F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ1

216

29. Antiice - Check.

PW 229

Perform the following:

Insure that the engine has been stabilized at

idle rpm for at least 1 minute with ANTI ICE

switch ON.

ANTI ICE switch - OFF.

Monitor FTIT when the ANTI ICE switch

is moved to OFF. If FTIT does not decrease

by at least 10

C within 15 seconds, abort

the aircraft.

ANTI ICE switch - AUTO or ON as required.

129

Perform the following:

Insure that the engine is stabilized at idle

rpm.

ANTI ICE switch - OFF, then ON for 45

seconds.

If ENG A/I FAIL PFL occurs:

Stabilize engine at 80 percent rpm.

ANTI ICE switch - OFF for 15 seconds,

then note FTIT.

ANTI ICE switch - ON while monitoring

FTIT.

If FTIT fails to increase a minimum of 10

within 30 seconds, abort the aircraft if

flight may encounter areas of known or

suspected icing conditions.

ANTI ICE switch - AUTO/ON.

30. EPU GEN and EPU PMG lights - Confirm off.

If either light is illuminated, cycle the EPU

switch to OFF, then back to NORM. If either

light stays on, abort the aircraft.

31. EPU switch-OFF.

NOTE

To prevent inadvertently selecting

ON, lift only the aft section of the split

guard.

32. Ground safety pins (ground crew) - Remove.

33. EPU switch-NORM.
34. Intercom (ground crew) - Disconnect.
35. Avionic BIT's - As desired.

TACAN preflight check - Complete.

TACAN power knob - CW. (Allow 90

seconds for warmup.)

HSI CRS knob - Set COURSE 180.

INSTR MODE knob - TCN.

Select TACAN BIT on MFD test page.

HSI range and course warning flags - In

view.

HSI bearing pointer may temporarily slew

to 270 degrees.

HSI range and course warning flags - Out

of view.

HSI range indicator - Indicates 000 (

0.5)

nm.

HSI bearing pointer - Indicates 180 (

degrees.

HSI CDI - Center within

1/2 dot.

HSI TOFROM indicator - TO.

36.

Seat - Adjust to design eye.

37.

PX III

OBOGS-Check (at least 2 minutes

after engine start).

OBOGS BIT switch-BIT.

Verify that OXY LOW warning light

illuminates for 10 seconds, then goes off.

Pressure-Check 2540 psi.

Mode lever-PBG/ON (as required).

Diluter lever-NORM.

EMERGENCY lever-NORM.

FLOW indicator-Check.

EMERGENCY lever-EMERGENCY.

Check for positive pressure and mask and

hose/connector leakage.

EMERGENCY lever-NORM.

T.O. GR1F16CJ1

Change 1217

BEFORE TAXI

1. Canopy - Close and lock.

The canopy may be partially opened for

taxiing if required for increased visibility.

2. HAVE QUICK radio - Set and check (if

required).

NOTE

PX III

The HAVE QUICK radio accepts

the first TOD signal that is received

after power up. When the EGI is first

powered on, the first EGI TOD signal

will likely not be synchronized with the

GPS constellation universal time

coordinated (UTC) time since 3045

seconds are typically required for

satellite acquisition. To insure that the

HAVE QUICK radio is using a

synchronized UTC TOD, another TOD

should be manually received after an

adequate GPS track has been

achieved. The best indication of an

adequate GPS track is to access the

NAV STATUS DED page (LIST 4) and

verify the horizontal accuracy status.

A GPS HIGH estimated horizontal

accuracy status (or less than 300 feet if

the selected accuracy display format is

in feet) should ensure that the EGI

TOD signal is synchronized with UTC

time. Alternatively, verify that 4

satellites are being tracked by the EGI

by confirming that a 4 is displayed for

EGI Miscellaneous Parameter (EGIM)

200.

Upfront controls:

Select the UHF page on DED by depressing

the COM 1 override button.

PX II

CNI,

PX III

C & I knob - BACKUP.

Mode knob - PRESET.

After the MWOD and current date (if

required) are entered, select channel 20,

manually set 220.000 MHz, and depress the

PRESET button (failure to do this renders

the UHF radio inoperative).

PX II

CNI,

PX III

C & I knob - UFC.

Update the TOD by positioning the DED

asterisks around the TOD label on either the

UHF or HAVE QUICK pages and then

depressing the ENTR or MSEL button.

Request a TOD transmission from another

user. In either mode, the transmission must

be received within 1 minute of depressing the

ENTR or MSEL button.

Operating mode - UHF (normal) or HQ (AJ).

Transmission status - MAIN or BOTH.

Select an AJ net number with the manual

frequency knob.

Bandwidth - NB or WB.

Backup controls:

PX II

CNI,

PX III

C & I knob - BACKUP.

Function knob - MAIN or BOTH.

Mode knob - PRESET.

After the MWOD and current date are

entered, select channel 20, manually set

220.000 MHz, and depress the PRESET

button (failure to do this renders the UHF

radio inoperative).

Enter the TOD by requesting a TOD

transmission. To receive TOD update for the

normal mode (UHFTOD), position the

PX II

A32T knob,

PX III

TTONE switch to T and

then return to a normal channel in either

manual frequency or preset channel mode.

