Content .. 3 4 5 6 ..

F16C/D. FLIGHT MANUAL (2002) - page 5

T.O. GR1F16CJ1

150

Standby Generator and FLCS PMG

System A Hydraulic Pump

Constant-Speed Drive

Main Generator

AB Fuel Pump

Tower Shaft (From Engine)

Fuel Boost Pump

Engine Alternator

Main Engine Control

Main Fuel Pump

Engine Gearbox

Engine Lube/Scavenge Pump

Engine Hydraulic Pump

14. JFS Exhaust Duct

15. Jet Fuel Starter

16. PTO Shaft

17. System B Hydraulic Pump

18. Accessory Drive Gearbox

Engine and Accessory Drive Gearboxes

ENGINE F110-GE-129

10.

11.

12.

13.

GR1F-16CJ-1-0018X37

Figure 113.

JET FUEL STARTER (JFS)

129

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 condi

tions). 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

129

Refer to figure 114. The ENG & JET START control

panel is located on the left console.

JFS Switch

129

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 approximately 55 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.

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1. RUN Light (Green)

2. JFS Switch

3. ENG CONT Switch

4. AB RESET Switch

5. MAX POWER Switch

GR1F-16CJ-1-0019X37

ENG & JET START Control Panel (Typical)

ENGINE F110-GE-129

NOTE:

For ENG CONT switch,

refer to F-16D AIRCRAFT,

this section.

Figure 114.

JFS RUN Light

129

The green JFS RUN light illuminates within 30

seconds after initiating JFS start to indicate that the

JFS has attained governed speed.

JFS Operation

129

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 approximately 55 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

129

Refer to figure 115. The engine instruments are

located on the right side of the instrument panel.

Refer to ENGINE LIMITATIONS, Section V.

ENG CONT Switch

129

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 - PRI operation (normal position).

SEC - SEC operation. Transfer occurs when the

switch is moved to the SEC position.

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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-1-0020X37

8 3

ENGINE F110-GE-129

Lights (Red)

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

Figure

115.

T.O. GR1F16CJ1

153

SEC Caution Light

129

The SEC caution light, located on the caution light

panel, indicates that the engine is operating in SEC.

EEC Caution Light

129

The EEC caution light, located on the caution light

panel, is deactivated.

BUC Caution Light

129

The BUC caution light, located on the caution light

panel, is deactivated.

MAX POWER Switch

129

The MAX POWER switch, located on the left console,

is inoperative.

AB RESET Switch

129

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

a threeposition toggle switch, springloaded to center

(NORM) position.

Functions are:

AB RESET - Inoperative position.

NORM - Normal (deenergized) position.

ENG DATA - This position is used to record engine

data in the EMSC. When ENG DATA is

momentarily selected, ENG 066 MFL is generated

and engine data is recorded for an 8second period.

Recorded data begins 6 seconds prior to selecting

ENG DATA.

ENGINE FAULT Caution Light

129

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)

129

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.

RPM Indicator

129

The RPM indicator has a pointer display expressed in

percent rpm from 0110. The rpm signal is supplied by

the engine alternator. The indicator is powered by

battery bus No. 1.

NOZ POS Indicator

129

The NOZ POS indicator is a direct display of actual

nozzle position ranging from 0 percent (closed) to 100

percent (full open). The indicator is powered by

emergency ac bus No. 2.

FTIT Indicator

129

The FTIT indicator displays exhaust gas temperature

(EGT) in degrees C. The indicator has a range of

200

1200

C in major increments of 100

C and is

FUEL FLOW Indicator

129

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

129

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

129

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 warning 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.

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ENGINE Warning Light

129

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 60 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

129

Refer to figure 116. The engine is controlled by a

throttle mounted above the left console with detents

at OFF, IDLE, MIL, and MAX AB. The OFF position

inhibits 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 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 AIRCRAFT, this section.

Both electrical and mechanical throttle positions are

transmitted to the engine. The electrical input is

used by the DEC as the primary throttle position

signal to compute various engine operating values.

