F16C/D. FLIGHT MANUAL (2002) - page 26

T.O. GR1F16CJ1

3116

F

Prior to landing with a significant

asymmetric LEF condition, consider

aircraft configuration, pilot experience

level, pilot arm fatigue, airfield facili

ties, weather, winds, and light condi

tions (day/night). If conditions are not

favorable, a controlled ejection is

recommended.

F

If crosswind component is greater than

10 knots, choose a runway, if possible,

which allows landing with the heavy

wing upwind. Fly a shallow, straightin

approach at approximately 8 degrees

AOA (fly no lower than 6 degrees AOA)

with minimum roundout for touch

down. Use rudder, as required, to align

aircraft with the runway immediately

prior to touchdown.

8.

Stick - Lower the nose immediately after

touchdown.

Until WOW, forward stick pressure in

excess of approximately 2 pounds

results in full trailing edge down

deflection of the horizontal tails with

reduced directional control and wheel

braking effectiveness.

If departureend arrestment is required:

9.

HOOK switch - DN.

Trim Malfunction

Trim malfunction is detected by an increase in stick

pressure required to maintain the desired attitude or

by a lack of response to stick trim inputs.

1.

TRIM/AP DISC switch - DISC, then NORM.

If normal operation is not restored:

2.

TRIM/AP DISC switch - DISC.

Autopilot cannot be engaged.

3.

ROLL and PITCH TRIM wheels - As required.

Stick Interference

Prior to any ejection seat movement,

clear the area around the stick.

Stick interference can occur at anytime for a number

of reasons. Known hazards include intentional or

unintentional input by the passenger/pilot not in

control, the utility light/adjustable sliding holder, or

the right lapbelt buckle.

Contact between the right leg/knee and the stick can

result in an unintentional right roll command. The

resulting right roll may be perceived as a flight

control problem especially in the 

D

 aircraft  when a

passenger/pilot not in control unknowingly interferes

with the stick. The probability of interference is

increased with feet on the floor versus feet on the

rudder pedals, bulky personal equipment, or gsuit

inflation.

D

 The passenger/pilot not in control

must take care not to interfere with the

stick as a result of leg/knee movement

or gsuit inflation. If stick interference

is suspected, the pilot in control should

depress the paddle switch to eliminate

undesired inputs.

Contact between the utility light/adjustable sliding

holder and the stick can result in unintentional stick

commands. Unintentional stick commands may be

perceived as a flight control problem. If

uncommanded stick inputs are encountered, check

for interference between the stick and utility

light/adjustable sliding holder.

Failure to properly secure utility

light/adjustable sliding holder can

result in stick interference. The

adjustable sliding holder may become

loose and come in contact with the

stick. 

D

 If stick interference is

confirmed, undesired inputs may be

eliminated by placing the STICK

CONTROL switch to the appropriate

position and depressing the paddle

switch.

T.O. GR1F16CJ1

3117

If the seat is moved after an object (especially the

right lapbelt buckle) becomes lodged between the seat

and stick, unintended stick inputs can occur.

Reversing the direction of the initial seat movement

should correct the situation.

F

The lapbelt should remain fastened at

all times. If the lapbelt is opened in

flight, caution must be taken to insure

the right lapbelt buckle does not

become lodged between the ejection

seat and stick.

F

Do not move the seat with the lapbelt

disconnected.

FUEL MALFUNCTIONS

Fuel Management System PFL

An FMS FAIL PFL indicates that the fuel reference

voltage supplied to the 

PX II

 FCC, 

PX III

 MMC is out

of tolerance. Fuel system effects associated with the

PFL range from degraded FCC fuel computations

(e.g., BINGO fuel) to degradation/failure of the fuel

quantity indicating system. If an FMS FAIL PFL

occurs, monitor the FUEL quantity indicator for

proper operation.

Fuel Leak

A fuel leak may first be noticed by visual means, fuel

imbalance, an unexpected FWD or AFT FUEL LOW

caution light, or an unusually high fuel flow

indication. Monitor the totalizer to determine

whether or not a leak exists.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

1.

Range - Maximize.

If a suitable landing field is not within gliding

distance, consider increasing airspeed and

altitude (without the use of AB) to maximize

range by using fuel which would otherwise be

lost.

