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F16C/D. FLIGHT MANUAL (2002) - page 10

T.O. GR1F16CJ1

1130

Maximum noseup and nosedown pitch commands are

generated by 25 and 16 pounds of input, respectively.

Roll commands are generated by a maximum of 17

pounds in cruise gains and by 12 pounds in takeoff

and landing gains. When using the switches/buttons

on the stick, inadvertent commands to the FLCS are

possible.

The wristrest and armrest assemblies which may be

used in conjunction with the stick are located on the

right side wall aft of the stick.

Rudder Pedals

The rudder pedals are forcesensing units containing

transducers. Force on the applicable rudder pedal

produces electrical yaw command signals.

The rudder pedals are also used to generate brake

and NWS signals. Rudder pedal feel is provided by

mechanical springs.

MANUAL TRIM Panel

Refer to figure 147. The MANUAL TRIM panel,

located on the left console, contains trim controls and

indicators.

MANUAL PITCH Override (MPO) Switch

Refer to figure 148. The MPO switch, located on the

left console, has two positions, NORM and OVRD,

and is springloaded to the NORM position. This

switch is used during a deep stall condition to enable

manual control of the horizontal tails. Positioning

and holding the switch to OVRD overrides the

negative g limiter. If AOA exceeds 35 degrees, the

OVRD position overrides the AOA/g limiter and

allows pitch commands.

STORES CONFIG Switch

Refer to figure 149. The STORES CONFIG switch,

located on the LG control panel, has two positions,

CAT I and CAT III. The CAT III position shall be

selected when the aircraft is configured with a

category III loading.

AOA limiting is provided. Refer to FLCS LIMITERS,

this section, for a description of categories I and III

AOA limiter.

Low Speed Warning Tone

Refer to figure 150. A low speed warning tone

(steady) sounds in the headset when one of the

following conditions exists:

AOA is 15 degrees or greater with LG handle down

or ALT FLAPS switch in EXTEND.

Combined airspeed and pitch angle fall on a point

within the tone on area with LG handle up and ALT

FLAPS switch in NORM.

When the TFR is operating and airspeed drops

below 300 knots (KCAS or groundspeed).

The low speed warning tone has priority over the LG

warning horn. Depressing the HORN SILENCER

button silences the low speed warning tone.

The low speed warning tone is reactivated only after

the original warning condition is eliminated. The

MAL & IND LTS test button does not test the low

speed warning tone.

FLT CONTROL Panel (FLCP)

Refer to figure 151. The FLCP, located on the left

console, contains indicators and controls related to

flight control functions.

FLCS WARNING, CAUTION, AND INDICATOR

LIGHTS

The instrument panel, caution panel, PFLD, FLCP,

ELEC control panel, TEST switch panel, and avionic

system contain warning, caution, and indicator lights

related to the FLCS. The FLCS is interfaced to the

avionic system via the multiplex (MUX) bus to

provide PFL and MFL reporting.

FLCS Warning Light

The FLCS warning light, located on the right

glareshield, illuminates to indicate a dual malfunc

tion in the FLCC electronics, including the

processors, power supplies, input commands or

sensors, AOA, or air data inputs. The FLCS warning

light also illuminates if the LEF's are locked or BIT

fails. The FLCS warning light remains illuminated

until FLCS reset action is successful in clearing the

failure. If an active warning fault exists and a

subsequent warning level malfunction occurs, the

FLCS warning light goes off momentarily to retrigger

HUD WARN and voice warning.

More specific system failure information can be

obtained from the PFLD.

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1131

GR1F-16CJ-1-0048X37

1. ROLL TRIM Wheel

2. ROLL TRIM Indicator

3. TRIM/AP DISC Switch

4. PITCH TRIM Indicator

5. PITCH TRIM Wheel

6. YAW TRIM Knob

MANUAL TRIM Panel

(Typical)

C DF

CONTROL

POSITION

FUNCTION

1. ROLL TRIM Wheel

L WING DN rotation

Trims left wing down

R WING DN rotation

Trims right wing down

2. ROLL TRIM Indicator

Visual

Indicates roll trim

3. TRIM/AP DISC Switch

NORM

Energizes stick TRIM button. Permits autopi

lot engagement

DISC

Deenergizes stick TRIM button, prevents

autopilot engagement and ATF/autopilot

blending, and deactivates trim motors

(manual trim wheels still operative)

4. PITCH TRIM Indicator

Visual

Indicates pitch trim

5. PITCH TRIM Wheel

NOSE UP rotation

Trims noseup

NOSE DN rotation

Trims nosedown

6. YAW TRIM Knob

CCW rotation

Trims nose left

CW rotation

Trims nose right

Figure 147.