To receive TOD update for the AJ mode

(HQTOD),

PX II

rotate the A32T knob to

T and then back to A,

PX III

place TTONE

switch to T. A TOD abbreviated time update

can be received on the selected AJ net on

which the TOD is being transmitted. In

either mode, the transmission must be

received within 1 minute of selecting T.

Select an AJ net number with the manual

frequency knobs.

PX II

A32T,

PX III

A32 knob-A.

T.O. GR1F16CJ1

218

*3. Altimeterand altitude indications - Set and

check.

Check that the altimeter readings in

ELECT and PNEU are

75 feet of a known

elevation and are

75 feet of one another.

Also check that the ELECT mode altimeter

reading is

75 feet of the altitude displayed

in the HUD.

4. Exterior lights-As required.

PX II

INS,

PX III

EGI knob-NAV.

ATF or manual TF is prohibited

following any INS/EGI alignment

other than a full performance NORM

gyrocompass ground alignment with

flashing RDY/ALIGN displayed.

6. Chocks (ground crew)-Remove.

If the aircraft has flown in the past 2

hours, do not use the parking brake

except for an emergency. (Does not

apply if drag chute was used.) Parking

brake use may cause residual heat

damage to brakes and may increase the

probability of a subsequent brake fire.

TAXI

Refer to figure 26 for turning radius and ground

clearance.

*1. Brakes and NWS-Check.

To minimize heat buildup in the brake

assemblies, do not ride the brakes to

control taxi speed. Use one firm

application of the toe brakes to slow

the aircraft.

Hydraulic fluid ignites at relatively

low temperatures. If advised of a

hydraulic leak around the brakes,

request firefighting equipment and do

not taxi.

NOTE

Constant rudder pedal pressure

should not be required to maintain a

straight ground track during taxi

(based on level surface and no asym

metries or crosswind).

*2. Heading-Check.

*3. Flight instruments-Check for proper

operation.

BEFORE TAKEOFF

*1. ALT FLAPS switch-NORM.

2. MANUAL TF FLYUP switch-ENABLE.

3. Trim-Check pitch and yaw trim centered

and roll trim as required.

Failure to center yaw trim may result

in severe control difficulties during

takeoff.

ENG CONT switch-PRI (guard down).

ENG CONT switch-NORM (guard down).

6. Speedbrakes-Closed.

7. Canopy-Close, lock, light off.

8. IFF-Set and check.

9. External tanks (ifinstalled)-Verifyfeeding.

If three tanks are installed, verify that the

centerline tank is feeding. This action

checks that pressurization is available to all

tanks.

10. FUEL QTY SEL knob - NORM.

NOTE

The FUEL QTY SEL knob must be in

NORM for operation of the automatic

forward fuel transfer system, trapped

fuel warning, and for the BINGO fuel

warning computation to be based on

fuselage fuel.

11. STORES CONFIG switch-As required.

T.O. GR1F16CJ1

219

*12. GND JETT ENABLE switch-As required.

NOTE

Selecting ENABLE starts the DWAT

3minute timer.

*13. Harness, leads, and antig system-Check.

OXYGEN mode lever-PBG.

Antig system-Test.

Depress TEST button to check that gsuit

inflates, comfort zippers are closed and

remain closed, and hose remains con

nected and that pressure is supplied to

mask, helmet bladder, and vest.

Delayed or slow inflation of the gsuit

could indicate impending antig sys

tem failure. Complete loss of gprotec

tion could occur with no warning.

OXYGEN mode lever-As required.

Failure to select PBG when PBG

operation is desired can contribute to

gray/blackout or loss of consciousness.

Placing the OXYGEN mode lever to

PBG without wearing the CRU94/P

harnessmounted connector can ex

pose the pilot to injury producing levels

of oxygen pressure should a failure

occur within the oxygen regulator.

14. EPU-Check:

NOTE

EPU may be checked anytime after

engine start.

EPU safety pin (ground crew)-Check

removed.

OXYGEN-100%.

Engine rpm-Increase

PW 229

5 percent,

129

10 percent above normal idle.

Attempting EPU/GEN TEST at idle

rpm results in abnormally low EPU

run speed. Low EPU speed may cause

electrical bus cycling and possible

damage to electrical equipment.

Indications may include blinking EPU

GEN light or audible clicking of

electrical contactors as the bus cycles.

If electrical bus cycling is experienced,

abort the aircraft and do not taxi.

EPU/GEN TEST switch-EPU/GEN and

hold. Check lights:

EPU AIR light-On.

EPU GEN and EPU PMG lights-Off (may

come on momentarily at start of test).

FLCS PWR lights-On.

EPU run light-On for a minimum of 5

seconds.

NOTE

If EPU run light does not come on

within 10 seconds after EPU/GEN is

selected, release EPU/GEN TEST

switch, advance the throttle to idle

rpm plus

PW 229

10 percent (85

percent rpm maximum),

129

percent (90 percent rpm maximum),

and reselect EPU/GEN. If the EPU run

light does not illuminate within 10

seconds or if it cycles on and off, abort

the aircraft.

EPU/GEN TEST switch-OFF.

Throttle-IDLE.

