 229

The FTIT indicator displays an average FTIT in

degrees C. The indicator has a range of 200

1200

in major increments of 100

C and is powered by

battery bus No. 1.

FUEL FLOW Indicator

PW 229

The FUEL FLOW indicator is a digital indicator which

displays the total fuel flow to the engine, including AB,

in pph. The indicator has a range of 080,000 pph and

is powered by emergency ac bus No. 1.

OIL Pressure Indicator

PW 229

The OIL pressure indicator displays engine oil

pressure from 0100 psi and is powered by emergency

ac bus No. 2.

HYD/OIL PRESS Warning Light

PW 229

The HYD/OIL PRESS warning light, located on the

edge of the right glareshield, serves as a monitor of

engine oil pressure and hydraulic system pressure.

For engine oil pressure, the warning light illumi

nates when oil pressure has been below approxi

mately 10 psi for 30 seconds (time delay minimizes

warning light illuminating during maneuvering).

The light goes out when oil pressure exceeds

approximately 20 psi. For hydraulic pressure, 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.

During engine start, the light usually goes off

before reaching idle rpm; however, acceptable

operation is indicated if the warning light goes off

before exceeding 70 percent rpm and remains off

when the throttle is retarded to IDLE. The warning

light is powered by battery bus No. 1.

T.O. GR1F16CJ1

140

ENGINE Warning Light

PW 229

The ENGINE warning light, located on the edge of

the right glareshield, illuminates when RPM and

FTIT indicator signals indicate that an engine

overtemperature or flameout has occurred. Illumina

tion also occurs for an engine alternator failure and

may occur as a result of an RPM or FTIT indicator

failure. The warning light illuminates when the rpm

decreases to subidle (below 55 percent) or approxi

mately 2 seconds after FTIT indication exceeds

1100

C. The warning light goes off when the

condition that turned it on is eliminated. The warning

light is powered by battery bus No. 1.

Throttle

PW 229

Refer to figure 19. The engine is controlled by a

throttle mounted above the left console with detents

at OFF, IDLE, MIL, and MAX AB. The throttle is

mechanically connected to the MFC. The OFF

position terminates engine ignition and fuel flow. The

IDLE position commands minimum thrust and is

used for all ground starts. From IDLE to MIL, the

throttle controls the output of the engine. Forward of

the MIL position, the throttle modulates the

operation of the AB (through 11 segments) while

maintaining constant basic engine operation.

The throttle must be rotated outboard to allow

advancement from OFF to IDLE and from MIL to AB.

Retarding the throttle from AB to MIL automatically

rotates the throttle. At IDLE, a cutoff release at the

base of the throttle must be actuated to allow the

throttle to be rotated outboard and retarded to OFF.

For throttle differences, refer to F16D AIR

CRAFT, this section.

A single white reflective stripe is located

both the upper surface of the throttle foot and on the

sidewall fairing,

on both the lower throttle radius

next to the console and on the panel outboard of the

throttle radius. Alignment of the two stripes aids in

identifying the IDLE position.

Six switches are located on the throttle.

throttle friction control is located inboard at the base

of the throttle.

The throttles are mechanically

linked together.

ENGINE OPERATING CHARACTERISTICS

PW 229

Engine General

PW 229

Idle functions provided by the DEEC closedloop idle

control during PRI operation are:

Ground idle - Provides the lowest level of idle thrust

while maintaining adequate stall margin. The

nozzle opens to greater than 80 percent and engine

rpm is 6577 percent. Ground idle is activated with

the LG handle in DN and the throttle at or near

IDLE.

Flight idle - Flight idle provides inflight idle thrust

when the LG handle is in UP and the throttle is at

or near IDLE. The nozzle is open to 020 percent and

the thrust is approximately 700 pounds higher than

ground idle.

Transient idle - Transient idle rpm provides for

rapid thrust response after rapidly retarding the

throttle to IDLE and then advancing within 20

seconds.

