F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ1

166

GR1F-16CJ-1-0027-1A37

Fuel System

(Typical)

FWD

RSVR

AFT

RSVR

EXTERNAL TANK
(TYPICAL)

FROM ECS

FLOAT
SWITCH

F-1

RIGHT

WING

LEFT

WING

HALON RSVR

FWD & AFT FUEL

QUANTITY INDICATORS

TANK

INERTING

SWITCH

FUEL QTY

SEL PANEL

TRANSFER

SWITCH

F-2

PX II

Figure 121.(Sheet 1)

T.O. GR1F16CJ1

167

GR1F-16CJ-1-0027-2X37

PUMP

DRIVE

PRESSURE

FROM HYD

SYS A

FUEL FLOW

PROPORTIONER

TO JFS

ENG FEED

KNOB

TRANSFER

TRIM

VALVE

AIR

REFUEL

SWITCH

TO ENGINE

FUEL/OIL HEAT EXCHANGER

A-1

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

FUEL FLOW TRANSMITTER

LEGEND:

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

TEMPERATURE SENSOR

GROUND COOLING RECEPTACLE

STANDPIPE OPENING AT TOP

OF TANK

STANDPIPE OPENING AT

BOTTOM OF TANK

FUEL TANK CONNECTING

STANDPIPE

ELECTRICAL

FWD

FUEL LOW

AFT

FUEL LOW

FWD

FUEL LOW

AFT

FUEL LOW

CAUTION LIGHT

FWD & AFT

FUEL/OIL

HOT

GROUND REFUELING

RECEPTACLE

FWD AR

STATUS

INDICATOR

AFT AR

STATUS

INDICATOR

FWD CAUTION

LIGHTS

AFT CAUTION

LIGHTS

DEC

FWD FUEL

MASTER SWITCH

AFT FUEL

MASTER SWITCH

FWD & AFT FUEL

FLOW INDICATOR

Figure 121.(Sheet 2)

T.O. GR1F16CJ1

168

GR1F-16CJ-1-1027-1X37

Fuel System

(Typical)

FWD

RSVR

AFT

RSVR

EXTERNAL TANK
(TYPICAL)

FROM ECS

FLOAT
SWITCH

F-1

RIGHT

WING

LEFT

WING

HALON RSVR

FWD & AFT FUEL

QUANTITY INDICATORS

TANK

INERTING

SWITCH

FUEL QTY

SEL PANEL

TRANSFER

SWITCH

F-2

* *

PX III

* *

CFT DRY

PAN

Figure 121.(Sheet 3)

T.O. GR1F16CJ1

169

GR1F-16CJ-1-1027-2X37

PUMP

DRIVE

PRESSURE

FROM HYD

SYS A

FUEL FLOW

PROPORTIONER

TO JFS

ENG FEED

KNOB

TRANSFER

TRIM

VALVE

AIR

REFUEL

SWITCH

TO ENGINE

FUEL/OIL HEAT EXCHANGER

A-1

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

FUEL FLOW TRANSMITTER

LEGEND:

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

TEMPERATURE SENSOR

GROUND COOLING RECEPTACLE

STANDPIPE OPENING AT TOP

OF TANK

STANDPIPE OPENING AT

BOTTOM OF TANK

FUEL TANK CONNECTING

STANDPIPE

ELECTRICAL

FWD

FUEL LOW

AFT

FUEL LOW

FWD

FUEL LOW

AFT

FUEL LOW

CAUTION LIGHT

FWD & AFT

FUEL/OIL

HOT

GROUND REFUELING

RECEPTACLE

FWD AR

STATUS

INDICATOR

AFT AR

STATUS

INDICATOR

FWD CAUTION

LIGHTS

AFT CAUTION

LIGHTS

DEC

FWD FUEL

MASTER SWITCH

AFT FUEL

MASTER SWITCH

FWD & AFT FUEL

FLOW INDICATOR

TO RIGHT CFT

CONFORMAL FUEL TANK

(TYPICAL)

REMOTE SENSING PRESSURE

RELIEF VALVE (CFT)

TO VENT TANK

TO WING

Figure 121.(Sheet 4)

T.O. GR1F16CJ1

170Change 1

GR1F-16CJ-1-0025A37

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.