The throttle is also mechanically connected to the

engine via a cable to the MEC. This mechanical

throttle position input is used for main fuel cutoff

and during SEC and HYB operation. It also provides

a backup electrical signal to the DEC during PRI

operation.

A single white reflective stripe

is located on

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

129

Ground Operations

129

During engine start, the SEC caution light remains

on until approximately 20 percent rpm. Since the

DEC maintains constant idle thrust and minimum

bleed air pressure, rpm varies with temperature and

pressure altitude (higher temperature or pressure

altitude results in higher rpm). While VSV reset is

active, idle rpm is 23 percent higher than normal.

During cold weather operations below 30

F, the DEC

logic, when either commanded manually or automat

ically, increases antiice bleed air pressure to

improve system performance at idle rpm. Engine

rpm may increase as much as 3 percent during

antiice operations.

Engine vibration/rumble may be sensed in flight or on

the ground while accelerating or decelerating the

engine, when transferring to SEC, or when stabilized

below MIL power in either PRI or SEC. The

vibration/rumble at a stabilized rpm has no adverse

effect on the engine or aircraft structure. The

vibration/rumble should disappear when the throttle

is advanced slightly (approximately 5 percent rpm

increase). Vibration that persists or becomes

appreciably more intense when the throttle is

advanced may indicate a potential engine malfunc

tion.

NonAB Operation in Flight

129

Regardless of temperature, stabilized NOZ POS

indicator indications should not exceed 15 percent

open in 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.

As altitude increases, idle rpm increases in order to

maintain the required bleed air pressure for

satisfactory ECS operation and stall margin for the

engine. As a result, rpm and FTIT response during

throttle movement between low throttle settings is

significantly reduced.

T.O. GR1F16CJ1

155

GR1F-16CJ-1-0021X37

Throttle Cutoff Release

UHF VHF IFF Transmit Switch (4-Way, Momentary Rocker)

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)

Throttle Foot

Throttle

Throttle Friction Control

OFF

IDLE

MAX AB

MIL (ADJUSTABLE)

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

Throttle (Typical)

ENGINE F110-GE-129

10.

IDLE Stripe

11.

Throttle Stripe

12.

C DF

NOTE:

Figure 116.

T.O. GR1F16CJ1

156

At 1.4 mach and greater, the minimum thrust level is

near MIL even though the throttle may be retarded

below MIL. Typically, the minimum thrust level

decreases with mach number between 1.41.1 mach.

At IDLE and while decelerating through 1.1 mach,

the engine decelerates to normal inflight idle thrust.

Reduced speed excursion (RSE) logic is activated

during engine deceleration to idle speed above 0.6

mach. RSE results in a higher inflight idle rpm offset

by a greater nozzle opening than normal inflight idle.

Idle thrust changes from inflight idle to approach

idle between 0.50.6 mach, resulting in an engine rpm

change of approximately 10 percent. Slightly more

time is required to accelerate the engine from

approach

idle thrust when airspeed is below 0.5

mach.

Idle thrust changes from approach idle to ground idle

between 8090 knots and results in reduced engine

rpm of approximately 2 percent. This change occurs

during the landing roll to achieve desired ground idle

thrust levels for taxi.

While VSV reset is active, idle rpm is 23 percent

higher than normal.

A high frequency vibration may be felt through the

cockpit floor, ejection seat, and/or rudder pedals as a

result of aircraft structural response to normal

engine operation. The vibration is most noticeable

with the aircraft in a clean configuration with

reduced fuel loads at lower airspeeds when the engine

is operating near MIL thrust or above. This vibration

has no adverse effect on the engine or aircraft.

AB Operation

129

Refer to figure 117 for AB operational characteris

tics. During AB operation, FTIT, rpm, and oil

pressure vary with altitude and airspeed. NOZ POS

indications during minimum AB operation should be

between 717 percent open and for MAX AB

operation, between 4070 percent open. The engine

has a reduced AB region of operation (at high

altitudes and low airspeeds) and commands a

decrease in AB fuel flow to prevent AB instabilities.