T.O. GR1F16CJ1

1132

GR1F-16CJ-1-0049X37

1. MPO Switch

Manual Pitch Over-

ride Switch (Typical)

C DF

Figure 148.

GR1F-16CJ-1-0050X37

1. STORES CONFIG Switch

STORES CONFIG

Switch

(Typical)

C DF

Figure 149.

PITCH ATTITUDE DEGREES

KIAS

30 45 60 75 90 105 120 135 150

100

125

150

175

200

225

250

TONE ON

1F-16X-1-0022X

Low Speed Warning

Tone Schedule

NOTES:

Dashed lines indicate airspeed tolerances for low

speed warning tone activation.

LG handle in UP and ALT FLAPS switch in NORM.

Figure150.

DBU ON Warning Light

The DBU ON warning light, located on the right

glareshield, illuminates to indicate the FLCC has

automatically switched to DBU or if the DIGITAL

BACKUP switch is manually positioned to DIGITAL

BACKUP.

TO/LDG CONFIG Warning Light

Refer to LANDING GEAR SYSTEM, this section.

FLCS FAULT Caution Light

The FLCS FAULT caution light, located on the

caution light panel, illuminates when the FLCC

reports a caution level PFL item which requires pilot

action. The caution light goes off either when the fault

is acknowledged or when FLCS reset action is

successful in clearing the failure.

If the FLCS FAULT caution light is illuminated and

a subsequent malfunction occurs, the caution light

goes off momentarily to activate the MASTER

CAUTION light and retrigger voice caution.

More specific system failure information can be

obtained from the PFLD.

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1133

GR1F16CJ10052X37

1. MANUAL TF FLYUP Switch

2. DIGITAL BACKUP Switch

3. ALT FLAPS Switch

4. RUN FAIL Light

5. BIT Switch

6. FLCS RESET Switch

7. LE FLAPS Switch

8. ADV MODE Switch

9. Autopilot PITCH Switch

FLT CONTROL Panel

10. Autopilot ROLL Switch

MISC Panel

(Typical)

CONTROL/INDICATOR

POSITION/INDICATION

FUNCTION

1. MANUAL TF FLYUP

Switch (lever lock)

DISABLE

Flyup protection not available in manual TF

Switch (lever lock)

ENABLE

Flyup protection available in manual TF for

TF or SWIM detected failure

2. DIGITAL BACKUP Switch

(lever lock)

BACKUP

Selects backup software program within the

FLCC

OFF

Normal position

3. ALT FLAPS Switch

(lever lock)

NORM

TEF operation controlled by LG handle

(lever lock)

EXTEND

TEF's extend regardless of LG handle posi

tions

4. RUN/FAIL Lights

RUN (green)

Indicates FLCS BIT is running

FAIL (red)

Indicates a failure during the FLCS BIT

5. BIT Switch (solenoid

held in BIT and

OFF

Normal position

held in BIT and

leverlocked to OFF)

BIT

Commands BIT if weight is on main LG and

wheel speed is less than 28 knots

groundspeed

Figure

151.(Sheet 1)

T.O. GR1F16CJ1

1134

FLT CONTROL Panel

(Typical)

CONTROL/INDICATOR

POSITION/INDICATION

FUNCTION

6. FLCS RESET Switch

(spring loaded to OFF)

OFF

Normal position

(springloaded to OFF)

RESET

Momentary position which performs servo or

electronic reset of FLCS system failures.

Resets FLCS warning light, CADC, FLCS

FAULT, and MASTER CAUTION lights and

clears PFL's if fault is cleared

7. LE FLAPS Switch

(lever lock)

AUTO

LEF's are automatically controlled as a func

tion of mach, altitude, and AOA

LOCK

Manually locks the LEF's in position and illu

minates the FLCS warning light and FLCS

LEF LOCK PFL

8. ADV MODE Switch

Depressing switch illuminates ATF NOT

ENGAGED caution light if NVP or FLCS

cannot support ATF

ACTIVE (green)

Depressing switch illuminates ACTIVE light

and selects ATF if TFR is in operate mode

STBY (amber)

Illuminates when ATF/autopilot blended

mode is in use or the paddle switch is de

pressed in ATF. STBY light indicates that

ATF is ready to take over if the paddle switch

is released or if higher terrain requires it

9. Autopilot PITCH Switch

ALT HOLD

Engages pitch and roll axes of autopilot.