At MIL, the DEEC controls fan speed and engine

pressure ratio to maintain consistent thrust. RPM

and FTIT vary as a function of flight conditions.

Following engine ground start, whenever the LG

handle is DN, and for 3 minutes after LG handle is

placed UP, the DEEC may position the RCVV's more

closed for increased stall margin. Positioning the

RCVV's more closed results in up to 2 percent higher

engine rpm at MIL and above. Three minutes after

placing the LG handle UP, engine rpm may decrease

up to 2 percent.

Ground Operations

PW 229

Since the DEEC maintains constant idle thrust, rpm

varies with temperature and pressure altitude

(higher temperature or pressure altitude results in

higher rpm).

NonAB Operation in Flight

PW 229

Regardless of temperature, NOZ POS indicator

indication should not exceed 20 percent at MIL.

Engine operation is continually optimized as flight

conditions change. This is evident by slight changes

in the NOZ POS, RPM, and FTIT indicator

indications.

Idle rpm is scheduled as a function of mach number

(from CADC), altitude, temperature, throttle move

ment, and time. At altitudes below approximately

30,000 feet MSL, idle rpm is 7080 percent. As

altitude increases, idle rpm increases to provide the

engine sufficient stall margin during throttle

transients.

T.O. GR1F16CJ1

141

Throttle (Typical)

GR1F-16CJ-1-1021X37

For throttle differences, refer to THROTTLE and F-16D AIRCRAFT, this section.

OFF

IDLE

MAX AB

MIL (ADJUSTABLE)

NOTE:

ENGINE F100-PW-229

Throttle Cutoff Release

UHF VHF (Data Link IN OUT) Transmit Switch (4-Way,

MAN RNG/UNCAGE Knob/Switch (Rotate, Depress)

ANT ELEV Knob (Rotate, Center Detent)

DOG FIGHT Switch (3-Position, Slide)

SPD BRK Switch (3-Position, Aft Momentary)

RDR CURSOR/ENABLE Switch (Depress Multidirectional)

Hands-on Blackout (HOBO) Paddle Switch

Throttle

Throttle Friction Control

IDLE Stripe

Throttle Stripe

10.

11.

12.

13.

Momentary Rocker)

Throttle Foot

Figure 19.

T.O. GR1F16CJ1

142Change 1

At 1.4 mach and above, the minimum thrust level is

MIL even though the throttle may be retarded below

MIL. Typically, the minimum thrust level increases

from idle to MIL between 0.981.4 mach. All of the

minimum operating level features are deactivated

during SEC operation.

After a rapid throttle movement to IDLE, engine rpm

initially decreases to a level above flight idle

(transient idle). Transient idle rpm provides for rapid

thrust response if the throttle is advanced. If the

throttle is not advanced within 20 seconds, engine

rpm then slowly decreases to flight idle. As altitude

increases, the difference between transient idle rpm

and flight idle rpm decreases.

A low frequency engine vibration may be sensed in

flight or on the ground primarily at or near idle, but

may also occur at higher thrust settings. The

vibration has no adverse effect on engine or aircraft

structure and should disappear if engine rpm is either

increased or decreased. Vibrations that change in

intensity with throttle movement and are present

across the throttle/rpm range may indicate a

potential engine malfunction.

AB Operation in Flight

PW 229

Refer to figure 110. The DEEC monitors AB

operation and takes appropriate action to prevent

engine stalls. In AB, the DEEC provides the

following:

Fast acceleration capability:The AB has no

limitations. Near sea level, AB operation occurs

immediately after AB is selected. At high altitude,

a higher fan speed must be attained prior to AB

operation. For example, during an IDLEtoMAX

AB throttle transient at low altitude, the AB lights

immediately when AB is selected and sequencing

begins just prior to attaining MIL thrust rpm.

AB segment sequencing limiting:When AB is

selected at extremely high altitudes and low

airspeeds, the DEEC automatically schedules AB

operation. As the airspeed increases or the altitude

decreases, automatic AB sequencing takes place if

the AB request is greater than the actual AB

operation.

