Content .. 20 21 22 23 ..

F16C/D. FLIGHT MANUAL (2002) - page 22

T.O. GR1F16CJ1

353

Emergency Power Distribution

MAIN AND STANDBY GENERATORS FAILED

(All equipment from sheet 1 plus the following:)

SYSTEM

INOPERATIVE EQUIPMENT

BUS ASSIGNMENT

SYSTEM

INOPERATIVE EQUIPMENT

ESS AC

ESS DC

FUEL

Pump 3

Tank Inerting

STORES MGT

AIM9

Arm and Release Power-Stations 1 Thru 9

AVIONICS

Radar Altimeter

MFD's

PFLD

OTHER

Air Data Probe Heater (fuselage)

ASHM

III

Battery Charger

Data Link

III

NOTE

Equipment on this sheet may operate if MAIN GEN light was caused by bus contactor failure at nonessen

tial bus No. 1.

*Nacelle essential ac bus.

Figure 36.(Sheet 2)

T.O. GR1F16CJ1

354

Emergency Power Distribution

MAIN, STANDBY, AND EPU GENERATORS FAILED

(All equipment from sheets 1 and 2 plus the following:)

BUS ASSIGNMENT

SYSTEM

INOPERATIVE EQUIPMENT

EMER AC

EMER DC

NO. 1

NO. 2

NO. 1

NO. 2

ENGINE

Engine ANTI ICE Switch

ENGINE FAULT Caution Light

Engine Ice Detector

Fire/Overheat Detect and Test

HYD PRESS Indicators

Low Energy Ignition Power

129

NOZ POS Indicator

OIL Pressure Indicator

FLIGHT

ADI

INSTRUMENT

Altimeter (ELECT)

AOA Indexer

AOA Indicator

HSI

Turn Needle

INSTR MODE Select Switch

VVI

FUEL

Automatic Forward Fuel Transfer

FUEL FLOW Indicator

FUEL LOW Caution Lights

FUEL Quantity Indicator

FLIGHT

Autopilot

CONTROLS

DBU ON Warning Light (branches A & B)

DBU ON Warning Light (branches C & D)

FLCS FAULT Caution Light

(branches A & B)

C DF

FLCS FAULT Caution Light

(branches C & D)

FLCS RESET Switch (branches A & B)

FLCS RESET Switch (branches C & D)

FLCS Power Source (branches A & B)

FLCS Power Source (branches C & D)

FLCS Warning Light (branches A & B)

FLCS Warning Light (branches C & D)

Figure 36.(Sheet 3)

T.O. GR1F16CJ1

355

Emergency Power Distribution

MAIN, STANDBY, AND EPU GENERATORS FAILED-CONT

(All equipment from sheets 1, 2, and 3 plus the following:)

BUS ASSIGNMENT

SYSTEM

INOPERATIVE EQUIPMENT

EMER AC

EMER DC

NO. 1

NO. 2

NO. 1

NO. 2

FLIGHT

CONTROLS

LEF's

CONTROLS

(cont)

Speedbrakes

(cont)

Stick Trim

NAV/COMM

EGI

III

IFF

INS

ILS

TACAN

VHF Radio

III

STORES MGT

ALT REL Button

CIU*

Chaff Dispenser

Gun

EMER JETT Button*

MASTER ARM Switch

MSL STEP Switch

NUCLEAR CONSENT Switch

STORES CONFIG Caution Light

WPN REL Button

C DF

WPN REL Button

AVIONICS

CADC

CADC Caution Light

HUD

HUD/CTVS

ICP/IKP

MFD Video Control

MMC*

III

Upfront Controls

*Indicates redundancy.

Figure 36.(Sheet 4)

T.O. GR1F16CJ1

356

Emergency Power Distribution

MAIN, STANDBY, AND EPU GENERATORS FAILED-CONT

(All equipment from sheets 1, 2, 3, and 4 plus the following)

BUS ASSIGNMENT

SYSTEM

INOPERATIVE EQUIPMENT

EMER AC

EMER DC

NO. 1

NO. 2

NO. 1

NO. 2

LIGHTS

ANTICOLLISION Strobe

AR (flood)

AR (slipway)

Landing

LANDING/TAXI/External Switches

MAL & IND LTS TEST/BRT DIM

POSITION

PRIMARY CONSOLES

PRIMARY INST PNL

LG/NWS/

BRAKES

LG Hydraulic Isolation

BRAKES

LG Sequence (doors)

LG UPDN Command

NWS

WHEELS Down Lights

OTHER

Air Data Probe Heater (nose)