Voltage transients may cause fault light

indications. Reset CADC, AVIONICS FAULT

and

PW 229

ENGINE FAULT caution lights

as necessary and check MSL ALOW value. A

power cycle of individual systems may also be

required if MFL's occur and remain after the

MFD TEST page is cleared.

OXYGEN-NORMAL.

EPU exhaust (ground crew)-Check for no

airflow.

T.O. GR1F16CJ1

220

Airflow is indicative of a failed high

pressure bleed valve which could

result in an EPU overspeed in flight. If

airflow is detected, abort the aircraft.

If required to shut down and restart the

engine after completing the EPU check

or if the EPU safety pin is reinstalled for

any reason, the EPU check must be

reaccomplished prior to flight to insure

proper EPU operation and closure of the

highpressure bleed valve.

15. FLIR-As required.

16. TFR-As required.

17. PROBE HEAT switch-PROBE HEAT.

Turn probe heat on at least 2 minutes prior

to takeoff anytime icing of probes is possible.

When probe icing is not suspected, delay

selection of probe heat as long as possible

prior to takeoff.

Probe internal icing must be suspected

anytime the aircraft has been exposed

to near or below freezing conditions on

the ground. Internal icing may be

difficult to see and may remain present

even when current conditions do not

appear conducive to ice formation.

AOA probes may become hot enough to

shut off probe heaters and cause

illumination of the PROBE HEAT

caution light. Refer to CAUTION

LIGHT ANALYSIS, Section III, to

determine if the shutdown was due to

overheat or system failure.

If probe heat is on or has been on, heat

in probes may be sufficient to cause

injury if touched.

*18. Ejection safety lever-Arm (down).

*19. Flight controls-Cycle.

*20. OIL pressure-Check psi.

*21.

PX III

ALOW MSL FLOOR Data-Check.

NOTE

PX III

MSL FLOOR value of 0 feet may

indicate a MMC autorestart occurred,

and mission planning data has been lost.

*22. All warning and caution lights-Check.

23. Adjustable sliding holder (when utility light

is not in use)-

Full forward, rotated cw,

and secured.

Failure to properly secure utility light

and adjustable sliding holder can

result in stick interference.

24. TGP-Stow.

TAKEOFF

NORMAL TAKEOFF

Refer to figure 22. When ready for takeoff:

Advance throttle to approximately

PW 229

85,

129

90 percent rpm.

Verify parking brake disengaged.

Check engine instruments for normal indications.

Release brakes prior to exceeding

PW 229

85,

129

90 percent rpm.

Advance throttle to desired thrust.

NOTE

An engine runup check is not required

if conditions require a rolling takeoff.

Maximum FTIT and rpm vary with temperature and

pressure altitude but stabilize in 515 seconds.
Normal engine operation during an MIL takeoff is

indicated by a exhaust nozzle position of:

PW 229

20 percent or less.

129

15 percent or less after 5 seconds at MIL.

Normal engine operation during an AB takeoff is

indicated by:

PW 229

The nozzle beginning to open within 5

seconds after selecting AB.

T.O. GR1F16CJ1

221

129

The nozzle preopening up to 10 percent

more than MIL nozzle position when AB is first

selected. AB lightoff should occur within 5 seconds

(greater than 40

F) or 10 seconds (40

F or less)

after AB selection and is indicated by increasing

fuel flow and nozzle position.

NOTE

Spacing of less than 15 seconds

between aircraft when AB is used by

preceding aircraft increases the proba

bility of an AB blowout or no light due

to hot gas ingestion.

When airspeed is approximately 10 knots below

computed takeoff speed for nonAB or 15 knots for

AB, initiate rotation to establish takeoff attitude

(812 degrees). Do not apply aft stick at airspeed

lower than 1015 knots below computed takeoff

speed. Early rotation can lead to overrotation,

skipping, wallowing due to early liftoff, and

increased takeoff distance.

As aircraft lifts off, LEF's extend downward. Retract

LG when safely airborne. Insure LG is up and locked

before exceeding 300 knots. TEF's retract when the

LG handle is raised.

Since LG and TEF retraction occurs

simultaneously, LG retraction should

not be rushed after takeoff. The

reduction in lift may cause the aircraft

to descend and contact the runway.

Due to low aft stick forces required for

takeoff, use caution to avoid early

rotation.

If any FLCS PFL occurs during

takeoff, a WOW switch problem may

be indicated. If the fault clears, the

mission may be continued. Notify

maintenance of the occurrence after

the flight.

Insure that the LG handle is placed

fully up. The handle can stop in an

intermediate position which retracts

the LG; however, the handle is not

locked and may lower under high g

conditions.

GR1F-16CJ-1-0098X37

Normal Takeoff (Typical)

TAKE OFF AT

PREDETERMINED

TAKEOFF SPEED

ROTATE AT

PREDETERMINED

ROTATION SPEED

USE NWS UNTIL RUDDER IS

EFFECTIVE (APPROXIMATELY

70 KNOTS)

Figure 22.

T.O. GR1F16CJ1

222

TAKEOFF WITH ASYMMETRIC STORES

Roll trim should be set prior to takeoff with

asymmetric stores to prevent wing drop. The amount

of roll trim required for various asymmetric store

weights is shown in T.O. GR1F16CJ11, Part 2.

