Content .. 7 8 9 10 ..

F16C/D. FLIGHT MANUAL (2002) - page 9

T.O. GR1F16CJ1

1114

GR1F-16CJ-1-0042-1A37

WHEEL

SPEED

SENSOR

PREBRAKE

RESTRICTOR

VALVE

LG UP

PRESSURE

SHUTTLE

VALVE

PARK

VALVE

BRAKE CONTROL

BOX

TOE

BRAKES

FLCS

INVERTERS

BRAKE

CHAN 2

BRAKE

CHAN 1

CHANNEL SELECTOR

CHANNEL 1

CHANNEL 2

ANTISKID

CAUTION

LIGHT

RELAY

ANTISKID

CONTROL

BOX

28 VDC

BATTERY

BUS

NO. 2

26 VAC 800 H

4 INDEPENDENT EXCITATION POWER

SOURCES FROM FLCS INVERTERS

GROUND

AIR

>1 INCH ABOVE

NEAR IDLE

THROTTLE

POSITION

SWITCH

MLG WOW

ANTI

SKID

CHANNEL 1

CHANNEL 2

OUTPUT

28 VDC

BATTERY

BUS

NO. 1

Wheel Brake Schematic (Typical)

IDLE

LESS

Figure 140.(Sheet 3)

T.O. GR1F16CJ1

1115

GR1F-16CJ-1-0042-2X37

HYD SYS B PRESSURE

HYD

RETURN

HAND

PUMP

TO JFS

SHUTOFF VALVE

RIGHT

METERING

VALVE

ACCUMULATOR

LEFT

METERING

VALVE

ACCUMULATOR

SHUTOFF VALVE

SUPPLY HYDRAULIC CIRCUITS

WHEEL

SPEED

SENSOR

RIGHT

BRAKE

SHUTTLE

VALVE

LEFT

BRAKE

SHUTTLE

VALVE

HYD POWER

SUPPLY

HYD RETURN

BRAKE HYD

CIRCUIT

PARKING BRAKE

CIRCUIT

LEGEND:

ELECTRICAL

MECHANICAL

CHECK VALVE

Figure 140.(Sheet 4)

T.O. GR1F16CJ1

1116

ANTISKID SYSTEM

The antiskid system is available in either brake

channel anytime the toe brakes are powered.

b2t

The antiskid system will deliver a corresponding

deceleration rate to a given pedal deflection. The

deceleration skid control will dampen brake pedal

inputs to the brakes resulting in a smoother, more

efficient stop than with previous antiskid systems. To

optimize braking performance and reduce wear on

aircraft brakes and tires, smoothly apply brakes in a

single application.

Functions are:

Touchdown skid control - Prevents brake applica

tion prior to wheel spinup even if brake pedals are

fully depressed.

b2t

Deceleration skid control-Active when either

brake pedal deflection is less than 85 percent of

maximum and runway surface can provide the

requested deceleration.

b2t

Maximum performance skid control-Active

when both brake pedal deflections are equal to or

greater than 85 percent or runway surface cannot

provide requested deceleration.

b2t

Antiskid failure detection-Detects a failure

affecting braking or in a system component.

LESS

b2t

Proportional skid control-Prevents

skidding due to overbraking at 5 knots groundspeed

or greater.

LESS

b2t

Locked wheel skid control-Backs up the

proportional skid control and operates at 20 knots

groundspeed and greater.

LESS

b2t

Antiskid failure detection-Detects an

antiskid system malfunction.

b2t

If a failure affecting braking performance is

detected while the aircraft is moving above 5 knots

groundspeed, the ANTI SKID caution light illumi

nates. In most cases this represents the loss of a wheel

speed sensor signal, and the system switches to an

alternate braking mode. In this mode, if differential

braking is applied (15 percent or greater difference

between pedals), both brakes alternate between

pedal pressure as metered and no pressure. Braking

effectiveness is reduced by 50 percent or greater. If

brake pedals are within 15 percent, the system uses

the information from the remaining good wheel speed

sensor and stopping distance is increased by

approximately 25 percent on both wet and dry

runways.

b2t

The alternate mode continues until the BRAKES

channel switch is switched to CHAN 2 and the

ANTISKID switch is placed to OFF. The ANTI SKID

caution light remains on and braking is manual. The

brakes then can be locked by applying too much pedal

pressure, which may result in blown tires.

b2t

The antiskid system incorporates a hydroplaning

protection function which prevents brake application

until the wheels have spun up, even if WOW has

occurred before spinup.

b2t

Full antiskid function becomes active at 12 knots

groundspeed when accelerating and is available to

below 5 knots when decelerating. Maximum braking

below 12 knots groundspeed may result in tire flat

spotting.