The NOZ POS indicator indicates approximately

3050 percent open during this reduced AB operation.

When AB operation is first initiated, the exhaust

nozzle preopens up to 10 percent more than MIL

exhaust nozzle position to increase stall margin

during AB lightoff. Fuel flow and exhaust nozzle

area are held at minimum AB levels until the flame

detector determines that lightoff (within 5 seconds

(greater than 40

F) or 10 seconds (40

F or less) of AB

selection) has occurred. Once AB lightoff occurs, fuel

flow and exhaust nozzle area increase to the

requested AB level with a corresponding increase in

thrust. If AB blowout occurs, the autorelight feature

attempts to reinitiate AB without throttle movement.

During AB operation at or above 45,000 feet, a mild

AB rumble may be felt through the pilot seat. The

rumble does not impact engine operation and should

not be considered abnormal.

Inlet Thump

129

An inlet thump is an airflowrelated phenomenon

which may occur occasionally during PRI operation

below 25,000 feet and below 500 knots when the

throttle is retarded from MIL. The thump is the result

of airflow changes within the aircraft inlet.

A thump can be heard or can be felt through the

cockpit floor, ejection seat, and/or rudder pedals. The

intensity can vary greatly, ranging from a barely

perceptible sound or impulse to a louder and/or

harder occurrence which may be quite noticeable.

Thumps do not affect engine or aircraft operation.

SEC Operation

129

The engine can automatically transfer to SEC when

a DEC failure occurs. It can manually be transferred

to SEC by placing the ENG CONT switch to SEC.

Transfer is indicated by the illumination of the SEC

caution light; rpm may also initially decrease (up to

10 percent rpm) and then recover to a level slightly

below that for PRI. When operating in SEC, the

nozzle is closed.

Refer to ENGINE LIMITATIONS, Section V for

throttle restrictions while operating in SEC.

Movement of the throttle to MAX AB is permitted;

however, since the AB is inhibited, maximum

available thrust in SEC is attained at MIL. The

thrust level at MIL during SEC operation is 7095

percent of that available during PRI operation at the

same throttle position. Idle thrust in SEC is higher

than idle thrust in PRI because the exhaust nozzle is

closed. VSV reset is not active in SEC.

T.O. GR1F16CJ1

157

REGION 2

REGION 1

TITUDE 1000 FEET

0.0

MACH NUMBER

1F-16X-1-4007X

0.4

0.8

1.2

1.6

2.0

0.2

0.6

1.0

1.4

1.8

2.2

AB Light-Off Characteristics

ENGINE F110-GE-129

Regions 1 and 2 Unrestricted throttle movement. AB blowouts should not occur.

Region 1 Normal AB light-offs are expected.

Region 2 No lights or delayed lights accompanied by nozzle fluctuations indicating recycling

of AB initiation are possible.

NOTES:

Figure 117.

T.O. GR1F16CJ1

158

FIRE AND OVERHEAT DETECTION

SYSTEM

The fire and overheat detection system consists of two

separate parallel loop sensing systems, one for fire

and the other for overheat. The fire detection loops

are routed through the engine compartment. The

overheat detection loops are routed through the

engine compartment, MLG wheel wells, ECS bay, and

EPU bay. Activation of the overheat detection loops

occurs approximately 100

C below the activation

temperature of the fire detection loops. The fire

warning signal causes the ENG FIRE warning light

to illuminate. The overheat signal causes the

OVERHEAT caution light to illuminate. When the

temperature of the element drops below the critical

temperatures, the signal ceases, allowing the ENG

FIRE warning or the OVERHEAT caution light to go

off. The detection circuit is powered by emergency ac

bus No. 2 and battery bus No. 2.

FIRE & OHEAT DETECT TEST BUTTON

Refer to figure 118. The FIRE & OHEAT DETECT

test button, located on the TEST switch panel, checks

continuity of both systems and illuminates the ENG

FIRE warning light and the OVERHEAT caution

light and provides a CSFDR special event data save

if depressed in flight.