AOA Probe Heaters

AR System

AVTR/CTVS

CABIN PRESS Caution Light

CAMERA/GUN Trigger

Cockpit Pressure Dump Capability

Cockpit Temperature Control

Engine Bleed Air Valves (close capability)

EQUIP HOT Caution Light

INLET ICING Caution Light

LIQUID OXYGEN Quantity

Indicator

C DF

Figure 36.(Sheet 5)

T.O. GR1F16CJ1

357

Emergency Power Distribution

MAIN, STANDBY, AND EPU GENERATORS FAILED-CONT

(All equipment from sheets 1, 2, 3, 4, and 5 plus the following)

BUS ASSIGNMENT

SYSTEM

INOPERATIVE EQUIPMENT

EMER AC

EMER DC

NO. 1

NO. 2

NO. 1

NO. 2

OTHER -

continued

OXY LOW Caution Light

OXY LOW Warning Light

III

OBOGS Caution Light

III

OBOGS Concentrator

III

OBOGS Monitor

III

Probe Heat Monitor

PROBE HEAT Switch

SEAT NOT ARMED Caution Light

Figure 36.(Sheet 6)

T.O. GR1F16CJ1

358

Emergency Power Distribution

OPERATING EQUIPMENT-MAIN, STANDBY, AND EPU GENERATORS FAILED

BUS ASSIGNMENT

SYSTEM

OPERATING EQUIPMENT

BATTERY

NO. 1

BATTERY

NO. 2

ENGINE

EDU

229

Electrical Throttle Position

129

PRI (no supersonic stall protection)*
PRI/SEC Transfer Circuit*

INSTRUMENTS Airspeed/Mach Indicator*

Altimeter (PNEU)*
FTIT Indicator

RPM Indicator

SAI

FUEL

External Fuel Transfer*
FUEL MASTER Switch

FFP*

FLIGHT

CONTROLS

Functional (except LEF's, speedbrakes, autopilot, and

stick trim)*

NAV/COMM

Intercom

Magnetic Compass*
UHF Radio

LIGHTS

Spotlights

Utility Light

LG/NWS/

BRAKES

Alternate LG Extension*

BRAKES

Antiskid/Channel 1 Brakes

Antiskid/Channel 2 Brakes

LG Uplock/Downlock

MLG WOW (branches A & B)

MLG WOW (branches C & D)

NLG WOW (branches A & B)

NLG WOW (branches C & D)

Parking Brake

*Indicates items that do not require power through the battery buses.

Figure 36.(Sheet 7)

T.O. GR1F16CJ1

359

Emergency Power Distribution

OPERATING EQUIPMENT - MAIN, STANDBY, AND EPU GENERATORS

FAILED - CONT

BUS ASSIGNMENT

SYSTEM

OPERATING EQUIPMENT

BATTERY

NO. 1

BATTERY

NO. 2

WARNING

LIGHTS

CANOPY

LIGHTS

ENGINE

HYD/OIL PRESS

LG Warning (handle)

CAUTION

LIGHTS

ANTI SKID

LIGHTS

ELEC SYS

HOOK

MASTER CAUTION

SEC

OTHER

Canopy Activation*
Drag Chute

EPU

Hook

JFS

MAIN PWR Switch

VMS

*Indicates items that do not require power through the battery buses.

Figure 36.(Sheet 8)

T.O. GR1F16CJ1

360Change 1

GR1F16CJ12120X37

Emergency Power Distribution

PARTIAL ELECTRICAL POWER LOSS

FCC

Seat Adjustment

FLOOD Instrument/

MAIN

NONESSENTIAL AC BUS NO. 1

AOA Indicator (off)

FUEL FLOW (frozen)

INS (6090 sec

of use)

Critical items lost:

CADC

HSI (off flag)

HYD PRESS (frozen)

ADI, HSI, Fuel Quantity

Critical items lost:

OIL Pressure (frozen)

Speedbrakes

AOA Indexer

LG DOWN Permission

Critical items lost:

LG WHEELS Down Lights

Autopilot

SEAT NOT ARMED Caution Light

LGUPDN Command

Critical items lost:

HUD

AIRCRAFT BATTERY

(ALT GEAR extension

Button (DN LOCK REL

Console Lights

*VHF radio is also inoperative because

NONESSENTIAL AC BUS NO. 2

EMERGENCY AC BUS NO. 1

EPU

EMERGENCY DC BUS NO. 1

EMERGENCY DC BUS NO. 2

BATTERY BUS NO. 1

BATTERY BUS NO. 2

FTIT (indicates < 200)

SAI (off flag)

EPU Fuel (indicates < zero)

Channel 1 Brakes

Critical items lost:

LG WHEELS Down Lights

Intercom*

UHF Radio

Critical items lost:

RPM (indicates < zero)

Channel 2 Brakes

LGWarning Light

Hook

TWS

TACAN

MFD's (off)

STBY

ESSENTIAL AC BUS

EMERGENCY AC BUS NO. 2

VVI (off)

ILS

GEN

button required)

required)

and Parking Brake

(handle)

the ability to key either radio is lost.