PX II

TANK LOCATION

FUELQTYSEL

KNOB SET

TINGS

POINTER

FUEL

QTY (LB) JP4

FUEL

QTY (LB) JP5/8

FUEL

QTY (LB) JP4

FUEL

QTY (LB) JP5/8

1. LEFT INTERNAL WING
2. RIGHT INTERNAL WING

INT WING

525

100

525

100

550

100

550

100

525

100

525

100

550

100

550

100

3. F1 FUSELAGE
4. F2 FUSELAGE
5. FWD RESERVOIR

NORM

3100

100

3250

100

1800

100

1890

100

6. AFT RESERVOIR
7. A1 FUSELAGE

NORM

2675

100

2810

100

2675

100

2810

100

5. FWD RESERVOIR
6. AFT RESERVOIR

RSVR

460

480

460

480

8. CENTERLINE
9. LEFTEXTERNALWING

370/600

10. RIGHTEXTERNALWING

370/600

EXT CTR

EXT WING

FR
AL

1800

100

2300/3750

100

2300/3750

100

1890

100

2420/3925

100

2420/3925

100

1800

100

2300/3750

100

2300/3750

100

1890

100

2420/3925

100

2420/3925

100

TOTAL INTERNAL FUEL

6825

300

7160

300

5575

300

5800

300

TOTAL EXTERNAL FUEL (370/600)

6400/9300

300 6730/9740

300 6400/9300

300 6730/9740

300

NOTES:

1. Tolerances are due to indication errors with the variations in density resulting from temperatures, additives, etc.
2. The quantity of wing fuel varies depending upon aircraft attitude during refueling.
3. Usable fuel and indicated fuel quantities are approximately equal.
4. Indications are approximate and shall not be used for computing weight and balance data. Refer to T.O. GR1F16CJ11 for detailed

information.

Figure

122. (Sheet 1)

T.O. GR1F16CJ1

171

GR1F-16CJ-1-1025X37

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.

PX III

CFT

TANK LOCATION

FUELQTYSEL

KNOB SET

TINGS

POINTER

FUEL

QTY (LB) JP4

FUEL

QTY (LB) JP5/8

FUEL

QTY (LB) JP4

FUEL

QTY (LB) JP5/8

1. LEFT INTERNAL

WING/WITH CFT

2. RIGHT INTERNAL

WING/WITH CFT

INT WING

& CFT

INT WING

& CFT

525/1965

100

525/1965

100

550/2080

100

550/2080

100

525/1965

100

525/1965

100

550/2080

100

550/2080

100

3. F1 FUSELAGE
4. F2 FUSELAGE
5. FWD RESERVOIR

NORM

3100

100

3250

100

1800

100

1890

100

6. AFT RESERVOIR
7. A1 FUSELAGE

NORM

2675

100

2810

100

2675

100

2810

100

5. FWD RESERVOIR
6. AFT RESERVOIR

RSVR

460

480

460

480

8. CENTERLINE
9. LEFTEXTERNALWING

370/600

10. RIGHTEXTERNALWING

370/600

EXT CTR

EXT WING

FR
AL

1800

100

2300/3750

100

2300/3750

100

1890

100

2420/3925

100

2420/3925

100

1800

100

2300/3750

100

2300/3750

100

1890

100

2420/3925

100

2420/3925

100

TOTAL INTERNAL FUEL (Without CFT's/With CFT's)

6825/9705

300

7160/10220

300

5525/8405

300

5800/8860

300

TOTAL EXTERNAL FUEL (370/600)

6400/9300

300

6730/9740

300

6400/9300

300

6730/9740

300

NOTES:

1. Tolerances are due to indication errors with the variations in density resulting from temperatures, additives, etc.

2. The quantity of wing fuel varies depending upon aircraft attitude during refueling.

3. Usable fuel and indicated fuel quantities are approximately equal.

4. Indications are approximate and shall not be used for computing weight and balance data. Refer to T.O. GR1F16CJ11 for detailed

information.