LESS

b2t

If a failure is detected, the ANTI SKID

caution light illuminates and the brake system

automatically switches to pulsating pressure

(constant frequency pulsating onoff pressure). In

this mode, braking effectiveness is reduced approxi

mately 50 percent; however, in most cases, braking

effectiveness is as good as can be obtained with

ANTISKID switch in OFF while avoiding wheel

lockup and its associated risk of control difficulty.

Short field landing distances are increased approxi

mately 60 percent for dry runway and 25 percent for

wet runway from those normally computed. The

amount of pulsating braking is dependent on the toe

pressure applied. Pulsating braking continues until

the ANTISKID switch is placed to OFF. At that time,

the ANTI SKID caution light remains on, and the

brake system reverts to manual control. The brakes

then can be locked by applying too much pedal

pressure, which may result in blown tires.

LESS

b2t

The antiskid system does not provide skid or

locked wheel protection if MLG wheels are not

spinning due to hydroplaning. If WOW occurs prior to

spinup of at least one MLG wheel, wheel brakes

become operative without antiskid protection.

LESS

b2t

Antiskid protection and failure detection are

intentionally diminished as speed decreases below 20

knots to allow a complete stop without continuous

brake release or an ANTI SKID caution light.

Consequently, maintaining maximum toe pressure

while the aircraft comes to a complete stop may cause

wheel lockup during the last 510 feet before stopping

with resultant tire flat spotting. A dragging brake not

correctly releasing in response to antiskid signals

may also cause wheel lockup without an illuminated

ANTI SKID caution light at speeds below 20 knots.

Avoid maximum braking at speeds below 20 knots

whenever possible to prevent tire flat spotting and

possible blowout.

T.O. GR1F16CJ1

1117

ANTISKID Switch

The ANTISKID switch, located on the LG control

panel, is not leverlocked in the ANTISKID position

and can be bumped to OFF.

Functions are:

PARKING BRAKE - Full unmetered brake pressure

is applied with the throttle in the OFF to IDLE range

and WOW. Advancing the throttle more than 1 inch

beyond IDLE automatically returns the switch to

ANTISKID which releases the parking brake.

ANTISKID - Antiskid protection is available.

b2t

OFF-Parking brake feature is deactivated and

antiskid functions are as follows:

With BRAKES channel switch in CHAN 1-

Touchdown skid control is not available, but

deceleration and maximum performance skid

control remain active.

With BRAKES channel switch in CHAN 2-All

antiskid functions are deactivated.

LESS

b2t

OFF-Antiskid and parking brake

features are deactivated.

ANTI SKID Caution Light

b2t

The ANTI SKID caution light, located on the

caution light panel, illuminates at groundspeeds

above 5 knots when a malfunction affecting braking

performance is detected. If a system malfunction not

affecting braking performance (e.g. loss of redundan

cy) is detected, the light illuminates when

groundspeed is below 5 knots. The caution light is not

latched and will extinguish above 5 knots if a failure

that does not affect braking performance is present.

b2t

The ANTI SKID caution light illuminates when

power is applied to the brake control/antiskid

assembly and goes off when powerup BIT has been

successfully completed (approximately 1/2 second

later). This brief illumination of the ANTI SKID

caution light may be observed when power is first

applied or after the LG handle is placed down with the

BRAKES channel switch in CHAN 1.

LESS

b2t

The ANTI SKID caution light, located on the

caution light panel, illuminates when a malfunction

occurs with the ANTISKID switch in ANTISKID.

The ANTI SKID caution light illuminates when the

LG handle is down and the switch is in OFF.

SPEEDBRAKE SYSTEM

The speedbrake system consists of two pairs of

clamshell surfaces located on each side of the engine

nozzle and inboard of the horizontal tail and is

open to 60 degrees with the right MLG not down and

locked. With the right MLG down and locked,

speedbrake opening is limited to 43 degrees to

prevent the lower surfaces from striking the runway

during landing. This limit can be overridden by

holding the SPD BRK switch in the open (aft)

position. When the NLG strut compresses on landing,

the speedbrakes can be fully opened and remain fully

open without holding the SPD BRK switch.

SPD BRK Switch

The SPD BRK switch, located on the throttle,

is a thumbactivated, threeposition slide switch. The

open (aft) position is springloaded to off (center) and

allows the speedbrakes to be incrementally opened.