Autopilot maintains constant altitude as

determined by CADC; roll mode is deter

mined by ROLL switch

A/P OFF

Disengages pitch and roll axes of autopilot

ATT HOLD

Engages pitch and roll axes of autopilot.

Autopilot maintains constant pitch attitude

as determined by INS; roll mode is deter

mined by ROLL switch

10. Autopilot ROLL Switch

NOTE:

HDG SEL

Autopilot turns the aircraft to capture and

maintain the heading selected by the head

ing reference marker on the HSI

Autopilot roll modes

are functional when

th PITCH

it h i

ATT HOLD

Autopilot maintains roll attitude as deter

mined by the INS

the PITCH switch is

out of A/P OFF.

STRG SEL

Autopilot steers aircraft to the selected steer

point

Figure 151.(Sheet 2)

T.O. GR1F16CJ1

1135

BuiltIn Test (BIT)

The BIT switch, located on the FLCP, is a twoposition

switch which is leverlocked in OFF and solenoid held

in BIT. When engaged (green RUN light illuminates),

the BIT runs for approximately 45 seconds. A failure

during the BIT sequence or a BIT interlock failure

terminates BIT, returns the switch to OFF,

illuminates the red FAIL light and the FLCS warning

light, and sends an FLCS BIT FAIL PFL message.

BIT failures are nonresettable and the red FAIL light

does not go off until a subsequent BIT is successfully

completed. A BIT detected bus communication failure

results in illumination of the FLCS FAULT caution

light and an FLCS MUX DEGR PFL. An FLCS reset

extinguishes the caution light but the PFL remains.

Successful completion of BIT is indicated by the BIT

switch automatically returning to OFF, the green

RUN light going off, no FLCS BIT FAIL PFL, and a

BIT PASS message on the FLCS page of the MFD.

Pilot Fault List Display (PFLD)

The PFLD, located on the

right auxiliary

console,

instrument panel, displays FLCS PFL's.

Refer to WARNING, CAUTION, AND INDICATOR

LIGHTS, this section, for a description of the PFLD.

Refer to PILOT FAULT LIST - FLCS, Section III, for

a description of FLCS PFL's.

TRIM

Pitch trim inputs may be initiated from either the

TRIM button on the stick or the PITCH TRIM wheel

on the MANUAL TRIM panel. In cruise gains, pitch

trim inputs are g command signals identical in

function to normal stick pitch commands. In takeoff

and landing gains, the FLCS operates as a pitch rate

command system until 10 degrees AOA and a pitch

rate and AOA command system above 10 degrees

AOA.

With both main wheel speeds at 60 knots

groundspeed or greater, pitch trim automatically

centers.

Roll trim inputs can be initiated from either the TRIM

button on the stick or the ROLL TRIM wheel on the

MANUAL TRIM panel. For asymmetric configura

tions or rudder mistrim, roll retrimming may be

required as flight conditions change. Roll trim inputs

also command proportional rudder deflection

through the ARI function.

Rudder trim is initiated from the YAW TRIM knob on

the MANUAL TRIM panel only. For asymmetric

configurations or roll mistrim, rudder retrimming

may be required as flight conditions change.

AUTOPILOT

The autopilot provides attitude hold, heading select,

and steering select in the roll axis and attitude hold

and altitude hold in the pitch axis. These modes are

controlled by PITCH and ROLL switches on the MISC

panel. The TRIM/AP DISC switch on the MANUAL

TRIM panel disengages the autopilot. The paddle

switch on the stick interrupts autopilot operation

while the switch is held depressed.

The PITCH switch is a threeposition switch which is

solenoid held in an engaged position and goes to the

A/P OFF position if any of the following conditions

exist.

Conditions are:

AIR REFUEL switch - OPEN.

ALT FLAPS switch - EXTEND (below 400 knots).

A/P FAIL PFL occurs.

AOA greater than 15 degrees.

DBU - Engaged.

LG handle - DN.

Low speed warning tone sounds.

MPO switch - OVRD.

STBY GAIN PFL occurs.

TRIM/AP DISC switch - DISC.

Movement of the PITCH switch out of A/P OFF

engages both the pitch and roll autopilot modes

selected.