5. Actual reservoir quantities are 23 pounds less than indicated because of provisions for CFT's.

Figure

122. (Sheet 2)

T.O. GR1F16CJ1

172

GR1F-16CJ-1-0028X37

1. FUEL MASTER Switch

2. TANK INERTING Switch

3. ENG FEED Knob

4. AIR REFUEL Switch

Fuel Control Panel (Typical)

CONTROL

POSITION

FUNCTION

1. FUEL MASTER Switch

(lever lock)

MASTER (guarded)

Opens main fuel shutoff valve which then

opens the engine electronic control cooling fuel

shutoff valve

OFF

Closes main fuel shutoff valve which then

closes the engine electronic control cooling fuel

shutoff valve

2. TANK INERTING Switch

(lever lock to OFF)

TANK INERTING

Reduces internal tank pressurization. If

Halon is available, allows 20,

30 seconds of initial Halon flow; thereafter,

allows a small metered flow of Halon to

the F1, A1, internalwingtanks,and

CFTs

III

OFF

Stops Halon flow. Returns internal tank

pressurization to normal schedule

Figure 123.(Sheet 1)

T.O. GR1F16CJ1

173

Fuel Control Panel (Typical)

CONTROL

POSITION

FUNCTION

3. ENG FEED Knob

OFF

Deenergizes all electricdriven pumps. Engine

supplied by FFP

NORM

Energizes all pumps. CG maintained auto

matically

AFT

Energizes pumps in aft tanks and opens cross

feed valve. Fuel is transferred from aft tanks

to the engine and forward tanks. CG moves

forward

FWD

Energizes pumps in forward tanks and opens

crossfeed valve. Fuel is transferred from for

ward tanks to the engine and aft tanks. CG

moves aft

4. AIR REFUEL Switch

OPEN

Opens slipway door. Places FLCS in takeoff

and landing gains when airspeed is below 400

knots

Enables slipway light. Turns on AR floodlight

and vertical tailmounted fuselage floodlight

Reduces internal tank pressurization,

depressurizes external tanks, and allows the

refuel valve in each reservoir to open when a

centerline tank is installed and refuel pres

sure is applied

Reverses the OPEN actions

Figure 123.(Sheet 2)

T.O. GR1F16CJ1

174

DEEC,

129

DEC and then returned to the

reservoirs. The remainder of the fuel passes through

a fuel/oil heat exchanger to cool hydraulic systems A

and B, the main generator CSD, and the ADG. Then

fuel flows through an electric main fuel shutoff valve

which has a full travel time of 24 seconds and is

controlled by the FUEL MASTER switch. (The JFS

receives fuel at all times regardless of the FUEL

MASTER switch position.) After passing through the

main fuel shutoff valve, fuel passes through the fuel

flow transmitter (which operates the FUEL FLOW

indicator) to the engine.

FUEL QUANTITY INDICATING SYSTEM

Refer to figure 124. The fuel quantity indicating

system displays the amount and location of fuel

remaining. The totalizer shows all fuel in the

internal and external tanks in pounds. The AL and

FR pointers show the fuel quantity in the tanks as

selected by the FUEL QTY SEL knob. Erroneous fuel

indications may occur during or immediately after

maneuvering flight. The selected tanks should

normally be the fuselage tanks (FUEL QTY SEL

knob in NORM). The difference between the forward

and aft tanks should remain essentially constant

since the FFP maintains an equal flow of fuel.

PX III

With the FUEL QTY SEL knob in the INT WING &

CFT position, the pointers show the combined total

fuel in both tanks.

Normally, the forward tank fuel quantity is 0600

pounds greater than the aft tank quantity.

Normally, the aft tank fuel quantity is 7001350

pounds greater than the forward fuel quantity. If

these values are exceeded in either direction, a red

portion of the AL pointer becomes visible. Fuel

distribution can be changed by rotating the ENG

FEED knob to the FWD or AFT position until the

imbalance is corrected.

RESERVOIR FUEL LEVEL SENSING SYSTEM

Fuel level sensors in the reservoir tanks are used to

turn on/off the air ejectors and the fuel low caution

lights. When a reservoir tank is not full, the air

ejector in that tank is operating. The reservoir tank

sensors, associated sensor circuitry, and fuel level

sensing unit operate independently of the fuel

quantity indicating system.