FUEL SYSTEM

Refer to figure 119 for a simplified system diagram

and figures 120 and 121 for system schematics. The

fuel system is divided into seven functional

categories. These are the fuel tank system, fuel

transfer system, fuel tank vent and pressurization

system, engine fuel supply system, fuel quantity/fuel

level sensing system, fuel tank explosion suppression

system, and refueling/defueling system.

FUEL TANK SYSTEM

Refer to figure 122 for tank locations and capacities.

The aircraft has seven internal fuel tanks located in

the fuselage and wings that are integral to the

structure. There are provisions for carrying three

external tanks on the wings and the centerline

station

PX III

and for mounting two Conformal Fuel

Tanks (CFT's) to the upper surface of the aircraft.

CFT fuel is considered internal fuel. Five of the

internal tanks are storage tanks: the left and right

TEST Switch Panel

(Typical)

C DF

GR1F-16CJ-1-0023X37

MAL & IND LTS Test Button

OXY QTY Indicator Test Switch

FLCS PWR TEST Switch

STICK CONTROL Switch

PROBE HEAT Switch

EPU/GEN Test Switch

FLCS PWR Lights (Green)

FIRE & OHEAT DETECT Test Button

Figure 118.

wing tanks, two forward fuselage tanks (F1 and F2),

and the aft fuselage tank (A1). The two internal

reservoir tanks (forward and aft) supply fuel directly

to the engine.

The F1 fuel tank is reduced in size

to allow room for the rear cockpit.

FUEL TRANSFER SYSTEM

Fuel is transferred by two independent methods. The

primary method provides a siphoning action through

standpipes connecting the fuel tanks. Siphoning

action depends on the absence of air in the bays

receiving fuel. Air ejectors in each reservoir tank

automatically expel air. In case of failure of the

siphoning system, powered fuel pumps work

continually to pump fuel from the internal tanks to

the reservoirs. 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. Both

methods operate simultaneously and independently

to transfer fuel through the system.

T.O. GR1F16CJ1

159

RIGHT WING TANK

F-2

F-1

LEFT WING TANK

A-1

HYD

ENGINE

CENTERLINE

FUEL TANK

RIGHT EXTERNAL

FUEL TANK

FWD

RSVR

AFT RSVR

AR RECEPTACLE

GROUND

REFUELING

LEFT EXTERNAL

FUEL TANK

MAIN GEN CSD

ADG

FUEL FLOW

TRANSMITTER

MAIN

FUEL SHUT-

OFF VALVE

FUEL/OIL HEAT

EXCHANGER

STANDPIPE OPENING AT TOP OF TANK
STANDPIPE OPENING AT BOTTOM OF TANK

FUEL TANK CONNECTING STANDPIPE

TRANSFER PUMP (FUEL PRESSURE DRIVEN)

TRANSFER PUMP (ELECTRICAL)

BOOST PUMP PRESS

FUEL TRANSFER

AFT/LEFT FUEL TANK SYSTEM

FWD/RIGHT FUEL TANK SYSTEM

EXTERNAL FUEL TANK

TRANSFER/REFUEL PRESSURIZATION

REFUEL/TRANSFER

DISCONNECT

TRANSFER SHUTOFF VALVE

FUEL FLOW DIRECTION

LEGEND:

GR1F-16CJ-1-0024A37

Fuel Tank System (Typical)

FUEL FLOW

PROPORTIONER

HYD

BOOST PUMP (ELECTRICAL)

REFUEL SHUTOFF VALVE

This is a simplified diagram. Not all fuel system

items are shown (crossfeed, motive flow, etc). Refer

to FUEL SYSTEM SCHEMATIC for details.