The closed (forward) position has a detent, allowing

a single motion to close the speedbrakes. To prevent

possible creeping, the switch should be left in the

closed position.

For SPD BRK switch differences,

refer to F16D AIRCRAFT, this section.

The speedbrake switches are connected in parallel

and function so that either can override the other by

holding in the open position. If one switch is in the

closed position, the speedbrakes close when the other

is released from the open position.

SPEED BRAKE Position Indicator

A threeposition SPEED BRAKE indicator is located

on the LG control panel.

Positions are:

CLOSED - Both speedbrakes closed.

Speedbrake symbol - Speedbrakes not closed.

Diagonals - Electrical power removed from the

indicator. Diagonals also appear momentarily

during switching.

DRAG CHUTE SYSTEM

A drag chute is provided to minimize stopping

distance. Drag chute deployment is obtained when

hydraulic system B pressure is routed to the drag

chute actuator by placing the DRAG CHUTE switch

to DEPLOY. Drag chute accumulator pressure is

available in case of hydraulic system B failure.

T.O. GR1F16CJ1

1118

Extension of the actuator closes a set of jaws onto the

parachute Dring and pulls the ripcord that releases

a springloaded pilot chute. The pilot chute functions

to pull the main canopy from deployment bag located

in an aerodynamic fairing below the rudder.

Deployment below 90 knots may result in improper

deployment and damage to the drag chute.

The drag chute system has safety provisions for

accidental deployments, both commanded and

uncommanded:

Above 190 knots , the mechanical fuse section on the

Dring fails and releases the chute.

A deployed drag chute (or some residue thereof)

resulting from placing the DRAG CHUTE switch to

DEPLOY can be released by moving the switch

NORM/REL or

REL at any airspeed.

If the drag chute is deployed uncommanded (i.e.,

ripcord failure) and airspeed is above 60 knots, the

Dring pulls out of the jaw mechanism.

DRAG CHUTE Switch

Refer to figure 141.

The DRAG CHUTE switch,

located on the MISC panel, is a twoposition guarded

switch used to deploy and release the drag chute. The

switch is powered by battery bus No. 1.

For DRAG

CHUTE switch differences, refer to F16D AIR

CRAFT, this section.

ARRESTMENT SYSTEM

The hook is electrically controlled and pneumatically

operated. Pneumatic pressure is supplied by the

LG/hook emergency pneumatic bottle which contains

sufficient pressure to lower the LG and hook.

When extended, pneumatic pressure holds the hook

on the runway. When subsequently retracted, the

hook rises enough to allow the cable to drop off the

hook or to be disengaged. The hook is springloaded

partially up to allow taxiing over a cable. The hook

must be raised manually to reset it to the stowed

position.

HOOK Switch

The HOOK switch , located on the LG control panel,

is leverlocked in the UP or DN position. Positioning

the switch to DN causes the hook to extend.

Returning the switch to UP partially retracts the

hook, allowing for cable disengagement and for taxi

over the cable.

Either HOOK switch may be used

to extend the hook. Both switches must be positioned

to UP to raise the hook.

HOOK Caution Light

The HOOK caution light, located on the caution light

panel, illuminates anytime the hook is not up and

locked.

WING FLAP SYSTEM

LEADING EDGE FLAPS (LEF'S)

The LEF's consist of a spanwise flap on each wing

leading edge controlled as a function of mach number,

AOA, and altitude by command signals from the

FLCC.

An asymmetry sensing and braking mechanism

prevents LEF asymmetry. If an asymmetry is sensed,

the LEF's lock, FLCS LEF LOCK PFL is displayed,

and the FLCS warning light illuminates.

The LEF's are automatically programmed when the

LE FLAPS switch is in AUTO.

Exceptions are:

When weight is on both MLG (the LEF's are 2

degrees up).

When the throttle is at IDLE and MLG wheel speed

is greater than 60 knots groundspeed (the LEF's are

2 degrees up).

LEF asymmetry brakes are locked.

When the FLCS is operating on standby gains.

Refer to STANDBY GAINS, this section.

LE FLAPS Switch

The LE FLAPS switch is covered as a part of the FLT

CONTROL panel.

FLCS LEF LOCK PFL

The FLCS LEF LOCK PFL is activated by

malfunctions in the flap drive unit or flap commands.

The FLCS LEF LOCK PFL is also activated if the

LEF's are manually locked or the asymmetry brakes

are activated. The FLCS warning light illuminates

when the FLCS LEF LOCK PFL occurs.