The ROLL switch is a threeposition switch which

enables one of the three roll autopilot modes

whenever a pitch autopilot mode is selected.

T.O. GR1F16CJ1

1136

AUTOPILOT OPERATION

The autopilot is fully engaged when the PITCH

switch is not in A/P OFF. Autopilot options are

selected by positioning the PITCH switch (ALT

HOLD, A/P OFF, or ATT HOLD) and the ROLL

switch (HDG SEL, ATT HOLD, or STRG SEL). Stick

trim is inoperative with the autopilot engaged. The

manual trim is operable and may be used while the

autopilot is engaged. However, due to the limited

authority of the autopilot, engagement of any mode

in other than a trimmed flight condition degrades

autopilot performance.

The autopilot loop in the FLCC receives inputs from

the INS and CADC by means of the AMUX bus. A

lack of data, inaccurate data, or degradation/failure

of the AMUX disconnects the autopilot and activates

the FLCS FAULT caution light and the FLCS A/P

FAIL PFL message. The sensor information used by

the autopilot does not include the redundancy of the

FLCS so its use must be closely monitored at low

altitude or in close formation. If AOA is greater than

15 degrees, the autopilot will disconnect and the

FLCS FAULT caution light and the FLCS A/P FAIL

PFL message will activate.

Additionally, the FLCC monitors autopilot operation

for a failure to maintain the selected mode and for

prolonged engagement outside of autopilot attitude

limits with no stick inputs. Detection of a failure

results in activation of the FLCS FAULT caution

light and the FLCS A/P DEGR PFL message.

Positioning the PITCH switch to ALT HOLD enables

the FLCS to use CADC information to generate

commands to the horizontal tails which result in

the aircraft maintaining a constant altitude. The

FLCS limits the pitch command to +0.5g to +2g.

Engagement of altitude hold at rates of climb or

dive less than 2000 fpm selects an altitude within the

pitch command g limits. Engagement above rates of

2000 fpm causes no unsafe maneuvers; however, the

engaged altitude may not be captured. Control

accuracy of

100 feet is provided to 40,000 feet

pressure altitude for normal cruise conditions. The

altitude reference may be changed by depressing the

paddle switch, changing altitude, and releasing the

paddle switch. ALT HOLD in the transonic region

may be erratic.

Positioning the PITCH switch to ATT HOLD allows

an attitude signal from the INU to be used to

maintain the selected pitch attitude. This mode does

not function if pitch angle exceeds

60 degrees;

however, the PITCH switch remains engaged.

Positioning the ROLL switch to HDG SEL allows the

FLCS to use a signal from the HSI to maintain the

heading set on the HSI. Adjusting the HSI heading

reference marker to the aircraft heading prior to

engagement maintains the existing aircraft head

ing; otherwise, when the autopilot is engaged with

the ROLL switch in HDG SEL, the aircraft turns to

capture the heading indicated by the heading

reference marker on the HSI. The roll command does

not exceed a 30degree bank angle or a 20degree/se

cond roll rate. This mode does not function if bank

angle exceeds

60 degrees; however, the ROLL

switch remains engaged.

Positioning the ROLL switch to ATT HOLD allows

the FLCS to use an attitude signal from the INU to

maintain the aircraft at selected roll attitude. This

mode does not function if bank angle exceeds

degrees.

Positioning the ROLL switch to STRG SEL allows

the autopilot to steer the aircraft to the selected

steerpoint using roll commands. The roll command

does not exceed a 30degree bank angle or a 20

degree/second roll rate. This mode does not function

if bank angle exceeds

60 degrees; however, the

ROLL switch remains engaged.

ADV MODE Switch

ADV MODE switch is a twofunction switch. The

ACTIVE light, which is located on the top half of the

ADV MODE switch, illuminates whenever ATF is

engaged. Depression of the ADV MODE switch when

the NVP is in an operate mode engages ATF. The

STBY light, which is located on the bottom half of the

ADV MODE switch, illuminates when PITCH

autopilot is engaged and the NVP is in an operate

mode. This configuration engages the TF/PITCH

autopilot blending mode; depression of the ADV

MODE switch at this point deselects the blending

mode and illuminates the ACTIVE light (ATF). The

STBY light also illuminates from the ATF mode if the

paddle switch is depressed, indicating that ATF is

ready to assume control (when paddle switch is

released).