NOTE

It is possible to exceed the roll trim

authority of the aircraft for an onspeed

takeoff with a net asymmetric (rolling)

moment less than aircraft takeoff

limits. Refer to ASYMMETRIC

STORES LOADING, Section V.

When ARI activates after takeoff, roll trim for

asymmetric stores causes a rudder input that can

cause aircraft yaw away from the wing with the

asymmetric store. This yaw is easily controllable by

pilot rudder inputs.

CLIMB

The climb schedules are defined by airspeed/mach

number or mach number only. When airspeed/mach

number is shown, climb at the scheduled airspeed to

the scheduled mach number, then maintain the

mach number to the desired altitude. When starting

a climb at an altitude above the airspeed/mach

transition point, climb at the scheduled mach

number.

The recommended MIL climb schedule to optimum

cruise altitude is tabulated versus drag index in T.O.

GR1F16CJ11, Part 3. For MIL, the schedule

provides optimum range performance. The recom

mended MIL climb schedules to altitudes other than

optimum cruise altitude are shown in T.O.

GR1F16CJ11 and T.O. GR1F16CJ1CL1.

The recommended MAX AB climb schedule is

tabulated versus drag index in T.O. GR1F16CJ11,

Part 3. The MAX AB climb schedule provides

minimum time to climb performance.

CLIMB/INFLIGHT/OPERATIONAL

CHECKS

At frequent intervals, check the aircraft systems,

engine instruments, cockpit pressure, and oxygen

flow indicator and system operation. Monitor fuel in

each internal and external tank to verify that fuel

is transferring properly by rotating the FUEL QTY

SEL knob and checking that the sum of the pointers

and totalizer agree and that fuel distribution is

correct.

Maximum fuel transfer rate is 18,000

pph from the 300gallon fuel tank or

30,000 pph from the 370/600gallon

fuel tanks. Maintaining fuel flow

above these values while the external

tank(s) is feeding results in a decrease

of internal fuel. Prolonged operation

under these conditions may result in

the rapid depletion of fuselage fuel and

render fuel transfer by siphoning

action inoperative. Without siphoning

action, fuel transfer to the fuselage

tanks is provided by the wing turbine

pumps at a maximum rate of 6000 pph.

A fuel flow rate greater than 6000 pph

continues to deplete fuselage fuel.

Under these conditions, the external

fuel tank(s) may appear slow to feed

and a fuel imbalance may result.

Prolonged AB operation in a three tank

configuration may result in engine

flameout prior to depletion of external

fuel.

1. Fuel-Check quantity/transfer/balance.

2. FUEL QTY SEL knob-NORM.

NOTE

The FUEL QTY SEL knob must be in

NORM for operation of the automatic

forward fuel transfer system, trapped

fuel warning, and for the BINGO fuel

warning computation to be based on

fuselage fuel.

T.O. GR1F16CJ1

Change 1223

3. Oxygen system-Check.

4. Cockpit pressurization-Check.

The CABIN PRESS caution light does

not illuminate until cockpit pressure

altitude is above 27,000 feet. At

ambient altitudes where hypoxia is

possible, do not remove the oxygen

mask without first checking cockpit

pressure altitude.

5. Engine instruments-Check.

AIR REFUELING PROCEDURES

Refer to T.O. 11C1 for general AR procedures and

to AIR REFUELING PROCEDURES, Section VIII

for specific AR procedures.

DESCENT/BEFORE LANDING

1. Fuel-Check quantity/transfer/balance.

2. Final approach airspeed-Compute.

3. DEFOG lever/cockpit heat-As required.

4. Landing light-On.

*5. Altimeterand altitude indications -Check

altimeter setting, ELECT versus PNEU mode

altimeter readings, and ELECT mode altitude

versus altitude displayed in HUD.

For subsonic flight below 20,000 feet MSL

with vertical velocity less than 500 fpm, the

difference between ELECT and PNEU

mode altitudes should not exceed 270 feet

and the difference between the ELECT

mode altitude and the altitude displayed in

the HUD should not exceed 75 feet.

An erroneous ELECT mode altitude

can be displayed without a CADC

caution light or a transfer to PNEU

mode.

An erroneous altitude can be displayed

in the HUD without a CADC caution

light.

*6. Attitude references-Check ADI/HUD/SAI.

7. ANTI ICE switch-As required.

8. TGP-Stow.

LANDING

NORMAL LANDING

Refer to figure 23. Fly initial at 300 knots. At the

break, retard throttle and open speedbrakes as

required. On downwind leg, when airspeed is below

300 knots, lower the LG. During base turn, recheck

the LG down and slow to computed final approach

airspeed to arrive on final at 11 or 13 degrees AOA.

Check speedbrakes open and maintain computed

final approach airspeed/AOA on final. Rate of

descent decreases slightly when entering ground

effect. Reduce thrust gradually to continue the

descent while applying back stick to reduce sink rate

to the minimum practical. Thrust can be reduced

sooner during an 11degree approach than during a

13degree approach. In either case, maintain a

maximum of 13 degrees AOA while reducing sink

rate to the minimum practical.

Physically confirm that the LG handle

is fully down. The LG handle may

visually appear to be down when in an

intermediate position. An intermedi

ate position may allow LG extension

and/or safe indications; however, the

LG handle is not locked and LG

retraction could occur during subse

quent inflight or ground operations.