T.O. GR1F16CJ1

1119

Drag Chute Controls (Typical)

GR1F-16CJ10043X37

1. DRAG CHUTE Switch

2. DRAG CHUTE Switch

C DF

NOTE:

For DRAG CHUTE switch,

refer to F-16D AIRCRAFT, this
section.

SWITCH

POSITION

FUNCTION

NORM

Chute stowed

Attachment jaws at midrange

DEPLOY

Hydraulic actuator extends

Ripcord pulled to release springloaded pilot chute

Attachment jaws close on Dring

REL

Hydraulic actuator retracts for 2 seconds, releasing the Dring from the attachment jaws

and then returns to midrange

Figure 141.

T.O. GR1F16CJ1

1120

TRAILING EDGE FLAPS (TEF'S) (FLAPERONS)

The flaperons are located on the wing trailing edge

and function as ailerons and TEF's. The flaperons

have a maximum command deflection of 20 degrees

down and 23 degrees up. When acting as flaps, the

deflection is downward; when acting as ailerons, the

deflection is up or down, as commanded. Both

functions are operable whenever the FLCS is

powered. The TEF's are controlled as a function of the

LG handle position, the ALT FLAPS switch, airspeed,

and mach number. Positioning the LG handle to DN

or the ALT FLAPS switch to EXTEND causes the

TEF's to deflect downward. At all airspeeds below 240

knots, the TEF's position is 20 degrees down. Above

240 knots, the TEF's reduce deflection as a function

of airspeed until nearly/fully retracted at 370 knots.

ALT FLAPS Switch

The ALT FLAPS switch is located

on the FLCP,

on the LG control panel. With the switch in

NORM, the TEF's are controlled by the LG handle

and airspeed. Placing the switch to EXTEND lowers

the TEF's only, depending on airspeed. The ALT

FLAPS switch does not affect the operation of the

LEF's unless the FLCS is operating on standby gains.

Refer to STANDBY GAINS, this section.

FLIGHT CONTROL SYSTEM (FLCS)

Refer to figure 142 for FLCS functional schematic

and figure 143 for FLCS pitch, roll, and yaw

schematic. The FLCS is a digital fourchannel,

flybywire system which hydraulically positions

control surfaces. Electrical signals are generated

through a stick, rudder pedals, and a MANUAL

TRIM panel. A main component of the FLCS is the

flight control computer (FLCC). Redundancy is

provided in electronic branches, hydraulic systems,

power supplies, and sensor systems. A FLT

CONTROL panel (FLCP) provides a BIT RUN FAIL

light and controls.

Command signals to the FLCC are initiated by

applying force to the stick and rudder pedals. These

signals are processed by the FLCC along with signals

from the AOA sensors, air data system, flight control

rate gyros, accelerometers, and INS. The processed

signals are transmitted to the ISA's of the horizontal

tails, flaperons, and rudder which are positioned to

give the commanded response.

Pitch motion is controlled by symmetrical movement

of the horizontal tails. Roll motion is controlled by

differential movement of the flaperons and horizontal

tails. Yaw motion is controlled by the rudder. Roll

coordination is provided by an ARI. The ARI function

is not available whenever MLG wheel speed exceeds

60 knots or if AOA exceeds 35 degrees. After takeoff,

ARI is activated within 2 seconds after the LG handle

is raised (spin down braking system). If the LG

handle remains down, 1020 seconds are required for

the MLG wheels to spin down and activate ARI.

Digital Backup (DBU)

DBU provides a software backup in the event of

software problems in the primary program. The DBU

is a reduced set of control laws which automatically

engages when software problems in the FLCC force a

majority of the branches into a failed state. DBU can

only be disengaged by use of the DIGITAL BACKUP

switch.

DBU operation does not significantly impact aircraft

handling qualities during normal cruise operation or

landing.

During DBU operation:

The AOS feedback function is inoperative.

Autopilot, terrain following, and stick steering are

inoperative.

Gun compensation is not provided.

With the LG handle in DN, the TEF's are positioned

to 20 degrees down. With the LG handle in UP and

the ALT FLAPS in EXTEND, the TEF's are

positioned to 20 degrees down if airspeed is less

than 290 knots.

There is no roll rate input to the AOA limiter.

Maximum roll rate command is a constant 167

degrees per second.

STORES CONFIG switch is inoperative.

Stick commands are essentially CAT III limited.

Rudder pedal commands are essentially CAT I

limited.

Dual air data failures are not recognized in DBU.

Standby gains are not engaged. If the LG handle is

in UP, midvalue air data is always selected. If the

LG handle is in DN, gains are fixed at normal

landing values.