STICK STEERING

Stick steering is operable only with the pitch and roll

attitude hold modes. Stick steering operation is

accomplished by applying force to the stick. With

ATT HOLD selected, a force applied in the

appropriate axis large enough to activate stick

steering causes the autopilot to drop the selected

reference and the system accepts manual inputs

from the stick.

T.O. GR1F16CJ1

1137

AOA SYSTEM

The system consists of two AOA transmitters located

on each side of the nose radome, AOA ports on the

fuselagemounted air data probe, a PSA, an AOA

correction device in the CADC, an AOA indexer, and

a vertical scale AOA indicator. In flight, the airflow

direction is sensed by the conical AOA probes and the

AOA ports of the fuselagemounted air data probe.

The AOA signals from all three sources are sent to the

input selector/monitor of each of the four FLCC

branches.

The AOA indicator, AOA indexer, and HUD AOA

bracket display the correct AOA until NLG WOW.

Therefore, accurate AOA indication is available

throughout twopoint aerodynamic braking. When

NLG WOW occurs, all AOA indications are based on

zero degrees.

The first AOA input signal or sensing failure is

indicated by the FLCS FAULT caution light and the

PFL message FLCS AOA FAIL on the PFLD and the

FLCS MFD page. A second failure is indicated by the

FLCS warning light and the FLCS AOA WARN PFL

message on the PFLD. When a first AOA failure is

identified, the failed input is set to 11 degrees AOA.

If a second AOA failure subsequently occurs, the

11degree signal existing in the first failed branch

prevents hardover AOA inputs and may provide AOA

information for landing.

During DBU operation, AOA failures are not reported

and a first AOA failure is not set to 11 degrees.

AOA Indicator

Refer to figure 152. The AOA indicator, located on the

instrument panel, displays actual AOA in degrees.

The indicator has a vertically moving tape display

indicating an operating range of -5 to approximately

+32 degrees. The tape is color coded from 917 degrees

to coincide with the colorcoded symbols on the AOA

indexer.

GR1F-16CJ-1-0053X37

AOA Displays

INDICATOR

INDEXER

HUD DISPLAY

ATTITUDE

SLOW

HIGH AOA

ON SPEED

OPTIMUM AOA

FAST

LOW AOA

Figure 152.

T.O. GR1F16CJ1

1138

AOA Indexer

Refer to figure 152. The AOA indexer, located on the

top left side of the glareshield, consists of three

colorcoded symbols arranged vertically. The indexer

provides a visual headup indication of aircraft AOA

by illuminating the symbols individually or in

combinations as shown. The indexer lights display

AOA correction (based on approximately 13 degrees

AOA). This correction may be used during landing

approaches as visual direction toward optimum

landing AOA. The AOA indexer operates continu

ously with the LG handle up or down.

A dimming lever, located on the left side of the

indexer, controls the intensity of the lighted symbols.

The indexer lights are tested by activation of the MAL

& IND LTS switch on the TEST switch panel. The test

should be performed with the dimming lever in the

bright position.

HUD AOA Display

Refer to figure 152. The HUD AOA bracket and

flightpath marker provide a visual headup indica

tion of aircraft AOA. The flightpath marker aligned

with the top of the bracket indicates 11 degrees AOA.

The flightpath marker centered on the bracket

indicates 13 degrees AOA. The flightpath marker

aligned with the bottom of bracket indicates 15

degrees AOA. The HUD AOA display is only available

with the NLG lowered.

AIR DATA SYSTEM

Refer to figure 153. The air data system uses probes

and sensors to obtain static and total air pressures,

AOA, sideslip, and air temperature inputs. These air

data parameters are processed and supplied to

various systems.

Proper AOA transmitter and fuselage air data probe

operation is essential for safe flight operation.

Interference from foreign objects (especially ice,

internal or external) or improperly installed AOA

transmitters can result in erroneous AOA data at

weight off wheels. Reporting of false high AOA

concurrently from two sources can cause the FLCC to

command full nose down pitch which is impossible for

the pilot to stop. Ground use of probe covers protects

the system from foreign objects and moisture

intrusion. Ice on/in the probes is eliminated by using

probe heat prior to takeoff.

Air Data Probes

Two air data probes provide data inputs to the air

data system. One air data probe (pitot probe) is

mounted on the nose and provides a dual source of

static and total pressure. The other air data probe is

mounted on the forward right side of the fuselage and

provides a source of AOA, sideslip, static pressure,

and total pressure.