ELECTRICAL

NOTE:

RECEPTACLE

PX II

Figure 119. (Sheet 1)

Figure 119. (Sheet 2)

T.O. GR1F16CJ1

160

RIGHT WING TANK

F-2

F-1

LEFT WING TANK

A-1

HYD

ENGINE

CENTERLINE

FUEL TANK

RIGHT EXTERNAL

FUEL TANK

FWD

RSVR

AFT RSVR

AR RECEPTACLE

GROUND

REFUELING

LEFT EXTERNAL

FUEL TANK

MAIN GEN CSD

ADG

FUEL FLOW

TRANSMITTER

MAIN

FUEL SHUT-

OFF VALVE

FUEL/OIL HEAT

EXCHANGER

STANDPIPE OPENING AT TOP OF TANK
STANDPIPE OPENING AT BOTTOM OF TANK

FUEL TANK CONNECTING STANDPIPE

TRANSFER PUMP (FUEL PRESSURE DRIVEN)

TRANSFER PUMP (ELECTRICAL)

BOOST PUMP PRESS

FUEL TRANSFER

AFT/LEFT FUEL TANK SYSTEM

FWD/RIGHT FUEL TANK SYSTEM

EXTERNAL FUEL TANK

TRANSFER/REFUEL PRESSURIZATION

REFUEL/TRANSFER

DISCONNECT

TRANSFER SHUTOFF VALVE

FUEL FLOW DIRECTION

LEGEND:

GR1F-16CJ-1-1024X37

Fuel Tank System (Typical)

FUEL FLOW

PROPORTIONER

HYD

BOOST PUMP (ELECTRICAL)

REFUEL SHUTOFF VALVE

This is a simplified diagram. Not all fuel system

items are shown (crossfeed, motive flow, etc). Refer

to FUEL SYSTEM SCHEMATIC for details.

ELECTRICAL

NOTE:

RECEPTACLE

PX III

LEFT CFT

RIGHT CFT

T.O. GR1F16CJ1

161

The transfer system is divided into two separate tank

systems, the forward and the aft. The forward system

consists of the right external tank (if installed),

PX III

right CFT (if installed), right internal wing tank, F1,

F2, and the forward reservoir. The aft system

consists of the left external tank (if installed),

PX III

left CFT (if installed), left internal wing tank, A1,

and the aft reservoir. If a centerline tank is installed,

it is considered to be part of both forward and aft

systems. The wing external tanks empty into the

respective internal wing tanks.

PX III

The right CFT

transfers into the right internal wing tank, and the

left CFT transfers into the left internal wing tank.

Fuel flows from the internal wing tanks to the fuselage

tanks and then to the forward and aft reservoirs. Fuel

is pumped to the engine from the reservoirs. To

automatically maintain the CG, fuel is transferred

through the forward and aft systems simultaneously.

PX III

The CFT fuel system gravity feeds fuel to the

internal wing tanks. Primary fuel transfer is by

siphon/air pressure transfer from the CFT to the

internal wing. CFT's will empty prior to the internal

wing tanks.

If external tanks are installed, air pressure transfers

fuel to the internal wing tanks. If the EXT FUEL

TRANS switch is in NORM, the sequence of fuel flow

is from the centerline tank to the internal wing tanks.

After the centerline tank empties, each external wing

tank flows to its respective internal wing tank. The

external tank fuel transfer valve in each internal

wing tank shuts off fuel to prevent overfilling the

internal tanks. If one of these valves fails, a float

switch senses fuel and shuts off all external tank fuel

transfer before fuel flows overboard. By placing the

EXT FUEL TRANS switch to WING FIRST, the

external wing tanks empty before the centerline tank,

and the float switch does not prevent fuel from

spilling overboard if a transfer valve fails.

PX III

When using CFT's and external tanks,

selection of the EXT FUEL TRANS switch to CFT

FIRST/NO FILL will deplete the CFT's prior to the

external tanks. After the CFT's deplete, the transfer

sequence of the external tanks will be centerline first,

followed by the external wing tanks. When using

CFT's and external tanks, selection of the EXT FUEL

TRANS switch to NORM or WING FIRST will allow

air pressure transfer of fuel from the external tanks

into the internal wing tanks, keeping the CFT's and

the internal wing tanks full. The sequence of external

tank transfer will be as described in the previous

paragraph on external tank transfer. When external

fuel has transferred, CFT fuel will begin to transfer.