Pitch trim centering at wheel spinup is inopera

tive.

AOA indications do not set to zero and random AOA

indications are possible in gusty wind conditions

with NLG WOW.

T.O. GR1F16CJ1

1121

The STICK CONTROL switch and the override

feature of the paddle switch are inoperative. If MPO

is activated, it cannot be overridden in the other

cockpit.

LEF scheduling is simplified and optimized for a

cruise condition at approximately 20,000 feet MSL.

LEF are not commanded to 2 degrees up when MLG

wheel speed is greater than 60 knots and the

throttle is IDLE or if MLG WOW.

DBU does not support communication on the MUX

bus, so failures while in DBU are not reported.

FLCS LIMITERS

Refer to figure 144 for limiter values. FLCS limiters

are provided in all three axes to help prevent

departures/spins.

AOA/G Limiter

Refer to figure 145. In cruise gains, the AOA/g limiter

reduces the positive g available as a function of AOA.

The negative g available is a function of airspeed.

Below 15 degrees AOA, the maximum positive g

available is +9g. As AOA increases, the maximum

allowable positive g decreases. The positive g limit

and maximum AOA depend on the position of the

STORES CONFIG switch. In CAT I, positive g

decreases to a value of 1g at 25 degrees AOA.

Maximum commanded AOA is approximately 25.5

degrees. In CAT III, maximum AOA varies from

approximately 1618 degrees as a function of GW and

The negative g available above approximately 250

knots is -3g. Below 250 knots, the available negative

g varies between 3g and zero g as a function of

airspeed, altitude, and AOA.

In takeoff and landing gains, the STORES CONFIG

switch has no effect on limiting or gains. Maximum

positive g is a function of airspeed and AOA. The

negative g command limit is not a function of

airspeed. It is a fixed limit. The maximum AOA for 1g

is approximately 21 degrees.

In inverted or upright departures, the AOA/g limiter

will override stick pitch commands if the MPO is not

engaged. The MPO can always override the negative

g function of the limiter. It can also override the AOA

function of the limiter when the AOA exceeds 35

degrees. Refer to MPO, this section.

Roll Rate Limiter

In cruise gains, the roll rate limiter reduces available

roll rate authority to help prevent roll coupled

departures. This authority is reduced as airspeed

decreases, AOA increases, or trailing edge down

horizontal tail deflection increases. Roll authority is

further reduced for large total rudder commands. In

takeoff and landing gains, roll rate limiting is

available but is a fixed value independent of AOA,

airspeed, or horizontal tail position.

Rudder Authority Limiter

In cruise gains, the rudder authority limiter reduces

the pedal commanded rudder deflection as a function

of AOA, roll rate, and STORES CONFIG switch

position for departure protection. However, ARI

authority, stability augmentation, and trim authority

are not reduced. In takeoff and landing gains,

category I rudder authority limiting is provided.

Yaw Rate Limiter

When AOA exceeds 35 degrees, the yaw rate limiter

overrides pilot roll and rudder commands and

provides flaperon with and rudder against the yaw

rate until AOA is below 32 degrees to enhance spin

resistance. The yaw rate limiter provides no

protection against yaw departures in the normal

flying range (-5 to 25 degrees AOA).

When AOA decreases below -5 degrees and airspeed

is less than 170 knots, the yaw rate limiter engages

but does not affect pilot roll and rudder commands.

Pilot roll and rudder commands are inhibited during

inverted departures only when the MPO is engaged.

The yaw rate limiter provides rudder against the yaw

rate until AOA is above -5 degrees to enhance spin

resistance.

Automatic yaw rate limiting to enhance spin

resistance is independent of the angleofsideslip

feedback function; thus, limiting is available even if

the FLCS AOS FAIL PFL is present.

FLCS GAINS

During normal operation, the FLCS receives inputs

(gains) from the ADC and provides relatively

constant aircraft response for a given stick input,

regardless of altitude or airspeed. This response

varies slightly depending on configuration. In the

event of a dual air data failure, the FLCS switches to

standby (fixed) gains.