Drag Chute

HMCS

III

VHF Radio

EGI

III

Parking Brake

III

Figure 36.(Sheet 9)

T.O. GR1F16CJ1

361

ENGINE MALFUNCTIONS

PW 229

The EDU compares expected versus actual engine

operation. The purpose of the EDU MFL is to provide

maintenance personnel with an early indication of an

engine condition which requires correction. No action is

required for an engine MFL at anytime during a flight.

Low altitude, for engine malfunction purposes, is

generally defined as 10,000 feet AGL or below. If an

engine malfunction is suspected, the initial reaction

should be to trade excess airspeed for altitude.

Unless

a suitable airfield is within gliding distance, turns

should be avoided as they decrease the amount of

time/altitude available to successfully recover engine

performance or prepare for ejection. Optimizing the

exchange of airspeed for altitude must be a priority

action for any engine malfunction. Above 350 knots,

more time is available by performing a zoom climb

using a 3g pullup to 30degree climb until

approaching the desired airspeed (use approximately

50 knots lead point) and then initiating a zerog

pushover. Below 350 knots and above the minimum

recommended ejection altitude, more time is

available by performing a constant altitude decelera

tion to the desired airspeed. If below the minimum

recommended ejection altitude and below 350 knots,

primary concern should be to trade excess airspeed

for altitude in preparation for ejection. If appropriate,

jettison stores as soon as possible.

With engine failure or flameout,

OBOGS is inoperative. Activate EOS if

OXY LOW warning light illuminates

above 10,000 feet cockpit altitude.

For any situation where automatic activation of the

EPU is relied upon, verify that the EPU run light is

on to insure that the EPU has started. If the EPU run

light is off, position the EPU switch to ON.

Idle thrust in SEC during ground operation is

approximately twice that in PRI. After landing in SEC,

consider minimizing taxi distance and consider

following HOT BRAKES procedures, this section.

Engine Fire

PW 229

Generally, the first indication of fire in the engine

compartment is the ENG FIRE warning light.

Abnormal fuel indications (quantity/flow) may also be

present. FTIT probably will not be higher than normal.

Explosions, vibrations, or engine instrument fluctua

tions are usually indicative of a serious engine problem;

engine failure may be imminent. Immediate action

should be taken to reduce thrust to the minimum

practical level after attaining safe ejection parameters.

If within gliding distance of a suitable runway, consider

shutting the engine down. Sufficient time should exist

to analyze the situation and make an ejection versus

land decision. The ejection decision should be based on

visual and/or cockpit indications that the fire is

persisting. Cockpit indications include continued

illumination of the ENG FIRE warning light and

subsequent FLCS malfunctions/degraded flight con

trols or subsequent loss of either hydraulic system.

Fires can also occur in the exhaust nozzle area when

using AB. These fires are the result of portions of the

nozzle failing which allows the AB plume to burn

through the nozzle. Ventilation should inhibit forward

movement of the fire into and through the engine bay.

Since these fires are aft of the detection circuit, the

ENG FIRE warning light will not illuminate.

Additionally, the nozzle position indications are

normal, and there are no vibrations or instrument

fluctuations. In most cases, these ABrelated nozzle

fires are detected by someone outside the aircraft

(wingman, tower, etc.). When operating in AB and a

fire is reported at the rear of the aircraft, retard

throttle below AB immediately. This action should

extinguish a nozzle fire within approximately 3045

seconds and minimize damage to the aircraft skin,

speedbrakes, nozzle, and flight controls; however,

nozzle damage may result in a noticeable thrust loss.

A failure that causes an oil leak may also result in an

oilfed fire in the AB section. The fire may continue for

several minutes after the engine fails or is shut down

(until the oil supply is exhausted). Since the fire is

likely to be contained within the engine, the ENG

FIRE warning light does not illuminate.

If on takeoff and conditions permit:

Abort.

If takeoff is continued:

Climb.