The automatic forward fuel transfer system supple

ments the function of the FFP by preventing

undesirable aft CG. The system operates only when the

FUEL QTY SEL knob is in NORM and the total

forward fuselage fuel quantity indication is less than

2800(

1500)pounds. In the

, 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. In the

forward fuel transfer starts when the aft heavy

differential exceeds 900 pounds and stops when the aft

heavy fuel differential reaches 750 pounds. This system

does not correct a forward fuel imbalance since it only

transfers fuel from aft to forward.
For proper operation, the automatic forward fuel

transfer system depends on a properly functioning

fuel quantity indicating system. Fuel is transferred

through a solenoidoperated trim valve powered from

emergency dc bus No. 2. The automatic system is

deactivated if electrical power is lost through failure,

by moving the FUEL QTY SEL knob out of NORM, or

during gravity feed conditions.

FUEL TANK VENT AND PRESSURIZATION SYSTEM

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. It also prevents

fuel in internal tanks from vaporizing at high altitude.

An external tank vent and pressurization valve

regulates pressure supplied to the external tanks.
If the combat schedule (reduced pressure) is activated

by the TANK INERTING switch, Halon, if available,

is mixed with air and the internal tank vent and

pressurization valve controls the pressure.
If the AIR SOURCE knob is placed in OFF or RAM or

if the ECS is inoperative, tank pressurization is not

available and external fuel cannot be transferred.
With multiple generator failures, fuel tank pressur

ization continues and external fuel still transfers.

ENGINE FUEL SUPPLY SYSTEM

Refer to figure 123 for fuel system controls and

operation. When the ENG FEED knob is in NORM,

boost pumps in the forward and aft reservoirs pump

the fuel through the engine feedline to the fuel flow

proportioner (FFP). In the FFP, twin constant

displacement pumps, powered by hydraulic system A,

supply equal amounts of fuel from each reservoir to

maintain CG. Two fuel lines with check valves can

bypass the FFP in case it fails so that fuel flow will not

be interrupted. After fuel flows through the FFP, a

small amount of cooling fuel is routed to the

PW 229

T.O. GR1F16CJ1

162

GR1F-16CJ-1-0026-1A37

FWD

RSVR

AFT

RSVR

FROM ECS

F-1

F-2

RIGHT

WING

LEFT

WING

HALON RSVR

Fuel System (Typical)

TRANSFER

SWITCH

EXTERNAL TANK

(TYPICAL)

FUEL QTY

SEL PANEL

TANK

INERTING

SWITCH

FUEL

QUANTITY

INDICATOR

FLOAT

SWITCH

PX II

Figure 120.(Sheet 1)

T.O. GR1F16CJ1

163

GR1F-16CJ-1-0026-2X37

TRANSFER

TRIM

VALVE

AIR

REFUEL

SWITCH

LEGEND:

A-1

TRANSFER SHUTOFF VALVE

TRANSFER PUMP (ELECTRICAL)

BOOST PUMP (ELECTRICAL)

REFUEL SHUTOFF VALVE

SOLENOID VALVE

CROSSFEED VALVE

TRANSFER PUMP

(FUEL PRESSURE DRIVEN)