Avoid negative g flight when either

reservoir is not full.

If fuel flow is abnormally high:

2.

ENG FEED knob - OFF.

Leak is in the engine feed line or engine

components.

3.

Land as soon as possible.

Consider stores jettison if range is critical.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If fuel flow is normal:

2.

ENG FEED knob - NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

If leak is from the forward system:

3.

FUEL QTY SEL knob - Out of NORM.

This action stops automatic forward fuel

transfer.

If external tanks contain fuel:

4.

TANK INERTING switch - TANK INERTING

to reduce internal tank pressurization.

If external tanks are not installed or when they are

empty:

5.

AIR REFUEL switch - OPEN.

6.

Land as soon as possible.

Consider stores jettison if range is critical.

If aft fuel imbalance exists (aft CG):

7.

AOA - 15 degrees maximum.

Aft fuel heavy (red portion of AL

pointer showing) results in increased

susceptibility to departure and deep

stall conditions. Limit AOA and avoid

maximum command rolling maneu

vers.

If twopoint aerodynamic braking is

used with an aft CG, pitch overshoots

may occur and the nozzle,

speedbrakes, and ventral fins may

contact the runway.

T.O. GR1F16CJ1

3118

Fuel Low

A fuel low caution light may be caused by a fuel leak,

trapped external fuel, 

PX III

 trapped CFT fuel, a fuel

imbalance between the forward and aft systems,

prolonged AB operation, or a fuel sensing problem.

The FWD FUEL LOW and AFT FUEL LOW caution

lights indicate either a reservoir fuel level sensing

system malfunction or that reservoir tank quantities

are less than:

  

C

                                       

D

    

        FWD 400 pounds              FWD 250 pounds

   

        AFT 250 pounds                AFT 400 pounds

If FWD FUEL LOW and/or AFT FUEL LOW caution

light illuminates:

1.

Fuel flow - Reduce to the minimum required to

sustain flight below 6000 pph.

Limit fuel flow to the minimum

required to sustain flight while the

cause of the fuel low light(s) is

determined. Avoid negative g flight

when either reservoir is not full.

2.

ENG FEED knob - NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

3.

FUEL QTY SEL knob - RSVR.

Leave FUEL QTY SEL knob out of NORM if

FUEL quantity indicator displays erroneous

information.

If either or both reservoir tanks are low:

NOTE

Fuel flow indications may fluctuate

with either reservoir empty.

4.

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

5.

Go to FUEL LEAK, this section.

If external fuel has not transferred:

6.

Go to TRAPPED EXTERNAL FUEL, this

section.

PX III

 If CFT fuel has not completely transferred:

7.

Go to TRAPPED CFT FUEL, this section.

If forward and aft fuselage fuel is not properly

balanced:

8.

Go to FUEL IMBALANCE, this section.

If fuel is properly balanced:

NOTE

A fuel line between the reservoir and

FFP may be ruptured, causing fuel to

cycle between tanks in the same

system.

9.

Land as soon as possible.

If reservoir tanks indicate full:

4.

FUEL QTY SEL knob - TEST.

If AL and/or FR pointers test bad, or FUEL quantity

indicator is inoperative:

5.

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If AL and FR pointers test good:

6.

Individual fuel quantities - Check and

compare with totalizer.

Monitor reservoir tanks to insure they are

maintained full.

7.

Land as soon as practical.

Hot Fuel/Oil or Gravity Feed

Gravity feed from the reservoirs to the engine occurs

after loss of the main and standby generators and

failure of either hydraulic system A or the FFP.

Failure of the FFP may be detected by improper fuel

balance. Fuel continues to be transferred to both

reservoirs by siphoning action. Fuel distribution

cannot be manually or automatically controlled

during gravity feed. Minimize aircraft maneuvering

for duration of flight. Due to the ingestion of air into

the engine fuel system, engine flameout may occur

when either reservoir tank empties. If the standby

generator is operating, one boost pump continues to

transfer fuel from the

C

forward,

D

aft reservoir

to the FFP.

T.O. GR1F16CJ1

Change 13119

Hot fuel, as indicated by the FUEL/OIL HOT caution

light, may result from high speed flight or fuel

system/heat exchanger malfunctions. Excess fuel

temperatures may result in engine malfunctions.