Failure of the ANTISKID switch can

allow it to be bumped/placed towards

PARKING BRAKE while airborne. A

very small movement out of ANTI

SKID is sufficient to engage the

parking brake. Landing with the

parking brake engaged will result in

main tire failures upon touchdown.

T.O. GR1F16CJ1

224

Failure to depress the LG handle down

permission button prior to attempting

to lower the LG may result in damage

to the electrical solenoid.

Failure to reduce sink rate, particu

larly at heavier GW's, may cause a firm

landing and structural damage or

failure of the LG.

Use of the paddle switch may cause

pitch and/or roll transients as control

is switched from one cockpit to the

other.

Avoid landing directly on approach

end arresting cable to prevent possible

cable strike damage to nozzle, speed

brakes, and ventral fins.

Horizontal tail contact with the run

way is possible if a large roll input is

made at or near touchdown.

Deploying the drag chute above 170

knots may result in loss of the chute

canopy.

Drag chute deployment below 90 knots

may result in improper deployment

and damage to the chute.

NOTE

The HUD AOA bracket and AOA

indicator display the correct AOA until

NLG WOW. Therefore, these indica

tions are valid references for aircraft

attitude throughout twopoint aerody

namic braking. After NLG WOW, the

AOA indicator displays zero.

The LG warning horn and the TO/LDG

CONFIG warning light are inhibited

at approach airspeed above 190 (

knots.

Aft CG approaches may be character

ized by increased pitch sensitivity

which will be most noticeable upon

entering ground effect.

Deploy the drag chute (if desired) immediately after

touchdown. The nose may pitch up or down when

the chute is deployed, but the motion is easily

controlled.

NOTE

To deploy the drag chute after touch

down, lift the guard and switch in one

single motion with the side of the index

finger.

When deploying the drag chute in a

twopoint aerodynamic braking atti

tude, the drag chute may contact the

runway.

Use twopoint aerodynamic braking until approxi

mately 100 knots; then fly the nosewheel to runway.

Maximum effective twopoint aerodynamic braking

is achieved at 13 degrees AOA. An AOA less than 11

degrees results in significantly reduced twopoint

aerodynamic braking. Although twopoint aerody

namic braking is effective as low as 80 knots,

runway length and condition should be used to

determine when, after decelerating to 100 knots, to

lower the nose to the threepoint attitude.

Do not touch down with brake pedals

depressed. A failure in either the

touchdown protection circuitry or an

MLG WOW switch can result in locked

wheels and blown MLG tires.

Use a maximum of 13 degrees AOA for

twopoint aerodynamic braking. Nozzle,

speedbrakes, and ventral fins may

contact runway if 15degree pitch angle

is exceeded.

During twopoint aerodynamic brak

ing, the speedbrakes (43 degrees or

greater open) may contact the cable.

During the landing phase, large/rapid

roll control inputs in reaction to

turbulence or wake vortices will cause

temporary retraction of one and

sometimes both flaperons. This retrac

tion will decrease lift and may induce

a sink rate beyond the structural limit

of the landing gear. During rapid

reversal of roll inputs, both flaperons

might move up to a position that will

illuminate the TO/LDG CONFIG

warning light. Display of ISA FAIL

PFL's is also possible. Be prepared to

initiate a goaround if wake turbu

lence is encountered.

T.O. GR1F16CJ1

225

GR1F-16CJ-1-0099A37

DOWNWIND LEG

FINAL

LANDING ROLL

TOUCHDOWN

BASE LEG

APPROACH BREAK

LEVEL BREAK

Normal Landing Pattern (Typical)

NOTES:

FINAL APPROACH AIRSPEED/13 DEGREES AOA CROSS-CHECK.

ADD 8 KNOTS FOR 11 DEGREES AOA APPROACH.

135 136 KNOTS + 4 KNOTS PER 1000 POUNDS OF FUEL/STORE WEIGHTS.

137 138 KNOTS + 4 KNOTS PER 1000 POUNDS OF FUEL/STORE WEIGHTS.

AOA 13 DEGREES (MAX)

LG CHECK DN

SPEEDBRAKES AS

REQUIRED

AOA 13 DEGREES (MAX)

SPEEDBRAKES OPEN

AOA 13 DEGREES (MAX)

SPEEDBRAKES

FULLY OPEN

BRAKES AS

REQUIRED

AOA 13 DEGREES

(MAX)

LG DN

SPEEDBRAKES

AS REQUIRED

THROTTLE AS REQUIRED

SPEEDBRAKES AS REQUIRED

AIRSPEED 300 KNOTS

DRAG CHUTE

AS REQUIRED

(AFTER NLG WOW)

TAXI

NWS

SELECTED

THE PRECEDING BASELINE AIRSPEEDS ARE BASED ON THE BASIC OPERATING WEIGHT FROM

T.O. GR1F-16CJ-1-1 PLUS FULL AMMO. ACTUAL FINAL APPROACH AIRSPEED AT 11/13 DEGREES AOA

MAY DIFFER BY +/-5 KNOTS DUE TO VARIATIONS IN AIRCRAFT CG.

PW229

GE129

Figure 23.