Fuel Low Caution Lights

The fuel low caution lights, located on the caution

light panel, indicate either

a low fuel quantity in the

reservoir tanks or a reservoir fuel level sensing

system malfunction. The caution lights function

independently of the fuel quantity indicating system.

The FWD FUEL LOW caution light illuminates when

fuel quantity in the forward reservoir drops below 400

(

250) pounds. The AFT FUEL LOW caution light

illuminates when aft reservoir fuel quantity drops

below 250 (

400) pounds. The caution lights are

HUD FUEL LOW/BINGO INDICATION

In addition to the fuel low caution lights, 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.

Bingo fuel warning is based either on fuselage fuel

with the FUEL QTY SEL knob in NORM or on total

fuel with the FUEL QTY SEL knob out of NORM.
With the FUEL QTY SEL knob in NORM, the bingo

computation is based on the lesser of fuselage fuel

weight or total fuel weight. That is, with the FUEL

QTY SEL knob in NORM, bingo fuel warning will be

triggered when either fuselage fuel or total fuel

decreases below the bingo fuel value.
With the FUEL QTY SEL knob out of NORM, the

warning will only be triggered when total fuel

decreases below the bingo value. With trapped

external fuel, this could lead to fuel starvation before

the bingo warning is triggered.

The VMS provides a BINGOBINGO message in the

headset when the bingo fuel warning is activated

with weight off wheels.

For a more detailed description of the home mode and

the bingo fuel option, refer to T.O. GR1F16CJ3411.

HUD TRP FUEL WARNING

A trapped

external fuel condition is indicated by

flashing TRP FUEL and FUEL in the HUD. Five

conditions must be met for a TRP FUEL warning to

occur.

Conditions are:

FUEL QTY SEL knob is in NORM.

Aerial refueling has not occurred within previous

3090 seconds.

Fuselage fuel has been at least 500 pounds less

than fuselage capacity for 30 seconds.

Total fuel has been at least 500 pounds greater than

fuselage fuel for 30 seconds.

Fuel flow has been less than 18,000 pph for 30

seconds.

T.O. GR1F16CJ1

175

Fuel Quantity Indicator and Select Panel

(Typical)

GR1F-16CJ-1-0029A37

FUEL Quantity Indicator

FUEL QTY SEL Knob

EXT FUEL TRANS Switch

C DF

PX II

PX III

CONTROL/INDICATOR

POSITION

FUNCTION

1. FUEL Quantity

Indicator

AL and FR

pointers

Display fuel quantities as determined by the FUEL QTY SEL

knob

Totalizer

Displays total fuel in all fuel tanks (fuselage + wing + external).

The totalizer and the fuel value displayed on the DED BIN

GO page should agree within 100 pounds of each other

Red portion of

AL pointer

showing

Indicates fuel imbalance between forward and aft fuselage

tanks

2. FUEL QTY SEL

Knob

TEST

AL/FR pointers drive to 2000 (

100) pounds

Knob

Totalizer drives to 6000 (

100) pounds

Both fuel low caution lights illuminate

(with CFT's installed) CFT pumps operate and continue

to operate for 30 seconds after switch is taken out of TEST

position; CFT pump indicator lights illuminate (ground test

panel)

III

Figure124. (Sheet 1)

T.O. GR1F16CJ1

176

Fuel Quantity Indicator and Select Panel

(Typical)

CONTROL/INDICATOR

POSITION

FUNCTION

2. FUEL QTY SEL

Knob (Cont)

NORM

AL pointer displays sum of fuel in the aft (left) reservoir and A1

fuselage tanks

FR pointer displays sum of fuel in the forward (right) reservoir

and F1, F2 fuselage tanks

Enables automatic forward fuel transfer system, trapped fuel

warning, and bingo fuel computation based on fuselage fuel

RSVR

AL/FR pointers display fuel in aft/forward reservoir tanks

INT WING

AL/FR pointers display fuel in left/right internal wing tanks

INT

WING & CFT

III

AL pointer displays sum of fuel in the left CFT and left

internal wing tank

FR pointer displays sum of fuel in the right CFT and right

internal wing tank

EXT WING

AL/FR pointers display fuel in left/right external wing tanks

EXT CTR

AL pointer drops to zero

FR pointer displays fuel in centerline tank

3. EXT FUEL

TRANS Switch

CFT

FIRST/NO FILL

III

On transfer, CFT's will transfer prior to external tanks.