AOA Transmitters

The AOA transmitters are mounted on each side of

the radome and each provides sensor data to the

FLCS proportional to local AOA. The probe of the

transmitter protrudes through the radome to align

with the airstream.

Total Temperature Probe

The total temperature probe provides the CADC with

an analog signal which is required for true airspeed

and air density computation. The probe is located on

the underside of the right forebody strake.

Static Pressure Ports

Two flushmounted static pressure ports used for

measuring sideslip are located on the fuselage left

and right sides aft of the forward equipment bay

doors. These two ports provide inputs to a differential

pressure sensor for angleofsideslip measurement.

The measurement is also used to compensate the

third AOA source error and to verify the AOS derived

from the INS.

Probe Heat Monitor

The probe heat monitor monitors current flow to the

pitot, fuselage air data, and AOA probes (total

temperature probe current is not monitored). If the

current flow decreases below a certain value, the

monitor illuminates the PROBE HEAT caution

light. The monitor operates anytime the aircraft is

airborne, regardless of the PROBE HEAT switch

position.

T.O. GR1F16CJ1

Change 11139

GR1F-16CJ-1-0054A37

ALTIMETER

FIRE CONTROL SYSTEM

AOA INDICATOR

IFF TRANSPONDER

PROPULSION

NAVIGATION

ECS

FLIGHT CONTROLS

AUTOPILOT

USING SYSTEMS:

TOTAL

TEMPERATURE

PROBE

CENTRAL AIR DATA

COMPUTER (CADC)

AOA INDEXER

LEGEND:

= TOTAL PRESSURE

= STATIC PRESSURE

= AOA

= PROBE STATIC PRESSURE

= STATIC PRESSURE, LEFT

= STATIC PRESSURE, RIGHT

LEFT SIDE

FLUSH STATIC PORT

FUSELAGE-

MOUNTED

AIR DATA

PROBE

HEMISPHERICAL

(Portion of fuselage-

mounted air data probe)

RIGHT SIDE

FLUSH STATIC PORT

SIDESLIP DIFFERENTIAL

PRESSURE SENSOR

AOA TRANSMITTER

LEFT/RIGHT SIDE

FLIGHT CONTROL

COMPUTER

VERTICAL VELOCITY IND

ALTIMETER

AIRSPEED/MACH IND

PT1
PT2

PS1
PS2

PS3

PT3

P 2

P 1

P 2

PSL

PSR

P 1

LE FLAP COMMAND

SERVO

Air Data System Schematic (Typical)

ELECTRICAL

CAUTION LIGHT PANEL

AOA

CSFDR

CADC

NOSE-MOUNTED AIR

DATA (PITOT) PROBE

PNEUMATIC

SENSOR

ASSEMBLY

(PSA)

(HUD AND FCC, MMC)

PX II

PX III

Figure153.

T.O. GR1F16CJ1

1140

PROBE HEAT Switch

The PROBE HEAT switch is located on the TEST

switch panel. The pitot, fuselage air data, AOA, and

the total temperature probe heaters are on anytime

the aircraft is airborne, regardless of the PROBE

HEAT switch position.

Functions are:

PROBE HEAT-On the ground, this position

energizes the pitot, fuselage air data, AOA, and the

total temperature probe heaters and the probe heat

monitor.

OFF - On the ground, circuits deenergized.

TEST-On the ground and in flight, this position

performs a functional test of the probe heat

monitoring system. The PROBE HEAT caution

light flashes 35 times per second. If the caution

light does not illuminate or if it illuminates but does

not flash, the probe heat monitoring system is

inoperative. The test feature does not verify proper

operation of probe heaters.

PNEUMATIC SENSOR ASSEMBLY (PSA)

The PSA converts pneumatic inputs from the nose

air data probe and the fuselage air data probe into

electrical signals. The PSA supplies static and

impact pressure signals and single AOA signals to

the input selector/monitor of each branch of the

FLCC. A ratio of impact to static pressure is

generated within the FLCC and used with AOA and

static pressure to schedule the LEF's and for gain

scheduling. The input selector/monitors also are

capable of detecting single and dual malfunctions of

the air data sensor signals. Single static or impact

pressure failures illuminate the FLCS FAULT

caution light and the FLCS ADC FAIL PFL on the

PFLD and MFD. A dual malfunction of static or

impact pressure signals results in the following:

Illumination of the FLCS warning light, continued

illumination of the FLCS FAULT caution light, and

the FLCS ADC FAIL (for first failure) and STBY

GAINS PFL messages.