T.O. GR1F16CJ1

226Change 1

After the nosewheel is on the runway, open the

speedbrakes fully and maintain full aft stick for

maximum threepoint aerodynamic braking and

wheel braking effectiveness.

Crossing an arresting cable in a three

point attitude above 90 knots

groundspeed with a centerline store

may cause cable strike.

Do not move SPD BRK switch to open

until the nosewheel is on runway as

speedbrakes may contact runway.

Until WOW, forward stick pressure in

excess of approximately 2 pounds

results in full trailing edge down

deflection of the horizontal tails. This

horizontal tail deflection reduces

wheel braking effectiveness. At high

speeds in the threepoint attitude,

forward stick results in excessive loads

on the NLG which can lead to nose tire

failure and possibly cause structural

failure of the NLG.

Smoothly apply moderate to heavy braking to

decelerate to taxi speed. Using less than moderate

braking increases the likelihood of a hot brake(s).

NWS should not be engaged above taxi speed unless

required to prevent departure from prepared

runway surface.

NWS malfunctions at any speed may

cause an abrupt turn, tire skidding or

blowout, aircraft tipping, and/or

departure from the prepared surface.

SHORT FIELD LANDING (DRY RUNWAY)

NOTE

The following procedures should be

used anytime stopping distance is

critical, whether due to a long, fast,

heavy weight, or short field landing.

When stopping distance is critical, a normal

approach should be made. Select IDLE at or slightly

before touchdown. Touch down as near as possible

to the end of the runway at 13 degrees AOA. Deploy

the drag chute immediately after touchdown.

Twopoint aerodynamic and wheel braking should

be used with the nose held up at 13 degrees AOA

until the nose falls. Pitch must be held at 13 degrees

AOA if twopoint aerodynamic braking is to be

effective. Maximum effort braking is achieved by

using the wheel brakes in conjunction with

twopoint aerodynamic braking. When the wheel

brakes become effective, the nose automatically

lowers. This occurs soon after brakes are applied.

After the nosewheel is on the runway, maintain full

aft stick, open the speedbrakes fully, and use

maximum wheel braking (antiskid on).

For landing on icy/wet runways, refer to LANDING

IN ICY OR WET CONDITIONS, Section VII.

CROSSWIND LANDING

The recommended technique for landing in a

crosswind is to use a wing level crab through

touchdown. At touchdown, the ARI switches out.

Undesirable yaw transients may occur if roll control

is being applied at this time. After touchdown,

perform twopoint aerodynamic braking using the

rudder to maintain aircraft track down the runway

and flaperon to prevent wing rise. In crosswinds,

the aircraft may drift downwind due to side loads

imposed by the crosswinds or travel upwind due to

insufficient directional control inputs/availability.

As the airspeed decreases, increasing amounts of

rudder are required to maintain track. Maintain

twopoint aerodynamic braking until approxi

mately 100 knots or until roll or directional control

becomes a problem. As the pitch attitude decreases,

the nose tends to align itself with the ground track.

T.O. GR1F16CJ1

227

Aft stick and fully opened speedbrakes reduce

stopping distance. Apply brakes after nosewheel is

on the runway; however, if stopping distance is a

factor, refer to SHORT FIELD LANDING, this

section. With all LG on the runway, maintain

directional control with rudder, differential brak

ing, and NWS if required.

During landing rollout, the main concerns are wing

rise (roll control), weathervaning (directional

control), and downwind drift. Wing rise is controlled

by flaperon into the crosswind. Excessive flaperon

deflection degrades directional control. Use rudder

and differential braking to control ground track,

especially on wet or icy runways. Engage NWS if

required to maintain directional control and to

prevent departure from the runway. Excessive

differential braking may result in a hot brake

condition. High rudder pedal force may result in a

yaw transient when NWS is engaged. NLG strut

compression is required to engage NWS but

sustained forward stick may result in full

horizontal tail deflection which decreases weight on

the MLG and thus reduces wheel braking

effectiveness. NWS engagement may be required

with the drag chute deployed to control increased

weathervaning tendencies. However, the nose up

pull of the drag chute may prevent early NWS

engagement.

Be prepared to release the drag chute

during the landing rollout if direction

al control or downwind drifting be

comes a problem.

NOTE

Deploying the drag chute during

twopoint aerodynamic braking with a

crosswind may complicate aircraft

control.

TOUCHANDGO LANDING

Perform a normal approach and landing. After

touchdown, maintain landing attitude, advance the

throttle, close the speedbrakes, and perform a

normal takeoff.

AFTER LANDING

Do not use parking brake. Use only

chocks, if available, or minimum

possible toe brakes pressure to hold

the aircraft stationary. Parking brake

use may cause residual heat damage to

brakes and may increase the probabil

ity of a subsequent brake fire.

NOTE

Avoid heavy braking below 20 knots at

light GW's. Heavy braking during

these conditions may cause both MLG

WOW switches to momentarily go to

the air position, which causes the

antiskid system to deactivate the toe

brakes. The WOW switches return to

the ground position after 11.5 sec

onds, restoring braking capability. If

heavy braking resumes, the cycle may

be repeated.

NWS disengagements are possible

when taxiing with CG near the

inflight aft limit.

1. DRAG CHUTE switch - NORM/REL as

required.