SUCTION FEED VALVE

DISCONNECT

FUEL EJECTOR PUMP

ELECTRIC MOTOR OPERATED

SHUTOFF VALVE
ORIFICE
CHECK VALVE

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

OVERBOARD VENT
FUEL SUPPLY
BOOST PUMP PRESSURE
PUMP DRIVE PRESSURE

TANK INERTING PRESSURE

FUEL TRANSFER

TRANSFER/REFUEL

PRESSURIZATION

REFUEL/TRANSFER
ECS PRESSURIZATION SUPPLY

TRANSFER BLEED

TANK PRESSURIZATION

CAUTION LIGHTS

CAUTION LIGHT

TO JFS

TEMPERATURE SENSOR

GROUND COOLING RECEPTACLE

STANDPIPE OPENING AT TOP

OF TANK

STANDPIPE OPENING AT

BOTTOM OF TANK

FUEL TANK CONNECTING

STANDPIPE

ELECTRICAL

ENG FEED

KNOB

FUEL MASTER

SWITCH

FUEL/OIL

HOT

FWD

FUEL LOW

AFT

FUEL LOW

PUMP

DRIVE

PRESSURE

FROM

HYD

SYS A

FUEL FLOW

PROPORTIONER

FUEL FLOW

INDICATOR

FUEL FLOW

TRANSMITTER

TO ENGINE

GROUND REFUELING

RECEPTACLE

AR STATUS

INDICATOR

FUEL/OIL HEAT

EXCHANGER

DEC

Figure 120.(Sheet 2)

T.O. GR1F16CJ1

164

GR1F-16CJ-1-1026-1X37

FWD

RSVR

AFT

RSVR

FROM ECS

F-1

F-2

RIGHT

WING

LEFT

WING

HALON RSVR

Fuel System (Typical)

TRANSFER

SWITCH

EXTERNAL TANK

(TYPICAL)

FUEL QTY

SEL PANEL

TANK

INERTING

SWITCH

FUEL

QUANTITY

INDICATOR

FLOAT

SWITCH

PX III

* *

CFT DRY

PAN

Figure 120.(Sheet 3)

T.O. GR1F16CJ1

165

TRANSFER

TRIM

VALVE

AIR

REFUEL

SWITCH

LEGEND:

A-1

TRANSFER SHUTOFF VALVE

TRANSFER PUMP (ELECTRICAL)

BOOST PUMP (ELECTRICAL)

REFUEL SHUTOFF VALVE

SOLENOID VALVE

CROSSFEED VALVE

TRANSFER PUMP

(FUEL PRESSURE DRIVEN)

SUCTION FEED VALVE

DISCONNECT

FUEL EJECTOR PUMP

ELECTRIC MOTOR OPERATED

SHUTOFF VALVE
ORIFICE
CHECK VALVE

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

OVERBOARD VENT
FUEL SUPPLY
BOOST PUMP PRESSURE
PUMP DRIVE PRESSURE

TANK INERTING PRESSURE

FUEL TRANSFER

TRANSFER/REFUEL

PRESSURIZATION

REFUEL/TRANSFER
ECS PRESSURIZATION SUPPLY

TRANSFER BLEED

TANK PRESSURIZATION

CAUTION LIGHTS

CAUTION LIGHT

TO JFS

TEMPERATURE SENSOR

GROUND COOLING RECEPTACLE

STANDPIPE OPENING AT TOP

OF TANK

STANDPIPE OPENING AT

BOTTOM OF TANK

FUEL TANK CONNECTING

STANDPIPE

ELECTRICAL

ENG FEED

KNOB

FUEL MASTER

SWITCH

FUEL/OIL

HOT

FWD

FUEL LOW

AFT

FUEL LOW

PUMP

DRIVE

PRESSURE

FROM

HYD

SYS A

FUEL FLOW

PROPORTIONER

FUEL FLOW

INDICATOR

FUEL FLOW

TRANSMITTER

TO ENGINE

GROUND REFUELING

RECEPTACLE

AR STATUS

INDICATOR

FUEL/OIL HEAT

EXCHANGER

DEC

TO RIGHT CFT

** *

CONFORMAL FUEL TANK

(TYPICAL)

REMOTE SENSING PRESSURE

RELIEF VALVE (CFT)

GR1F-16CJ-1-1026-2X37

TO VENT TANK

TO WING

Figure 120.(Sheet 4)

Content .. 3 4 5 6 ..

F16C/D. FLIGHT MANUAL (2002) - page 5

F16C/D. FLIGHT MANUAL (2002) - page 5