Maintain takeoff thrust until minimum

recommended ejection altitude is attained

and then throttle to minimum practical.

Stores-Jettison (if required).

At a safe altitude:

Throttle-Minimum practical.

If fire occurred in AB, ENG FIRE warning

light may not illuminate. Fire should

extinguish after throttle is retarded; how

ever, nozzle damage may result in lower than

normal thrust.

T.O. GR1F16CJ1

362

If ENG FIRE warning light goes off:

FIRE & OHEAT DETECT button-Depress.

Determine if fire detection circuit is func

tional.

If fire persists:

Eject.

If fire indications cease:

Land as soon as possible.

OVERHEAT Caution Light

PW 229

Detection of an overheat condition in the engine

compartment, ECS bay, MLG wheel wells, or EPU

bay illuminates the OVERHEAT caution light.

Accomplish as many of the following as required to

extinguish the light. If the light goes off, verify the

integrity of the detection circuit by depressing the

FIRE & OHEAT DETECT button and land as soon as

possible.

If OVERHEAT caution light illuminates:

Throttle-Minimum practical.

FIRE & OHEAT DETECT button-Depress.

Determine if fire detection circuit is func

tional.

If OVERHEAT caution light remains on (or detect

circuit checks bad) and EPU is running:

EPU switch-OFF (if feasible).

If the EPU was manually turned on, consider

turning it off to determine if it is the source of

the overheat condition. If the OVERHEAT

caution light remains on, the EPU should be

turned back on.

If OVERHEAT caution light remains on (or detect

circuit checks bad):

OXYGEN-100%.

AIR SOURCE knob-OFF.

External fuel cannot be transferred in OFF or

RAM. Consider jettisoning tanks to decrease

drag if range is critical and the ECS cannot be

turned on for short periods of time to transfer

fuel.

With the ECS shut down or the AIR

SOURCE knob in OFF or RAM, the gsuit

does not inflate and PBG is disabled.

With the AIR SOURCE knob in OFF or

RAM, OBOGS is inoperative. Activate

EOS if OXY LOW warning light

illuminates above 10,000 feet cockpit

altitude.

Descend to below 25,000 feet and reduce air

speed to below 500 knots.

When airspeed is reduced and cockpit is

depressurized:

AIR SOURCE knob-RAM (below 25,000 feet).

External fuel cannot be transferred in OFF or

RAM. Consider jettisoning tanks to decrease

drag if range is critical and the ECS cannot be

turned on for short periods of time to transfer

fuel.

With the ECS shut down or the AIR

SOURCE knob in OFF or RAM, the

gsuit does not inflate and PBG is

disabled.

With the AIR SOURCE knob in OFF or

RAM, OBOGS is inoperative. Activate

EOS if OXY LOW warning light

illuminates above 10,000 feet cockpit

altitude.

Nonessential electrical equipment-Off.

NOTE

If in VMC and the ADI and HSI are not

required for flight, the EGI should be

considered nonessential.

If OVERHEAT caution light still remains on (or

detect circuit checks bad):

TANK INERTING switch-TANK INERT

ING even if Halon is not available.

10. LG handle-DN (300 knots/0.65 mach maxi

mum). (Use DN LOCK REL button if required.)

T.O. GR1F16CJ1

363

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. Nozzle

remains closed, resulting in higher

than normal landing thrust.

11. Land as soon as possible.

Engine Vibrations

PW 229

Some engines exhibit low frequency vibrations which

are nondamaging to both the airframe and engine.

The vibrations should disappear if engine rpm is

either increased or decreased.

Vibrations that change in intensity with throttle

movement and are present across the throttle/rpm

range may indicate a potential engine malfunction.

If vibrations persist:

Throttle-Minimum practical.

Land as soon as possible.

Oil System Malfunction

PW 229

An oil system malfunction is characterized by a

pressure (including fluctuations) below 15 psi at

IDLE or 30 psi at MIL, a pressure above 95 psi at any

thrust setting, pressure fluctuations greater than

psi at IDLE or

10 psi above IDLE, or by a lack of oil

pressure rise when the throttle is advanced. The OIL

pressure indicator can be used as an early indication

of oil loss. An indication of excessive oil loss is the lack

of oil pressure rise when the throttle is advanced in

the IDLE to MIL range. These conditions may not

occur until approximately onehalf the usable oil is

lost. The HYD/OIL PRESS warning light may not

illuminate until most of the usable oil is lost. At the

first indication of an oil system malfunction, take

immediate action to land as soon as possible.