AB recycle capability:The DEEC, in conjunction

with the LOD, provides automatic AB recycle

capability in the event of an AB blowout or nolight

condition (if the throttle is left in AB). In that event,

the DEEC automatically resets the control system

to MIL, performs a control system check, and

reattempts to light the AB up to three additional

times before returning the engine to MIL. If the

LOD is failed, the DEEC attempts one AB relight

using a duct pressure signal to verify AB lightoff. No

caution lights result from unsuccessful AB recycles.

Additional AB attempts can be made by moving the

throttle to MIL or below and then back into AB.

SEC Operation

PW 229

The engine transfers to SEC when the ENG CONT

switch is manually switched to SEC. To minimize rpm

and thrust changes during manual transfers, the

throttle should be placed to the midrange position.

Transfer to SEC also occurs automatically if the

DEEC senses a major engine control system

malfunction or if loss of electrical power to the DEEC

occurs.

When the engine transfers to SEC, the SEC caution

light illuminates and AB operation is inhibited. RPM

and FTIT may increase or decrease depending on

flight conditions and on the engine malfunction.

If a transfer to SEC occurs while in AB, the nozzle

closes and AB operation is automatically cancelled. If

a transfer to SEC occurs during supersonic operation,

the throttle should be maintained at MIL or above

until the aircraft is subsonic.

While subsonic in SEC, throttle movement is

unrestricted below 40,000 feet MSL. The throttle may

be moved in the AB range; however, the AB is

inhibited. Refer to ENGINE - OPERATIONAL

ENVELOPE, Section V for transfer and throttle

movement restrictions.

SEC provides 7080 percent of normal MIL thrust.

This level provides a measure of protection against

exceeding engine operating limits and provides

sufficient thrust for safe flight operations. SEC idle

thrust is approximately twice that in PRI with a

normal nozzle during landing approach and ground

operations because the nozzle is closed.

T.O. GR1F16CJ1

143

1F-16X-1-4006X

TITUDE 1000 FEET

0.0

0.4

0.8

1.2

1.6

2.0

MACH NUMBER

0.2

0.6

1.0

1.4

1.8

2.2

REGION 3

REGION 2

REGION 1

AB Envelope

ENGINE F100-PW-229

Throttle movement is unrestricted throughout the aircraft flight envelope.

Region 1
Region 2
Region 3
Region 4

REGION 4

Selecting AB above 45,000 feet MSL and less than 140 knots may result in delayed lights or recycles.

NOTES:

LightOff

Unlimited 11 segment AB operation.
AB segments 1 through 10 available.
AB segments 1 through 8 available.
AB inhibited.

Figure 110.

T.O. GR1F16CJ1

144

ENGINE

129

GENERAL DESCRIPTION

129

Refer to figure 111. The aircraft is powered by a

single F110GE129 afterburning turbofan engine.

Maximum thrust is approximately 29,500 pounds.

ENGINE FUEL/CONTROL SYSTEM

129

Refer to figure 112. The engine fuel/control system

delivers the required fuel to the engine for

combustion and for use by the control system for

scheduling the engine variable geometry. The control

system is primarily composed of three major

components:the digital electronic control (DEC),

the afterburner fuel control (AFC), and the main

engine control (MEC). The engine has two pilot

selectable modes of operation:primary (PRI) and

secondary (SEC). In addition, there are two modes of

operation between PRI and SEC which are not

selectable by the pilot:hybrid VSV (HYB VSV) and

hybrid (HYB).

Digital Electronic Control (DEC)

129

The DEC is the critical component of the primary

(PRI) engine control. The DEC is an enginemounted,

fuelcooled solidstate digital computer which con

trols both the main engine and the AB.

Afterburner Fuel Control (AFC)

129

The AFC is a fueloperated electrohydromechanical

control which regulates fuel flow to the AB in

conjunction with the DEC.