T.O. GR1F16CJ1

1122

GR1F16CJ100441X37

FLCS Functional Schematic (Typical)

COMMANDS

TRIM INPUTS

MANUAL PITCH

FLCS POWER INPUTS

CONTROL INPUTS

RATES

ACCELERATION

AIRFLOW

AIR DATA

SWITCHES

BIT INDICATION

MANUAL TRIM PANEL

TRIM CONTROLS

TRIM/AP DISC

MANUAL PITCH OVERRIDE

SWITCH PANEL

DC POWER FLCS

QUADRUPLE FORCE

SENSORS

QUADRUPLE RATE

SENSORS

QUADRUPLE

ACCELEROMETERS

DUAL AIRFLOW SENSORS

PNEUMATIC SENSOR

ASSEMBLY (PSA)

CENTRAL AIR DATA

COMPUTER (CADC)

AIR DATA

Cockpit

BIT

Side Panel

Stick

Override

Stick

Rudder Pedals

Roll

Pitch

Yaw

Normal

Lateral

AOA

Total Pressure

Static Pressure

AOA

Total Pressure

Static Pressure

Total Temperature

Static Pressure

AIRCRAFT MANUAL TRIM

3-AXIS COMMANDS

TEF COMMAND

AOA

FLIGHT CONTROL PANEL

PITCH TRIM CENTERING

CONVERTER/REGULATORS

SIDESLIP DIFFERENTIAL

PRESSURE SENSOR

Figure 142.(Sheet 1)

T.O. GR1F16CJ1

1123

GR1F-16CJ-1-0044-2A37

WARNING and CAUTION

LIGHTS

DMUX

MFD FLCS PAGE

PFL'S

MEMORY MODE

SENSOR POWER AND TEST

RIGHT HORIZONTAL TAIL

INTEGRATED

SERVOACTUATOR (ISA)

RUDDER

INTEGRATED

SERVOACTUATOR (ISA)

LEFT FLAPERON

INTEGRATED

SERVOACTUATOR (ISA)

RIGHT FLAPERON

INTEGRATED

SERVOACTUATOR (ISA)

LEFT HORIZONTAL TAIL

INTEGRATED

SERVOACTUATOR (ISA)

DUAL LEF COMMAND

SERVOS

LEGEND:

ELECTRICAL

MECHANICAL

LEF ACTUATION

SYSTEM

FLIGHT CONTROL COMPUTER

STABILITY/COMMAND

AUGMENTATION

QUADRUPLE ELECTRONICS/

PROCESSORS

CONTROL DYNAMICS

GAIN SCHEDULING

QUADRUPLE INPUT/

OUTPUT SELECTORS

800 HZ SENSOR POWER

SUPPLY

AILERON-RUDDER

INTERCONNECT

STRUCTURAL FILTERS

AOA LIMITING

YAW RATE LIMITING

HIGH AOA ROLL RATE

LIMITING

DIGITAL BACK-UP

AUTOPILOT

AUTO TF

SIDESLIP FEEDBACK

AMUX

MFL'S, PFL'S

INS PITCH, ROLL,

CADC-ALTITUDE

INERTIAL VELOCITIES

YAW ANGLES;

NVP-TF COMMANDS

FCC, MMC-

PX III

PX II

Figure 142.(Sheet 2)

T.O. GR1F16CJ1

1124

PITCH

ROLL

PITCH TRIM

MECHANICAL LIMIT

HORIZONTAL TAIL STICK FORCE

AOA

PITCH RATE

NORMAL ACCELERATION

IMPACT PRESSURE

ROLL TRIM

AILERON STICK FORCE

ROLL RATE

GUN FIRE

ISA

RIGHT HORIZONTAL

TAIL

MECHANICAL LIMIT

LEFT HORIZONTAL

TAIL

RIGHT

FLAPERON

LEFT

FLAPERON

FLIGHT
CONTROL
COMPUTER

1F-16X-1-4009X

FLCS gains scheduled by air

data inputs.

NOTES:

FLCS Pitch, Roll & Yaw Schematic (Typical)

ISA

ELECTRICAL

MECHANICAL

LEGEND:

GUN COMPENSATION

INS

Sideslip angle and rate

calculated in the FLCC

based on INS inputs.

YAW

YAW TRIM

RUDDER PEDAL FORCE

YAW RATE

LATERAL ACCELERATION

MECHANICAL LIMIT

RUDDER

ISA

ANGLES AND VELOCITIES

Figure 143.