Climbing to a higher altitude allows higher cruise

airspeed and increases glide range. However, if the oil

malfunction is caused by an internal engine oil leak,

the rate of oil loss is decreased at low altitude and

throttle settings. Usually it is advisable to climb to a

reasonable cruise altitude. Once at altitude, retard

throttle to approximately 80 percent rpm and do not

move the throttle unless absolutely required. With

zero oil pressure, any throttle movement may cause

the engine to seize. Minimize maneuvering g to

minimize loads. Plan an approach which allows a

flameout landing from any position should engine

seize. Refer to SIMULATED FLAMEOUT (SFO)

LANDING and FLAMEOUT LANDING, this section.

The EPU should be manually activated; otherwise, if

the EPU does not start automatically when the

engine seizes, the short time remaining before loss of

control may be inadequate for recognition of the EPU

failure and corrective action. Monitor hydrazine use

after activating the EPU. If consumption rate is too

high, cycle EPU switch to OFF, then NORM to

conserve hydrazine. Be prepared to place the EPU

switch back to ON if the engine seizes.

If an oil pressure malfunction is suspected:

Attain desired cruise altitude.

The rate of oil loss is decreased at low

altitudes and low throttle settings.

Stores-Jettison (if required).

Throttle-Approximately 80 percent rpm.

EPU switch-ON.

Monitor hydrazine use. If consumption rate is

too high, cycle EPU switch to OFF, then

NORM to conserve hydrazine. Be prepared to

place EPU switch back to ON if the engine

seizes.

Throttle-Do not move until landing is assured.

Throttle movement/rpm change may

cause engine seizure.

Do not start the JFS if engine seizure

has occurred or is anticipated. Start

ing the JFS may result in no brake/JFS

accumulator pressure for the brakes.

Land as soon as possible.

Plan to fly an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING and FLAME

OUT LANDING, this section.

Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

T.O. GR1F16CJ1

364Change 1

ENGINE FAULT Caution Light

PW 229

Illumination of the ENGINE FAULT caution light

indicates that an engine PFL item was detected.

If ENGINE FAULT caution light illuminates:

PFLD-Note PFL(s) displayed.

NOTE

If ENG BUS FAIL PFL is displayed or

has been displayed, MUX communica

tion with the EDU is no longer possible.

Subsequently, if an engine PFL occurs,

the ENGINE FAULT caution light

illuminates but cannot be reset and that

PFL cannot be displayed on the PFLD.

FACK,

FAULT ACK button-Depress

to acknowledge fault.

If ENGINE FAULT caution light does not reset when

the fault is acknowledged:

Throttle-85 percent rpm or less.

Land as soon as possible.

If ENGINE FAULT caution light resets when the

fault is acknowledged:

Refer to PILOT FAULT LIST-ENGINE, this

section.

AB RESET switch-AB RESET, then

NORM.

This action resets the DEEC and may clear

the failure condition.

FACK,

FAULT ACK button-De

press to perform fault recall.

The failure condition no longer exists if the

PFL is not present during the fault recall.

SEC Caution Light

PW 229

Illumination of the SEC caution light indicates that

the engine is operating in SEC. If the ENG CONT

switch is in

PRI,

NORM and the SEC

caution light is on, an automatic transfer to SEC has

occurred. The transfer may be due to a DEEC

malfunction, the DEEC sensing the loss of a critical

input signal to the DEEC, or loss of power to the

DEEC (engine alternator failure).

NOTE

Compressor stalls may result from

throttle movement in SEC above

40,000 feet MSL.

Transfers from SEC to PRI above

40,000 feet MSL may result in stalls.

Automatic transfers to SEC after an engine

alternator failure may also cause engine stalls. The

combination of stalls and an erroneously low rpm

indication may be incorrectly interpreted as a

nonrecoverable stall. Confirm that a nonrecoverable

stall actually exists before shutting down the engine.

If the SEC caution light illuminates while supersonic,

do not retard throttle below MIL until subsonic.

During landing in SEC, idle thrust is approximately

twice that in PRI with a normal nozzle because the

nozzle is closed.

NOTE

The ENG CONT switch should not be

returned to

PRI,

NORM after

landing in an attempt to open the

nozzle and decrease thrust.

If SEC caution light illuminates while supersonic:

Throttle-Do not retard below MIL until

subsonic.

Retarding the throttle below MIL

while supersonic may induce inlet

buzz which produces severe cockpit

vibration and probable engine stalls.

When subsonic or if SEC caution light illuminates

while subsonic:

Throttle-Verify engine responds normally to

throttle movement from IDLE to MIL; set as

required.