Main Engine Control (MEC)

129

The MEC is a fueloperated hydromechanical control

which provides various control functions in all control

modes.

Primary (PRI) Engine Operation

129

PRI provides unrestricted engine operation through

out the entire flight envelope.

1F-16X-1-4005X

F110-GE-129 Engine

CONVERGENT

NOZZLE

DIVERGENT

NOZZLE

AB MODULE

FAN DRIVE

TURBINE

MODULE

CORE ENGINE

MODULE

FAN MODULE

COMBUSTION

CHAMBER

REAR COMPRESSOR

9 STAGES

FAN

DUCT

FAN

3 STAGES

INLET

GUIDE

VANES

ENGINE-DRIVEN

GEARBOX

MAIN FUEL PUMP

MAIN ENGINE CONTROL

DEC (LOWER RIGHT SIDE)

AB FUEL CONTROL (LOWER RIGHT SIDE)

HIGH PRESSURE TURBINE

AB FLAME DETECTOR

Figure 111.

T.O. GR1F16CJ1

145

Engine Fuel/Control System Schematic

(Typical)

GR1F-16CJ-1-0017X37

ENGINE F110-GE-129

LEGEND:

ELECTRICAL

FUEL
FUEL (COOLING)
HYDRAULIC

MECHANICAL

AB FUEL FLOW

SERVO PRESSURE

FROM FFP

FAN IGV POWER

FAN DISCH TEMP

VSV POWER

AB PUMP ON-OFF

AIRFRAME

ENGINE

ENGINE HYDRAULIC

PUMP

NOZZLE TORQUE

MOTOR SIGNAL

AB FLOW DEMAND

AB FEEDBACK

AB PUMP ON-OFF

MEC THROTTLE

AB FUEL

PUMP

MAIN

FUEL

PUMP

ENGINE FUEL

BOOST PUMP

FUEL FLOW

TRANSMITTER

THROTTLE

ENGINE ELECTRONIC

CONTROL COOLING

FUEL SHUTOFF VALVE

FUEL/OIL HEAT

EXCHANGER

MAIN FUEL

SHUTOFF VALVE

PRI/SEC SELECT SIGNAL

RTN

RSVRS

NOZ CONT

MAIN

ENGINE

CONTROL

(MEC)

DIGITAL

ELECTRONIC

CONTROL

(DEC)

PRI/SEC SELECT

SIGNAL

MODE SELECT

SIGNALS

AB FUEL

CONTROL

(AFC)

FUEL/OIL/

HYDRAULIC

PYROMETER

ENGINE SIGNALS

ENGINE CONTROL

ENGINE

FEEDBACK

SIGNALS

COOLER

ENGINE FAULT

FTIT

NOZ POS

OIL

RPM

AIRFRAME SIGNALS

COCKPIT ANTI-ICE

ENGINE DATA REQUEST

ICE DETECTOR SIGNAL

MACH

AB PUMP SERVO PRESSURE

Figure 112.

T.O. GR1F16CJ1

146

Control functions provided by the DEC during PRI

operation are:

Fan speed control.

Core speed limiting.

Acceleration and deceleration fuel flow scheduling.

Turbine blade temperature limiting.

AB fuel flow scheduling.

Nozzle control to provide fan stall margin.

Minimum and maximum compressor discharge

pressure limiting.

Scheduling of inlet guide vane (IGV) position.

Resetting of the compressor variable stator vanes

(VSV) for increased stall protection.

Ignition logic for starting and automatic relight

sequencing in both the engine and AB.

Logic to automatically select HYB or HYB VSV or

transfer to SEC for certain PRI failures.

Compressor variable stator vane scheduling.

Control functions provided by the MEC during PRI

operation are:

Main engine fuel flow scheduling and metering.

Engine overspeed protection (113 percent rpm

overspeed fuel shutoff valve).

Positive fuel cutoff.