Activation of FLCS standby gains. Refer to

STANDBY GAINS, this section.

Pitot probe tip icing results in erroneously low

airspeed indications, illumination of the FLCS

FAULT caution light with an FLCS ADC FAIL PFL

message, and flight control gains scheduled for low

airspeed conditions.

CENTRAL AIR DATA COMPUTER (CADC)

Refer to figure 154 for a signal flow diagram

showing the systems interacting with the CADC.

The CADC receives total and static pressures, AOA,

and total temperature inputs, converts the inputs

into digital data, and then transmits the data to the

using systems. The CADC has continuous BIT and

initiated BIT features; initiated BIT is run during

the FLCS BIT.

CADC Caution Light

The CADC caution light, located on the caution light

panel, illuminates whenever a malfunction in the

CADC is detected. If there is a mach signal failure

from the CADC, the ENGINE FAULT caution light

also illuminates and the ENG MACH FAIL PFL is

displayed on the PFLD. A CADC malfunction may

result in an FLCS AOS FAIL PFL and deactivation

of the AOS feedback function.

WARNING, CAUTION, AND

INDICATOR LIGHTS

Refer to figure 155. Warning, caution, and indicator

lights are used throughout the cockpit to call

attention to a condition or to allow an item to be easily

read. Red warning lights and the amber MASTER

CAUTION light are all located on the edge of the

glareshield. All of the lights, except the MASTER

CAUTION light, are described under their respective

systems.

The warning and caution lights (except MASTER

CAUTION) are not presstotest or presstoreset

lights. Pressing these lights releases them from their

modules and deactivates them. To reengage a

released light, pull it out slightly and then press to

reengage the module.

T.O. GR1F16CJ1

1141

CADC and Interfacing Systems

CADC STATUS

AIR DENSITY RATIO

GR1F-16CJ-1-0055A37

TRUE TEMPERATURE

PRESSURE ALTITUDE (29.92)

TRUE AIRSPEED

CALIBRATED AIRSPEED

AOA

MACH NUMBER

PRESSURE ALTITUDE (BARO)
COMMAND WORD

PRESSURE ALTITUDE (BARO)
CADC RESET

AOA L, R

CADC TEST ENGAGE

CADC TEST PASS

DISCRETE BASED ON

CALIBRATED AIRSPEED,

PRESSURE ALTITUDE, AND

PRESSURE ALTITUDE RATE

TOTAL PRESSURE

STATIC PRESSURE

NOSE-MOUNTED

AIR DATA (PITOT)

PROBE

TO/LDG

CONFIG

FLIGHT

CONTROL

COMPUTER

V V I

CAUTION LIGHT

PANEL

AOA INDICATOR

PROPULSION

CONTROL SYSTEM

AOA INDEXER

ELECTRICAL POWER

ENVIRONMENTAL

CONTROL SYSTEM

IFF TRANSPONDER

ALTIMETER

TOTAL

TEMPERATURE

PROBE

TOTAL TEMPERATURE

PRESSURE ALTITUDE (29.92)
BAROMETRIC SETTING

AIMS CODE

PRESSURE ALT VALID

PRESSURE ALTITUDE

MACH NUMBER

DISCRETES

MACH NUMBER

AOA

CADC FAIL STATUS

CENTRAL

AIR DATA

COMPUTER

(CADC)

FLIGHT CONTROL

PANEL

PRESSURE ALTITUDE (29.92)
PRESSURE ALTITUDE (BARO)
CALIBRATED AIRSPEED

TRUE TEMPERATURE
AOA

MACH NUMBER

CRASH

SURVIVABLE

FLIGHT DATA

WARNING

CADC RESET

VERTICAL VELOCITY

RECORDER

(CSFDR)

AVIONIC

SYSTEMS,

PW229

GE129

EMSC

AND

EMSC

EDU,

115 VAC, 1 , 400 Hz

Figure154.