AB operation is inhibited. Above 40,000 feet

MSL, minimize throttle movement.

If the rpm indication is also zero or

erroneously low, the engine alternator

may have failed. If the engine is shut

down, an airstart may not be possible.

T.O. GR1F16CJ1

365

ENG CONT switch-SEC.

Land as soon as practical.

During landing in SEC, idle thrust is

approximately twice that in PRI with a

normal nozzle.

If engine is operating abnormally in SEC:

Refer to ABNORMAL ENGINE RESPONSE

PW 229

, this section.

FTIT Indicator Failure

PW 229

Certain failures of the FTIT indicator can cause

erroneous indications above 1100

C and illumination

of the ENGINE warning light. If all other engine

indications are normal and the engine responds

normally to throttle movement, the engine should not

be shut down. Routine missions should not be

continued since FTIT cannot be monitored.

Zero RPM/Erroneous RPM Indication

PW 229

If the RPM indicator displays a zero or erroneous

indication while other engine instruments indicate

normal operation, the cause is loss of power to the

indicator or indicator failure. Loss of power to the

indicator causes the ENGINE warning light to

illuminate. RPM indicator failure may not cause

ENGINE warning light illumination.

Assume engine alternator is inopera

tive or malfunctioning. If the engine is

shut down, an airstart may not be

possible.

If the RPM indicator displays a zero or erroneously

low indication accompanied by an automatic transfer

to SEC (SEC caution light illuminated), the engine

alternator may have failed. Since rpm cannot be

monitored, routine missions should not be continued.

If SEC caution light is illuminated:

Go to SEC CAUTION LIGHT

PW 229

, this

section.

If SEC caution light is not illuminated:

Land as soon as practical.

Abnormal Engine Response

PW 229

Refer to LOW THRUST ON TAKEOFF OR AT LOW

ALTITUDE (NONAB)

PW 229

, this section, if

appropriate.

Abnormal engine response is varied and generally

indicated by abnormal thrust in relation to throttle

position, engine oscillations (either continuous,

momentary, or recurring), a complete lack of engine

response to throttle movement, autoacceleration/de

celeration, exhaust nozzle failure, or insufficient

thrust. The DEEC detects and automatically

attempts to take corrective action for engine

malfunctions. This action may result in partially or

totally inhibited AB operation or in engine control

being transferred to SEC. The action taken by the

DEEC may be indicated by illumination of either or

both the ENGINE FAULT and SEC caution lights.

If thrust is too low to sustain level flight, turn

immediately toward the nearest suitable runway and

establish 250 knots airspeed. Consider jettisoning

stores to increase flying time available to complete

actions designed to restore usable thrust and improve

range in the event those actions are unsuccessful.

NOTE

In a partial thrust situation, thrust

available may increase as altitude

decreases. 250 knots approximates the

airspeed at which thrust required for

level flight is the lowest.

A throttle linkage problem should be suspected if

throttle movements in both PRI and SEC produce

either no rpm change or an rpm increase but no rpm

decrease. In either case, the OFF position does not

shut down the engine. If the throttle is stuck and

thrust is suitable for sustained flight, attempts to free

the throttle should be delayed until within gliding

distance of a suitable landing field. If throttle is stuck

in AB, placing the ENG CONT switch to SEC

terminates AB and provides SEC MIL thrust. If

throttle is stuck or otherwise prevented from normal

movement, control might be regained by depressing

the cutoff release, rotating the throttle outboard,

and applying necessary force.

The engine may roll back, which prevents the engine

from reaching normal rpm and FTIT levels when the

throttle is advanced. This rollback is generally caused

by the DEEC sensing an outoflimits condition and

may not be accompanied by a SEC caution light. For

this situation or any abnormal engine response below

AB, follow the procedures of this section until the

situation is corrected.

T.O. GR1F16CJ1

366Change 1

If thrust is too high to permit a safe landing, use

excess thrust to climb and maneuver toward the

nearest suitable airfield. Once high key for a flameout

landing is assured, follow procedures as outlined in

FLAMEOUT LANDING, this section. Activate the

JFS and EPU and then shut down the engine as soon

as landing is assured (normally high key) by placing

the throttle to OFF or, if necessary, by placing the

FUEL MASTER switch to OFF.

If the decision is made to manually select SEC while

subsonic below 40,000 feet MSL, set the throttle to

midrange or above before positioning the ENG CONT

switch to SEC.