NOTE

Turn aircraft into the wind prior to

releasing drag chute.

2. PROBE HEAT switch-OFF.

If probe heat is on or has been on, heat

in probes may be sufficient to cause

injury if touched.

T.O. GR1F16CJ1

228

Prolonged ground operation of probe

heat may cause failure of AOA probe

heaters.

3. ECM power-Off.

4. Speedbrakes-Close.

*5. Ejection safety lever-Safe (up).

6. IFF MASTER knob-STBY.

7. IFF M4 CODE switch-HOLD.

8. LANDING TAXI lights-As required.

9. ZEROIZE switch-As required.

NOTE

If any FLCS single failures occurred

while airborne, they are reported in

the PFL 2 minutes after WOW. The

FLCS FAULT caution light also illumi

nates.

If an FLCS SNGL FAIL PFL occurs and

FLCS 049 and 070 MFL's are the only

MFL's present on the MFD test page,

perform up to three additional FLCS

BIT's and MFL clear actions. If these

FLCS MFL's clear, no writeup is

required. If these FLCS MFL's do not

clear, inform maintenance.

10. Canopy handle-Up.

NOTE

Unlock the canopy to insure that the

canopy seal is deflated before the

canopy is opened.

If the canopy handle is placed to up

within 2 minutes of WOW, an FDR 024

MFL is generated.

11. Armament switches-Off, safe, or normal.

PRIOR TO ENGINE SHUTDOWN

NOTE

If a flight control related problem was

experienced during the flight, coordi

nate with maintenance to determine if

the contents of the FLCC fault history

table are desired before shutdown of

FLCS power.

1. EPU safety pin (ground crew)-In.

NOTE

Installation of the EPU safety pin

should be delayed until after engine

shutdown under the following condi

tions:

The ground crew recovering the

aircraft is not familiar with F16

danger areas.

The aircraft is being recovered by

emergency response personnel

(landing with activated EPU, hot

brakes, etc.).

Place the EPU switch to OFF prior to

engine shutdown if the EPU safety pin

is not installed.

2. EGI/INS-Check.

Steerpoint of current location-Select.

Miscellaneous data-Record.

EGI or INS locations 19 (RER), 20 (CEP),

62 (align events), 64 (NAV events), 66 (VX),

and 67 (VY)-Record.

NOTE

EGI or INS radial error rate (RER)

greater than 3 nm/hour or either

velocity (VX or VY) greater than 5 fps

is considered out of tolerance.

3. MFL-Record (as required).

4. AVTR power switch-

PX II

OFF,

PX III

UNTHRD.

NOTE

Place the AVTR power switch to OFF at

least 15 seconds prior to engine

shutdown to allow the tape to

unthread.

T.O. GR1F16CJ1

229

PX II

CNI,

PX III

C & I knob-BACKUP.

PX II

INS,

PX III

EGI knob-OFF.

NOTE

PX II

Turn INS off at least 10 seconds

prior to engine shutdown to insure that

the INU has adequate time to complete

its shutdown sequence.

PX III

Turn EGI off at least 20 seconds

prior to engine shutdown to insure that

the INU has adequate time to complete

its shutdown sequence.

7. Avionics-OFF:

HUD thumbwheels.

SNSR PWR switches.

AVIONICS POWER switches.

ENGINE SHUTDOWN

A postshutdown engine tailpipe fire is

possible. Ignition may be indicated by a

mild bang, followed by smoke, fumes, or

a small fire in the combustion/turbine

area. Potentially hazardous inlet and

exhaust areas should be avoided within

PW 229

10,

129

5 minutes after

engine shutdown. This phenomenon

does not cause damage to the engine or

aircraft. If a postshutdown fire occurs,

the engine may be motored with the

JFS for approximately 1 minute to

extinguish the fire. If motoring the JFS

is not possible, the fire extinguishes on

its own within a few minutes.

1. Throttle-OFF.

2. JFS RUN light-Check.

Notify maintenance if the JFS RUN light is

flashing after the throttle is placed to OFF.

After main generator drops off line:

3. EPU GEN and EPU PMG lights-Confirm

off.

If either light is illuminated, turn the

MAIN PWR switch to OFF. Insure that

the EPU safety pin remains installed

and notify maintenance.

4. MAIN PWR switch-OFF.

NOTE

129

Delay placing MAIN PWR

switch to OFF until after engine rpm

decreases through 20 percent. This

delay should allow the exhaust nozzle

to remain open and makes it easier for

maintenance to accomplish the post

flight inspection.

5. Oxygen hose, survival kit straps, lapbelt,

gsuit hose, and vest hose-Disconnect, stow.

Stow oxygen connector in bracket on right

sidewall. Insure oxygen hose does not

protrude beyond console edge.

Stow lapbelt and survival kit straps on seat

cushion.

Use both hands to disconnect gsuit hose to

avoid excessive force on the hosetoconsole

connection.

Onehanded or brute force disconnects

of the gsuit connection will cause

internal damage to the hose at the

hosetoconsole connection.

Failure to properly stow lapbelt,

survival kit straps, oxygen connector,

gsuit hose, and oxygen hose may

cause damage to consoles and to the

ejection seat during seat adjustment.