On refuel (ground or air), CFT's will not fill

NORM

Centerline tank transfers first and then external wing tanks

WING FIRST

External wing tanks transfer first and then centerline tank

Figure

124. (Sheet 2)

T.O. GR1F16CJ1

177

A false TRP FUEL warning may occur after the

following:

A fuel leak which exceeds the transfer rate of the

external tank(s).

Prolonged AB use if fuel flow to the engine exceeds

the transfer rate from the external tank(s).

Receiving a partial fuel load during air refueling

with an external tank(s).

The TRP FUEL warning clears automatically after

the condition is corrected; the FUEL mnemonic may

be manually reset by placing the WARN RESET

switch to WARN RESET.

FUEL/OIL HOT CAUTION LIGHT

The FUEL/OIL HOT caution light, located on the

caution light panel, illuminates when the tempera

ture of fuel to the engine becomes excessive.

129

The caution light also comes on as a function of hot oil.

Refer to ENGINE

129

, this section.

FUEL TANK EXPLOSION SUPPRESSION 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 SER

VICING 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 tanks, internal wing

tanks,

PX III

and CFT's (if present) 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 F1, A1, internal wing tanks,

PX III

and

CFT's (if present) for

PX II

20,

PX III

30 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.

PX III

Inerting may be selected at any CFT fuel state. Since

the

PX II

20,

PX III

30 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

Ground Refueling

All external and internal fuel tanks can be pressure

filled from a singlepoint 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 or

PX III

CFT's are mounted and it

is desired that they not be filled, in which case power

must be applied and the EXT FUEL TRANS switch

must be placed in the CFT FIRST/NO FILL position.

Terminating refueling with partially filled tanks

could result in fuel imbalance. 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 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 if airspeed is below 400 knots.

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.

T.O. GR1F16CJ1

178

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 com

patible 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.

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.

PX III

When CFT's are present, the option to fill or

prevent filling of the CFT's is available. By placing

the EXT FUEL TRANS switch in CFT FIRST/NO

FILL, the CFT's will not fill. If the EXT FUEL TRANS

switch is in NORM or WING FIRST, the CFT's will

fill.

Fuel venting from under the left wing can occur

during AR, particularly when the aircraft is

configured with external fuel 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.

NWS A/R DISC MSL STEP BUTTON

The NWS A/R DISC MSL STEP button is located on the

outboard side of the stick. The A/R 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

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.

AR/NWS - Illuminates green when the boom is

latched in place.

DISC - Illuminates amber when a disconnect

occurs. After the disconnect, the system automati

cally recycles to ready, and the RDY light

illuminates after a 3second delay.

A lever for dimming the three lights is located on the

right side of the unit.

ENVIRONMENTAL CONTROL SYSTEM

(ECS)

Refer to figure 125. The ECS combines aircondition

ing and pressurization functions to provide tempera

turecontrolled, pressureregulated air for heating,

cooling, ventilating, canopy defogging, cockpit

pressurization, canopy sealing, gsuit pressurization,

fuel tank pressurization, electronic equipment

cooling, pressure breathing for g (PBG), and

PX III

OBOGS. Most of these functions are lost when the

AIR SOURCE knob is placed to OFF or RAM. Refer

to AIR SOURCE KNOB, this section.

Above 35,000 feet MSL, automatic changes in

operation of the ECS may appear as short duration

(approximately 15 seconds) losses of cockpit airflow

alternating with normal cockpit airflow levels. These

airflow changes are normal and are designed to

prevent total ECS shutdowns.

ELECTRICAL FAILURES

When the ECS loses electrical power, cabin

temperature control and water separator antiicing

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 builtin bypass valve

opens allowing air to flow to the cockpit and avionics.