Failure to monitor sink rate and height

above terrain while applying low

thrust recovery procedures can result

in ejection outside ejection seat perfor

mance envelope.

If the throttle is stuck and thrust is

suitable for sustained flight, attempts

to free the throttle should be delayed

until within gliding distance of a

suitable landing field.

Jettison stores when necessary to

increase flying time available to

accomplish actions designed to restore

thrust.

NOTE

Transfer to SEC removes stall recovery

logic. If SEC is selected while the

engine is stalling, a stagnation may

occur.

The ENG CONT switch should not be

returned to

PRI,

NORM after

landing in an attempt to open the

nozzle and decrease thrust.

If in AB or supersonic:

Throttle-MIL.

Retarding the throttle below MIL

while supersonic may induce inlet

buzz which produces severe cockpit

vibration and probable engine stalls.

If thrust is low and nozzle is suspected to be failed

open, damaged, or missing:
2.

Refer to NOZZLE FAILURE

PW 229

, this

section.

If problem still exists:
3.

AB RESET switch-AB RESET, then

NORM.

Airspeed-250 knots (if thrust is too low to

sustain level flight).

If problem still exists:
5.

Throttle-IDLE.

ANTI ICE switch-OFF.

Stalls may be caused by the antiice valve

failing to close at high throttle settings

(above midrange).

Throttle-Slowly advance to minimum practical.

Attempts to establish a minimum practical

throttle setting that provides sufficient

thrust may result in repeated stalls that

clear when the throttle is retarded. Note

stalled RPM/throttle position and attempt

to establish a lower throttle setting that

provides sufficient thrust.

If current thrust will allow a safe landing:
8.

Land as soon as possible.

If suitable thrust cannot be attained or thrust is too

high to permit a safe landing:
8.

Throttle-Midrange.

ENG CONT switch-SEC.

Transfer to SEC while supersonic should be

accomplished with the throttle at MIL; if the

throttle can not be retarded to MIL, transfer

to SEC is permissible with the throttle in AB.

Subsonic transfers to SEC below 40,000 feet

MSL should be accomplished with the

throttle at midrange or above.

10. Throttle-Minimum practical.
If current SEC thrust will allow a safe landing:
11. Land as soon as practical.

During landing in SEC, idle thrust is

approximately twice that in PRI.

An SFO is not recommended if engine

is operating satisfactorily in SEC.

T.O. GR1F16CJ1

Change 1367

When landing is assured:

12. Throttle - Verify engine responds normally to

throttle movement from IDLE to MIL; set as

required.

If suitable thrust cannot be attained:

11. ENG CONT switch-

PRI,

NORM.

12. Throttle-AB (if required to sustain level

flight).

13. Land as soon as possible.

If thrust is too high to permit a safe landing:

NOTE

If throttle is stuck, control might be

regained by depressing the cutoff

release, rotating the throttle outboard,

and applying necessary force.

11. Plan a flameout landing. Refer to FLAMEOUT

LANDING, this section.

Do not start the JFS if engine seizure

has occurred or is anticipated or if

engine failure is a result of fuel

starvation. Starting the JFS may

result in no brake/JFS accumulator

pressure for the brakes.

When prepared to land (normally high key):

Delaying engine shutdown can result

in a long, fast landing. Wheel braking

is less effective due to lack of WOW and

there is an increased probability of a

missed cable engagement.

12. Throttle-OFF.

If throttle is stuck or engine does not respond,

shut down the engine with the FUEL

MASTER switch. At MIL, the engine flames

out in approximately 6 seconds. At IDLE, the

engine flames out in approximately 45

seconds.

13. Hook switch-DN (if required).

The hook may miss the cable if the

aircraft is not slow enough to compress

the MLG struts sufficiently to make

WOW or if forward stick pressure is held.

Nozzle Failure

PW 229

Exhaust nozzle malfunctions and nozzle control

system malfunctions can result in the nozzle being too

far open or too far closed. These malfunctions can

result in loss of AB capability, engine stalls, or low

thrust. Separation of the nozzle assembly from the

engine is also possible and results in low thrust. The

ENG THST LOW PFL is displayed for failed

open/missing nozzle events.

A failed closed nozzle results in normal thrust below

AB and stalls when AB is attempted.

Low or insufficient thrust can be caused by a failed

open, damaged, or missing nozzle or a nozzle control

system malfunction. If thrust is too low to sustain

level flight, turn immediately toward the nearest

suitable runway and establish 250 knots. With a

missing nozzle, level flight may not be possible above

8000 feet MSL.