T.O. GR1F16CJ1

1125

FLCS Limiter Functions

PITCH AXIS

ROLL AXIS

YAW AXIS

Maximum AOA=25

Maximum roll rate command

decreases with:

AOA above 15

Maximum deflection (pedal com

mand) reduced for:

AOA>14

(zero roll rate)

CAT

g command system until 15

AOA

Airspeed less than 250 knots

Horizontal tail deflection more

than 5

trailing edge down

Total rudder command (from

Roll rate>20

/sec

NOTE:

Zero rudder authority available at

AOA

g/AOA command system above

AOA

Total rudder command (from

pilot and FLCS) exceeding 20

Combination of horizontal tail

greater than 15

trailing edge

down and AOA above 22

Maximum AOA=16

(de

pending on GW)

Maximum roll rate command

reduced by approximately 40 per

cent of CAT I authority. Additional

Maximum deflection (pedal com

mand) reduced for:

CAT

III

g command system until 7

AOA

at 100 knots to 15

AOA at 420

knots and above

cent of CAT I authority. Additional

decreases as function of AOA, air

speed, horizontal tail position,

and total rudder command

AOA>3

(zero roll rate)

Roll rate>20

/sec

NOTE:

g/AOA command system above

these values

NOTE:

Zero rudder authority available at

AOA

1. In takeoff/landing gains, the

FLCS operates as a pitch rate

command system until 10

AOA and a pitch rate/AOA

command s stem abo e 10

1. In takeoff/landing gains, maxi

mum roll rate is fixed at

approximately onehalf the

maximum roll rate available in

cr ise gains regardless of

1. Above 35

AOA, the yaw rate

limiter provides yaw axis

antispin control inputs

2. Below 5

AOA and less than

NOTES

command system above 10

AOA

2. +9g available until 15

AOA.

Maximum g decreases as a

function of AOA and airspeed

cruise gains, regardless of

AOA, airspeed, or horizontal

tail deflection

2. Above 35

AOA, the yaw rate

limiter cuts out stick roll com

2. Below 5 AOA and less than

170 knots, the yaw rate limiter

provides antispin rudder in

puts; pilot roll and rudder com

mands are cut out only when

MPO is engaged

u c o o O a d a speed

mands and provides roll axis

antispin control inputs

g g

3. Maximum deflection (30

)

always available thru ARI and

stability augmentation

Figure 144.

T.O. GR1F16CJ1

1126

1F-16X-1-0010X

NORMAL LOAD F

ACTOR G

AOA DEGREES

CAT III SELECTED

GW = 25,000 POUNDS

CAT III SELECTED

GW = 30,000 POUNDS

CAT III SELECTED

GW = 35,000 POUNDS

CAT I SELECTED

AOA/G Limiter Function (Cruise Gains)

Figure

145.

T.O. GR1F16CJ1

Change 11127

Cruise Gains

The FLCS is in cruise gains with the LG handle in UP,

the ALT FLAPS switch either in NORM or in

EXTEND above 400 knots, and the AIR REFUEL

switch either in CLOSE or in OPEN above 400 knots.

At low AOA, the pitch axis of the FLCS is a g

command system. As AOA increases, the FLCS

switches to a blended g and AOA system to provide a

warning of high AOA/low airspeed. Roll rate limiting

is available and maximum roll rate decreases as a

function of low airspeed, high AOA, and horizontal

tail position.

Takeoff and Landing Gains

The FLCS is in takeoff and landing gains with the LG

handle in DN, the ALT FLAPS switch in EXTEND

(below 400 knots), or the AIR REFUEL switch in

OPEN (below 400 knots). In takeoff and landing

gains, the FLCS pitch axis operates as a pitch rate

command system until 10 degrees AOA and a blended

pitch rate and AOA command system above 10

degrees AOA. Roll rate limiting is available but is a

fixed value independent of AOA, airspeed, or

horizontal tail position.

Standby Gains

In standby gains, control response is tailored for a

fixed altitude (sea level, standard day) and airspeed

(LG handle in UP, approximately 600 knots; LG

handle in DN, approximately 230 knots). The FLCS

warning light and FLCS FAULT caution light

illuminate.

When operating on standby gains, the LEF's are at

zero degrees with the LG handle in UP and the ALT

FLAPS switch in NORM. The LEF's deflect 15

degrees down with the LG handle in DN or the ALT

FLAPS switch in EXTEND. The operation of the

TEF's is not affected in standby gains.

A standby gains condition can be reset in flight, back

to the first failure condition, by using the FLCS

RESET switch. The original air data system failure is

latched upon occurrence of the second failure and

does not reset. If reset is successful, the FLCS

warning light goes off.

FLCS DATA RECORDER

The FLCS data recorder is attached to the ejection

seat and departs the aircraft on ejection. It retains the

same information as the FLCC including FLCS

failure data, airspeed, altitude, true heading and

elapsed time from takeoff.

ANGLEOFSIDESLIP (AOS) FEEDBACK FUNC

TION

The angleofsideslip feedback function provides

improved departure prevention by using AOS and

AOS rate feedback to position the rudder. AOS and

AOS rate are calculated in the FLCC using INS data.