T.O. GR1F16CJ1

1142

GR1F-16CJ-1-0056-1A37

LG CONTROL PANEL

THREAT WARNING

FLCP

ENG

& JET

START

CONTROL

PANEL

C DF

EPU CONTROL

PANEL

ELEC CONTROL

PANEL

THREAT WARNING

Warning, Caution, and Indicator

Lights (Typical)

TEST SWITCH PANEL

AOA

INDEXER

ADVANCE

MODE

SWITCH

ECM CONTROL PANEL

Figure155.(Sheet 1)

T.O. GR1F16CJ1

1143

GR1F-16CJ-1-0056-2A37

AR STATUS/NWS

INDICATOR

DATA ENTRY DISPLAY

NWS CONTROL

BUTTON/

INDICATOR

CAUTION LIGHT PANEL

PILOT FAULT LIST DISPLAY

MARKER

BEACON

CMDS

WARNING LIGHTS

ARE RED WITH BLACK

LETTERING

PX II

PX III

OXY LOW

OBOGS

PX II

PX III

Figure155.(Sheet 2)

T.O. GR1F16CJ1

1144

LG CONTROL PANEL

STICK

OVERRIDE

LIGHT

AR STATUS/NWS

INDICATOR

CAUTION LIGHT PANEL

NWS CONTROL

BUTTON/

INDICATOR

GR1F-16CJ-1-0057A37

Warning, Caution, and Indicator

Lights (Typical)

AOA

INDEXER

PILOT FAULT LIST DISPLAY

DATA ENTRY DISPLAY

MARKER

BEACON

PX II

PX III

OXY LOW,

OBOGS

PX II

WARNING LIGHTS

ARE RED WITH BLACK

LETTERING

Figure155. (Sheet 3)

T.O. GR1F16CJ1

1145

VOICE MESSAGE SYSTEM (VMS)

The VMS provides a warning message, a caution

message, or discrete messages. The fixed volume

voice message does not blank other audio and,

therefore, may not be heard.

The warning message (WARNINGWARNING pause

WARNINGWARNING) is automatically activated

1.5 seconds after illumination of any glareshield

mounted warning light.

The caution message (CAUTIONCAUTION) is

automatically activated 7 seconds after the illumina

tion of any light on the caution light panel except the

IFF caution light. If the MASTER CAUTION light is

reset immediately after its illumination, the caution

message does not occur.

The warning/caution messages are reset for subse

quent activation by:

Resetting the WARN RESET on the ICP for voice

warning.

Resetting the MASTER CAUTION for voice

caution.

Eliminating the condition that originally activated

the lights and messages.

Discrete voice messages are provided when certain

conditions occur.

Messages are:

ALTITUDEALTITUDE - Advises that:

Descent is occurring after takeoff.

Radar altitude is below the entered radar ALOW

value.

Barometric altitude is below the entered MSL

ALOW value.

Refer to T.O. GR1F16CJ3411 for a detailed

description.

BINGOBINGO - Advises that the bingo fuel

warning has been activated. Refer to T.O. GR1F

16CJ3411 for a detailed description.

IFF - Not operable in flight (message is heard

during ground test).

JAMMER - Active if REQJAM option is turned on

via the DED CMDS BINGO page. Advises that a

threat should be jammed and pilot consent is

required.

LOCKLOCK - Advises that radar has locked on to

target. Refer to T.O. GR1F16CJ3411 for a

detailed description.

PULLUPPULLUPPULLUPPULLUP:

In ATF or in manual TF (flyup enabled), advises

that an automatic flyup has been initiated.

In manual TF (flyup disabled), advises that TF

failure, SWIMdetected failure, glimit warning,

or obstacle warning has occurred.

Advises that GAAF was activated

PX III

or that

DTS ground proximity warning was activated.

COUNTER - Active in semiautomatic mode only if

REQCTR option is turned on via the DED CMDS

BINGO page. Advises that a dispense command

should be initiated.

CHAFFFLARE - Active if FDBK option is turned

on via the DED CMDS BINGO page. Advises that

CMDS has initiated a dispense program.

LOW - Active if BINGO option is turned on via the

DED CMDS BINGO page. Advises that expendable

low quantity exists.

OUT - Active if BINGO option is turned on via the

DED CMDS BINGO page. Advises that expendable

type is completely spent.

PX III

DATA-Advises that IDM received data link

target information.

LOCK - Not operable in flight (message is heard

during ground test).

All voice messages have priority over the low speed

warning tone and LG warning horn. Voice messages

are also prioritized.

Priority sequence is:

PULLUP.

ALTITUDE.

WARNING.

JAMMER.

COUNTER.

CHAFFFLARE.

LOW.

OUT.

LOCK.

Content .. 8 9 10 11 ..

F16C/D. FLIGHT MANUAL (2002) - page 10

F16C/D. FLIGHT MANUAL (2002) - page 10