Thrust available should increase as altitude de

creases. The airspeed at which thrust required for

level flight is the lowest is approximately 250 knots.

Indications of a nozzle loss are as follows:

An initial loud bang or pop, similar to a compressor

stall, but rpm is stable above 60 percent; in PRI

MIL, engine rpm is approximately 5 percent lower

than normal and FTIT is approximately 250

lower than normal; fuel flow is lower than normal;

the nozzle is likely indicated in the full closed

position; and thrust is decreased. Malfunctions of

the exhaust nozzle control system may have

symptoms similar to a missing nozzle, but the

nozzle may indicate full open since the nozzle

actuation system is intact.

Presence of the ENG THST LOW PFL indicates

that the DEEC has detected the malfunction and

has activated logic to increase the thrust available

in PRI. AB is inhibited. Remain in PRI if possible,

as it should provide a sufficient level of thrust while

also maintaining safe engine operation.

T.O. GR1F16CJ1

368

If level flight cannot be attained by 1000 feet above

minimum safe ejection altitude or minimum safe

altitude with the ENG CONT switch in PRI, select

SEC. Set the throttle as required to maintain 250

knots. Continuous operation above 850

C in SEC is

likely to result in catastrophic engine failure and

fire in as little as 5 minutes.

If thrust is low and a failed open, damaged, or missing

nozzle is suspected:

Throttle-MIL or below.

Stores - Jettison (if required).

Airspeed - 250 knots.

If thrust is sufficient to reach a suitable landing

field:

Land as soon as possible. Plan a flameout

landing. Refer to FLAMEOUT LANDING, this

section.

If unable to reach a suitable landing field and level

flight cannot be maintained by 1000 feet above

minimum recommended ejection altitude or mini

mum safe altitude, whichever is appropriate:

ENG CONT switch - SEC.

NOTE

SEC should only be selected when it

becomes apparent that sufficient

thrust cannot be achieved in PRI. SEC

eliminates the additional thrust and

the engine protection benefits pro

vided by the DEEC in PRI. The nozzle

loss logic holds the engine in PRI for

these reasons.

Throttle-As required to maintain 250 knots in

level flight above minimum recommended

ejection altitude or minimum safe altitude,

whichever is appropriate.

With nozzle loss, catastrophic engine

failure and fire are probable with

prolonged high power settings above

850

C FTIT while in SEC.

If airspeed drops below 250 knots, trade

altitude to reacquire 250 knots. Do not

descend below minimum recommended

ejection altitude or minimum safe

altitude, whichever is appropriate.

Land as soon as possible. Plan a flameout

landing. Refer to FLAMEOUT LANDING, this
section.

AB Blowout/Failure To Light

PW 229

An AB blowout is indicated by the nozzle opening

then closing after the throttle is advanced to AB. If an

AB blowout occurs and the throttle is left in AB, the

DEEC automatically recycles the AB up to three

additional times (each cycle indicated by the nozzle

opening and closing). An AB nolight is indicated by

the nozzle failing to start open within 5 seconds of

advancing the throttle to AB (nozzle remains closed

or shows minimal movement). If an AB no light occurs

and the throttle is left in AB, the DEEC automatically

attempts to relight the AB up to 3 times. The initial

attempt and 3 subsequent no lights could take up to

20 seconds. A combination of no lights and blowout

recycles could take longer. If further AB attempts are

required and the DEEC has completed all recycle

attempts, then the throttle must be retarded to MIL

or below and advanced to AB.

If the AB blowout/failure to light was not

accompanied by an ENGINE FAULT caution light,

flight may be continued. If an ENGINE FAULT

caution light also occurred, refer to ENGINE FAULT

CAUTION LIGHT

PW 229

, this section.

ENGINE STALLS

PW 229

The three primary causes of a stall are inlet flow

distortion, AB instabilities, and hardware malfunc

tions. During normal aircraft operation, inlet flow

distortion severe enough to cause an engine stall is

not expected. However, under some departure

conditions, inlet flow distortion may induce engine

stalls. Hardwareassociated stalls may result from a

failed nozzle, control system malfunctions, antiice

system failed on, or FOD.

Stalls may be caused by an antiice valve failed in the

open position at high thrust settings (throttle above

midrange). The engine should be operable with this

condition by limiting throttle position to midrange or

below. If flight conditions permit, place the ANTI ICE

switch to OFF.

Content .. 20 21 22 23 ..

F16C/D. FLIGHT MANUAL (2002) - page 22

F16C/D. FLIGHT MANUAL (2002) - page 22