The calculated AOS is also monitored in the FLCC by

comparing it to an AOS derived from differential

pressure sensor signals. This monitoring detects one

of two possible failures:

AOS derived from INS is erroneous.

AOS derived from differential pressure sensor is

erroneous.

Either failure deactivates the AOS feedback function

and activates the FLCS FAULT caution light and the

FLCS AOS FAIL PFL.

The AOS feedback function is active when all of the

following conditions are met:

Airspeed is less than 350 knots.

AOA is greater than 10 degrees.

AOS exceeds 2 degrees.

AOS monitoring has not detected a failure.

DBU is not engaged.

MPO switch is in NORM.

The FLCS is in cruise gains.

Terrain following is not engaged.

GUN COMPENSATION

The FLCS automatically compensates for the off

center gun and the aerodynamic effects of gun gas

emissions during firing by moving the flaperons and

rudder. Gun compensation is optimized for 0.70.9

mach range; therefore, all excursions may not be

eliminated. For example, gunfiring at low mach may

result in nose left excursions while nose right

excursions are likely at higher mach. Failure

monitoring of gun compensation circuits is not

provided and there are no caution light indications for

incorrect compensation.

FLIGHT CONTROL SYSTEM (FLCS) CONTROLS

Stick

Refer to figure 146. The stick is a forcesensing unit

which contains transducers in both pitch and roll

axes, moves approximately 1/4 inch in both axes, and

is rotated slightly cw.

T.O. GR1F16CJ1

1128

Stick (Typical)

NWS

A/R DISC

MSL STEP

CAMERA/

GUN

WPN

REL

TRIM

GR1F-16CJ-1-0047X37

NWS A/R DISC MSL STEP Button

TRIM Button (4-Way, Momentary)

Display Management Switch

(4-Way, Momentary)

Countermeasures Management

Target Management Switch

(4-Way, Momentary)

WPN REL Button

Expand/FOV Button

Paddle Switch

CAMERA/GUN Trigger (2-Position)

Switch (4-Way, Momentary)

CONTROL

POSITION

FUNCTION

1. NWS A/R DISC MSL

(NWS)

STEP Button

Depress (on ground)

Activates NWS

STEP Button

Depress (2nd time)

Deactivates NWS

(A/R DISC)

Depress (in flight)

Disconnects boom latching. AIR REFUEL

switch must be in OPEN position

(MSL STEP)

Depress (in flight)

Activates missile step function. Refer to

T.O. GR1F16CJ3411

2. TRIM Button (NOSE DOWN)

Fwd

Trims nosedown

(4way, momentary) (NOSE UP)

Aft

Trims noseup

(LWD)

Left

Trims left wing down

(RWD)

Right

Trims right wing down

Figure

146.(Sheet 1)

T.O. GR1F16CJ1

1129

Stick (Typical)

CONTROL

POSITION

FUNCTION

3. Display Management Switch

(4 way momentary)

Refer to T.O. GR1F16CJ3411 for a de

tailed description of switch functions

(4way, momentary)

Down

tailed description of switch functions

Left

Right

4. Target Management Switch

(4 way momentary)

(4way, momentary)

Down

Left

Right

5. Countermeasures Manage

ment Switch (4 way momen

Fwd

ment Switch (4way, momen

tary)

Aft

Left

Right

6. Expand/FOV Button

Depress

Successive depressions sequence through

the available fieldofview (FOV) selections

for the sensor/system mode being displayed

on the DOI

7. Paddle Switch

Depress

Interrupts the autopilot while switch is de

pressed. Terminates ATF flyup. If in ATF,

reverts to manual TF while depressed.

Resets SWIM monitors when released

For stick override function, refer to

F16D AIRCRAFT, this section

8. CAMERA/GUN Trigger

(2position)

Squeeze trigger to

detent

Starts operation of AVTR/CTVS with AUTO

selected on AVTR power switch and pro

vides consent for laser fire (if selected and

armed)

Squeeze trigger past

detent

Fires gun (if selected and armed), AVTR/

CTVS operation continues, and consent for

laser fire continues (camera operation con

tinues for 30 seconds after trigger is

released)

9. WPN REL Button

Depress

Signals consent to FCC or SMS,

MMC to initiate weapon release and

operates HUD camera for 30 seconds when

in AUTO

III

Figure

146.(Sheet 2)

Content .. 7 8 9 10 ..

F16C/D. FLIGHT MANUAL (2002) - page 9

F16C/D. FLIGHT MANUAL (2002) - page 9