Compressor VSV scheduling (HYB VSV) for certain

PRI failures.

When operating in PRI, main engine fuel flow is

controlled by the DEC. The MEC fuel flow control

feature is in standby mode.

The nozzle is controlled by signals from the DEC to

the engine hydraulic pump which positions four

nozzle actuators in order to maintain fan stall margin

while providing the requested level of thrust.

Fan inlet guide vane (IGV) positioning is controlled

by the DEC in accordance with the IGV schedule.

High energy and AB ignition are controlled by the

DEC.

During transonic and supersonic flight, with the

throttle retarded below MIL, the DEC limits

minimum engine operation as a function of mach

number from the central air data computer (CADC)

to prevent inlet buzz and possible engine stall. When

retarding the throttle to IDLE above 1.4 mach, rpm

may decrease up to 15 percent from MIL rpm. RPM

then decreases with mach number until approxi

mately 1.1 mach, at which time the engine

decelerates to normal flight idle rpm.

Hybrid (HYB) Engine Operation

129

HYB is activated when the DEC detects certain

failures. In HYB, the MEC provides main engine fuel

flow scheduling and VSV control.

Control functions by the DEC during HYB operation

are:

AB fuel flow scheduling.

Nozzle control to provide fan stall margin.

Scheduling of inlet guide vane (IGV) position.

Logic to automatically transfer to SEC if HYB fails.

Control functions provided by the MEC during HYB

operation are:

Main engine fuel flow scheduling and metering.

Compressor variable stator vane (VSV) scheduling.

Engine overspeed protection (113 percent rpm

overspeed fuel shutoff valve).

Positive fuel cutoff.

During HYB operation:

ENG HYB MODE PFL is displayed.

Turbine blade temperature limiting is not provided.

VSV reset is not active.

Maximum fan speed is automatically limited.

MIL thrust is 90100 percent of that provided in

PRI.

Supersonic idle - Lockup is not active.

T.O. GR1F16CJ1

147

Secondary Engine Control (SEC)

Operation

129

SEC is activated by either manually placing the ENG

CONT switch to SEC or as a result of automatic

transfer when the DEC detects certain failures. In

SEC, the MEC provides fuel flow scheduling in

addition to the functions it provides in PRI operation.

During SEC operation:

The nozzle is closed.

AB operation is inhibited (fuel and ignition).

Turbine blade temperature limiting is not provided.

High energy ignition is continuously energized.

IGV's are in a fixed, fully closed position.

VSV reset is not active.

Maximum fan speed is automatically limited.

SEC caution light is illuminated.

In flight, MIL thrust is 7095 percent of that

provided at PRI MIL.

Supersonic idle - Lockup is not active.

Idle thrust is higher than that in PRI because the

nozzle is closed.

Engine Fuel Boost Pump

129

The gearboxmounted engine fuel boost pump

provides pressurized fuel to the main fuel pump and

AB fuel pump.

Main Fuel Pump

129

The geartype main fuel pump receives pressurized

fuel from the engine fuel boost pump. It provides

additional pressure and supplies the fuel to the

MEC.

Afterburner (AB) Fuel Pump

129

The gearboxmounted AB fuel pump receives fuel

from the engine fuel boost pump. It provides

additional pressure and supplies fuel to the AB fuel

control.

Inlet Guide Vanes (IGV's)

129

Each IGV is an airfoil which is divided into two

sections. The forward portion of the inlet guide vane

is fixed which provides structural support. The aft

portion of the inlet guide vane is a variable angle

flap which controls the angle at which air enters the

fan. This both improves fan efficiency and increases

the stall margin.

Variable Stator Vanes (VSV's)

129

The compressor VSV system controls the angle of

the core inlet guide vanes and the first three stages

of core variable stator vanes. Positioning is a

function of engine rpm. By varying the vane

position, the system automatically changes the

effective angle at which the airflow enters the

compressor rotor blades, thereby maintaining

satisfactory airflow and optimum compressor

performance throughout the entire flight envelope.