There is no interruption of bleed air flow due to a loss

of electrical power. All pressurization functions (servo

air, canopy seal, antig, PBG,

and fuel tank

pressurization) operate normally since the bleed air

function continues to operate.

PX III

OBOGS also

continues to receive ECS air; however, a problem that

causes loss of power to the ECS may also cause a loss

of power to OBOGS.

T.O. GR1F16CJ1

179

SERVO AIR

FUEL TANK

PRESSURIZATION

Environmental Control System (Typical)

CAUTION LIGHT

LOW

PRESSURE

HIGH

PRESSURE

CAUTION LIGHT

AVIONIC

EQUIP

TOTAL

TEMP

FROM

TT PROBE

RAM AIR

AIR OVERTEMP

RELAY

ENGINE

COMPRESSOR

BLEED AIR

EPU

NACELLE

EJECTOR

COCKPIT

LEGEND:

BLEED AIR
WARM AIR
COOL AIR
RAM AIR

SOLENOID VALVE

MODULATING VALVE

PRESSURE REGULATOR

WS
T/C

SENSOR/CONTROLLER

TEMP/PRESS SENSOR

CHECK VALVE

WATER SEPARATOR

TURBINE/COMPRESSOR

GR1F-16CJ-1-0030A37

AIR-TO-AIR

HEAT EXCHANGER

GROUND

SERVICING

CONNECTION

GROUND

COOLING

RECEPTACLE

ELECTRICAL
ENVIRONMENTAL

DIGITAL CONTROL SET

MECHANICALLY OPERATED

FLAPPER VALVE

ANTI-G VALVE

AND CANOPY

SEAL

MECHANICAL

CABIN

PRESS

EQUIP

HOT

OBOGS

PX III

Figure 125.

T.O. GR1F16CJ1

180

AIRCONDITIONING

Engine bleed air is directed through a turbine

compressor and airtoair heat exchangers where it is

cooled by ram air. The conditioned air is then used for

the functions shown in figure 125.

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.

PRESSURIZATION

Air pressure is provided by the pressurization system

for control/operation of some of the ECS, canopy seal,

gsuit, PBG, fuel tanks, radar and

PX III

OBOGS.

Pressure in the cockpit is controlled automatically

according to the schedule shown in figure 126. A

cockpit pressure safety valve relieves pressure

anytime the cockpit pressure exceeds ambient

pressure by 5.4 psi.

The canopy seal is inflated/deflated with the

mechanical locking/unlocking of the canopy.

1F-16X-1-0001X

AIRCRAFT ALTITUDE 1000 FEET

COCKPIT AL

TITUDE 1000 FEET

Cockpit Pressure Schedule

Figure

126.

T.O. GR1F16CJ1

181

AIR SOURCE Knob

Refer to figure 127. The AIR SOURCE knob is

located on the ECS panel.

Functions are:

OFF - Engine bleed air valves close. All

airconditioning, cooling, and pressurizing func

tions shut off, including gsuit, PBG, canopy seal,

fuel tank pressurization, and

PX III

OBOGS.

NORM - Airconditioning system set for automatic

temperature and pressure regulation.

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.

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 airconditioning, cooling, and pressurizing

functions shut off, including gsuit, PBG, canopy

seal, fuel tank pressurization, and

PX III

OBOGS.

The ram air valve opens to admit ram air to

ventilate the cockpit and avionic equipment.

TEMP Knob

Refer to figure 127. The TEMP knob is located on the

ECS panel, only controls cockpit temperature.

Functions are:

AUTO-Cockpit temperature is automatically main

tained (50

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

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 13 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.

1. TEMP Knob

2. AIR SOURCE Knob

GR1F-16CJ-1-0032X37

Environmental Con-

trol System Control

Panel (Typical)

C DF

Figure 127.

DEFOG Lever

Refer to figure 128. 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

center pedestal air outlet allows a more balanced

defogging of the right and left sides of the canopy.

When placed in the full forward (MAX) defog

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, 3minute period.

F16C/D. FLIGHT MANUAL (2002) - page 6

F16C/D. FLIGHT MANUAL (2002) - page 6