6. OXYGEN REGULATOR-OFF and 100%.

T.O. GR1F16CJ1

230Change 1

Failure to position the oxygen regula

tor to OFF and 100% may result in

particulate contamination of the regu

lator and subsequent damage.

To avoid damage to the oxygen

regulator, do not pull the knob on the

end of the mode lever when moving the

mode lever from ON to OFF.

7. Canopy-Open.

If winds exceed 30 knots, open the

canopy only as far as needed to enter/exit

the cockpit. Decreasing the canopy angle

reduces the possibility that the canopy

can be blown past full open.

A failure of the canopy actuator

could allow the canopy to fall during

transit. Keep hands and arms out of

the path of canopy travel during

opening or closing.

NOTE

If the internal canopy switch is left in

the up position, the canopy automati

cally opens if closed from the outside.

SCRAMBLE

PREFLIGHT

Perform the following preflight inspections prior to

placing the aircraft on quick response status:

1. EXTERIOR INSPECTION.

2. BEFORE ENTERING COCKPIT.

3. COCKPIT INTERIOR CHECK.

4. BEFORE STARTING ENGINE.

5. STARTING ENGINE.

6. AFTER ENGINE START (include EPU check

but do not remove MLG ground safety pins).

7. Aircraft cocked for scramble-Per local

policies and directives.

AIRCRAFT ON QUICK RESPONSE STATUS

If the above actions were not completed prior to

scramble, normal preflight procedures should be

used.

1. FLCS power-Check.

With MAIN PWR switch in BATT, verify

that FLCS power is good (FLCS PWR lights)

with the aircraft battery.

2. MAIN PWR switch-MAIN PWR.

3. Engine-Start.

4. Canopy-Close and lock.

5. Instruments-Check.

6. SNSR PWR switches-As required.

7. AVIONICS POWER switches-As required.

PX II

INS,

PX III

EGI knob-STOR HDG.

NOTE

Prior to aligning the INS/EGI using a

stored heading alignment, accomplish

a normal alignment, except turn the

PX II

INS,

PX III

EGI knob to OFF from

NORM (prior to power being removed),

and do not move the aircraft.

9. FLCS BIT-Accomplish.

10. MFD's-As desired.

11. SMS-As desired.

*12. HUD/ASHM-As required.

13.

PX II

INS,

PX III

EGI knob-NAV.

A full performance NORM gyrocom

pass ground alignment, or

PX II

extended interrupted alignment (EIA)

with flashing RDY/ALIGN display

should be performed prior to flying any

terrain following mission. If degraded

alignment occurs, terrain following is

prohibited.

T.O. GR1F16CJ1

231

NOTE

When positioning the

PX II

INS,

PX III

EGI knob from STOR HDG to NAV, do

not hesitate in NORM or the alignment

will be lost.

If time permits, the

PX II

INS,

PX III

EGI knob can be moved to NORM at

any time for a normal alignment.

14. EPU GEN and EPU PMG lights-Confirm

off.

If either light is illuminated, cycle the EPU

switch to OFF, then back to NORM. If either

light stays on, abort the aircraft.

If either light is illuminated, the EPU

activates using hydrazine when the

EPU safety pin is removed.

15. EPU-Check (if EPU safety pin was

installed since last EPU check).

If the EPU safety pin is reinstalled for

any reason, the EPU check must be

reaccomplished prior to flight to insure

proper EPU operation.

16. Chocks and safety pins (ground crew) -

Remove.

*17. Brakes and NWS-Check.

*18. Ejection safety lever-Armed (down).

*19. Flight control surfaces-Cycle.

20. IFF-As required.

HOT REFUELING

HOT REFUELING PRECAUTIONS

Perform dearming prior to entry to the hot refueling

pit. If suspected hot brakes or other unsafe

condition exists, do not enter refueling area. Follow

ground crew directions into the refueling area and

establish communications with the ground crew. If

a malfunction is suspected, stop refueling.

Hot refueling is prohibited with an activated EPU,

hung ordnance, hot brakes, or fuel leakage in

vicinity of AR receptacle during AR. Safety pins for

stores and gun must be installed. In the refueling

area, use minimum thrust for taxiing.

PRIOR TO HOT PIT ENTRY

1. AFTER LANDING checks-Complete.

2. AIR REFUEL switch-OPEN; RDY light on.

NOTE

With the AR switch in OPEN, NWS

can be engaged or disengaged from

either cockpit regardless of the posi

tion of the STICK CONTROL switch

and without using the paddle switch.

With the AR switch in OPEN, the

AR/NWS light remains off whenever

NWS is engaged.

*3. TACAN power knob-OFF.

*4. GND JETT ENABLE switch-OFF.

PRIOR TO HOT REFUELING

Perform the following actions prior to refueling:

1. EPU safety pin (ground crew)-Installed.

*2. Personal equipment leads (except oxygen

and communication)-As desired.

3. Canopy-As desired.

Insure all cockpit items are secure

prior to opening the canopy. With the

canopy open, the engine is susceptible

to FOD from loose cockpit items.

4. Brake and tire inspection (ground crew) -

Complete.

5. Intercom with refueling supervisor - Estab

lished.

F16C/D. FLIGHT MANUAL (2002) - page 17

F16C/D. FLIGHT MANUAL (2002) - page 17