For increased stall protection, the VSV's are reset

slightly closed from their normal position after a

throttle snap to IDLE. The reset position is

maintained for 2 minutes after which the VSV's

return to their normal schedule, resulting in an rpm

drop of approximately 2 percent.

Compressor Bleed Air

129

Bleed air is extracted from two separate stages in

the compressor for engine and airframe use.

Lowpressure (fifth stage) air is used for turbine

cooling and the engine antiice system. Air for

airframe use is taken from both the lowand

highpressure (ninth stage) compressor sections.

Lowpressure bleed air is used for the ECS unless

the pressure is insufficient, in which case

highpressure bleed air is used. Highpressure

bleed air is used for the nacelle ejectors and is also

used to power the EPU.

EXHAUST NOZZLE

129

The exhaust nozzle is a variable area convergent/di

vergent, semifloating type with mechanically linked

primary and secondary flaps and seals. Nozzle area

modulation is accomplished by four hydraulic

actuators which provide synchronous actuation. The

nozzle actuators are operated by the engine hydraulic

pump using engine oil as hydraulic fluid, and respond

to electrical inputs from the DEC.

The primary functions of the nozzle system are to

maintain fan stall margin by varying the nozzle area

and to control the engine thrust for optimum

performance through the entire flight envelope.

T.O. GR1F16CJ1

148

AB FLAME DETECTOR

129

The AB flame detector provides AB light/nolight

information to the DEC for use in AB sequencing and

autorelight functions during PRI operation.

ENGINE MONITORING SYSTEM (EMS)

129

The EMS is operative in all engine control modes

(PRI, SEC, HYB VSV, and HYB).

The EMS is designed to perform engine diagnostics

and store engine fault data for postflight analysis.

The EMS consists of two primary components:the

digital electronic control (DEC) which is mounted on

the engine and an engine monitoring system

computer (EMSC) which is located in the leading edge

flap drive bay in the forward fuselage section.

In all engine control modes the EMSC receives data

from both the aircraft and the DEC to perform engine

diagnostics and fault detection. Upon detection of a

fault, the EMSC automatically stores approximately

8 seconds of engine data (6 seconds before and 2

seconds after the fault). If the fault is an engine pilot

fault list (PFL) item, the ENGINE FAULT caution

light illuminates.

Event data can also be manually stored at anytime by

momentarily placing the AB RESET switch to ENG

DATA. This function may be especially useful in event

of unusual engine operation where EMS data was not

automatically recorded. This action has no effect on

data that was automatically recorded.

Data recorded by the EMS are parts life tracking

data, engine performance trending data, and event

data, including PFL's and MFL's. This data can be

extracted from the EMS by maintenance personnel

after flight.

During HYB VSV, HYB, and SEC modes, the EMSC

continues the monitoring and reporting function for

faults associated with the particular mode of

operation.

ENGINE OIL SYSTEM

129

The engine is equipped with a selfcontained, dry

sump, full pressure lubrication system which

provides filtered oil for lubricating and cooling the

engine main shaft bearings, oil seals, gearboxes, and

accessories. It also provides oil to the engine

hydraulic pump for nozzle actuation. Engine oil level

decreasing below approximately 40 percent of normal

capacity for 15 seconds results in activation of an

ENG LUBE LOW PFL. Refer to SERVICING

DIAGRAM, this section for servicing/specifications

information.

FUEL/OIL HOT Caution Light

129

The FUEL/OIL HOT caution light, located on the

caution light panel, illuminates when the tempera

ture of the oil becomes excessive (exceeds 300

F). The

caution light also illuminates as a function of

excessive fuel temperature. Refer to FUEL SYSTEM,

this section.

ENGINE ANTIICE SYSTEM

129

The engine antiice system prevents the formation

and accumulation of ice on the front frame struts, the

forward centerbody, and the IGV flaps. Lowpressure

bleed air is directed to a pressure regulating

antiicing valve. Valve actuation is accomplished

either automatically (with the ANTI ICE switch in

AUTO position) by an ice detector in the engine inlet

or manually by the ANTI ICE switch. When the

antiicing valve is open, lowpressure bleed air enters

the front frame at two separate locations. Bleed air is

then distributed radially to each of the front frame

struts, the IGV flaps, and the forward centerbody.

Automatic activation also occurs if emergency dc bus

No. 2 power is lost.

If engine antiicing is either manually or automati

cally demanded while operating at idle rpm, engine

rpm may increase as much as 3 percent when ambient

temperature is below 30

The inlet strut is electrically heated to prevent ice

buildup. The heater is also controlled by the ANTI

ICE switch for manual or automatic operation.

T.O. GR1F16CJ1

149

Engine ANTI ICE Switch

129

The engine ANTI ICE switch is located on the right

console.

Functions are:

ON - The inlet strut electrical heater turns on and

the engine antiice system is activated. If ice

accumulation is detected, the INLET ICING

caution light illuminates. The caution light

remains on for approximately 70 seconds (assum

ing that no additional ice accumulation occurs). If

ice reaccumulates before the 70second cycle

expires, the caution light remains on and the cycle

repeats until icing conditions no longer exist.

AUTO - When an ice accumulation is detected,

the INLET ICING caution light illuminates, the

inlet strut electrical heater turns on, and the

engine antiice system activates. The caution

light, inlet strut electrical heater, and engine

antiicing system remain on for approximately 70

seconds (assuming that no additional ice accu

mulation occurs). If ice reaccumulates before the

70second cycle expires, the caution light, inlet

strut electrical heater, and engine antiicing

system remain on and the cycle repeats until icing

conditions no longer exist.

OFF-Ice detector, engine antiice system, and

inlet strut heater are off.

INLET ICING Caution Light

129

The INLET ICING caution light, located on the

caution light panel, illuminates when an ice

accumulation is detected by the inlet ice detector or

if a detection system failure occurs. The caution

light remains on for approximately 70 seconds

(assuming no additional ice accumulation). If more

ice accumulates, the caution light may remain on

for a longer period of time, or it may cycle off and

then on again.

ENGINE AND ACCESSORY DRIVE

GEARBOXES

129

Refer to figure 113. The engine gearbox drives the

main fuel pump, the engine fuel boost pump, the AB

fuel pump, the engine/scavenge pump, the engine

alternator, the engine hydraulic pump, the MEC,

and the PTO shaft, which powers the accessory

drive gearbox (ADG).

The ADG powers the main generator through the

constantspeed drive (CSD), system A and B

hydraulic pumps, standby generator, and FLCS

PMG. The JFS is also mounted on the ADG.

ENGINE ALTERNATOR

129

The engine alternator is driven by the engine

gearbox and provides the rpm signal to the RPM

indicator and power for high energy and AB ignition

and the DEC.

ENGINE IGNITION SYSTEM

129

The ignition system contains three igniter plugs (two

for the engine and one for the AB). The engine igniters

are controlled by engine rpm and operate completely

independent of throttle position or throttle move

ment.

During engine start, high energy ignition, which is

turned on at approximately 10 percent rpm and is

automatically turned off at 59 percent rpm. The

ignition system also provides an automatic relight

feature which selects high energy ignition when the

engine rpm deceleration rate exceeds 5 percent per

second, or when the engine rpm goes below 59 per

cent.

A low energy ignition system is used as a backup to

the high energy system. The low energy system is

energized if the engine decelerates through approxi

mately 55 percent rpm while airborne. The ignition

system is powered by emergency ac bus No. 1.

AB ignition is powered by the engine alternator and

provides energy to the AB spark igniter. AB ignition

is automatically controlled by the DEC.

F16C/D. FLIGHT MANUAL (2002) - page 4

F16C/D. FLIGHT MANUAL (2002) - page 4