Engine flameout may occur at low flow rates

associated with the landing pattern due to hot fuel.

Fuel flow above 4000 pph minimizes fuel tempera

ture rise.

129

GE

 Hot engine oil, as indicated by the

FUEL/OIL HOT caution light, may also result from

high speed flight or fuel/oil heat exchanger

malfunctions. Sustained engine operation with

excessive oil temperature may result in engine

damage and/or failure.

If FUEL/OIL HOT caution light illuminates or

gravity feed situation exists:

F

Engine flameout may occur at low fuel

flow rates when in a hot fuel situation.

F

Engine flameout may occur when

either reservoir tank empties if a

gravity feed condition exists.

1.

AIR REFUEL switch-Check CLOSE.

2.

TANK INERTING switch-Check OFF.

3.

Altitude-10,000 feet maximum (if practical).

Minimize aircraft maneuvering for duration

of flight.

4.

Fuel flow-4000 pph minimum until landing

is assured when in a hot fuel situation.

If FUEL/OIL HOT caution light goes off:

5.

Land as soon as practical.

If FUEL/OIL HOT caution light remains on or

gravity feed situation exists:

5.

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

Fuel Imbalance

Refer to figure 315. A fuel imbalance when not

carrying an external fuel tank(s) indicates a system

malfunction. A fuel imbalance when carrying an

external fuel tank

(

s

)

 may be the result of normal

system operating tolerances.

Fuel Imbalance Indications

GR1F-16CJ-1-0127X37

FUEL IMBALANCE WARNING (AFT CG)

Fuel imbalance warning (red portion of AL

pointer) shows when forward fuselage fuel

(FR) indication is less than aft fuselage

fuel (AL) indication.

FUEL IMBALANCE WARNING (AFT CG)

Fuel imbalance warning (red portion of AL

pointer) shows when forward fuselage fuel

(FR) indication is more than 1350 pounds

less than aft fuselage fuel (AL) indication.

C

D

Figure 315.

T.O. GR1F16CJ1

3120

NOTE

F

Any correction required per total fuel

quantity usage with internal fuel only

indicates a system malfunction.

F

More than one correction per total fuel

quantity usage with either a 300gal

lon fuel tank or two 370gallon fuel

tanks indicates a system malfunction.

F

More than two corrections per total

fuel quantity usage with either a

300gallon fuel tank and two 370gal

lon fuel tanks or two 600gallon fuel

tanks indicate a system malfunction.

F

More than three corrections per total

fuel quantity usage with a 300gallon

fuel tank and two 600gallon fuel tanks

indicate a system malfunction.

F

PX III

 Placing the ENG FEED knob to

either FWD or AFT during external

tank fuel transfer may cause some fuel

to enter empty CFT's.

A fuel imbalance is indicated by the red portion of the

AL pointer. This may be caused by an FFP

malfunction, fuel leak, uneven or partial refueling

(either ground or AR), or a malfunction of the

automatic forward fuel transfer system. A fuel

imbalance may also occur as a result of a main

generator failure and an inoperative FFP (FFP

malfunction or system A hydraulic failure). In this

case, boost pump No. 3 still transfers fuel from the 

C

forward, 

D

 aft reservoir to the engine, creating the

imbalance.

An unexpected FWD or AFT FUEL LOW caution

light may also be an indication of fuel imbalance;

however, verify that forward fuselage fuel and aft

fuselage fuel (as indicated by AL and FR pointers

with FUEL QTY SEL knob in NORM) are not

properly balanced and that a leak does not exist

before selecting FWD or AFT ENG FEED.

If fuel imbalance is indicated by AL and FR pointers

with FUEL QTY SEL knob in NORM:

1.

Fuel flow-Reduce to the minimum required

to sustain flight below 6000 pph.

Limit fuel flow to the minimum

required to sustain flight while the

cause is determined. Avoid negative g

flight when either reservoir is not full.

If aft fuel imbalance exists (aft CG):

2.

AOA-15 degrees maximum.

Aft fuel heavy (red portion of AL pointer

showing) results in increased suscepti

bility to departure and deep stall

conditions. Limit AOA and avoid

maximum command rolling maneuvers.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

3.

Go to FUEL LEAK, this section.

If a fuel leak is not suspected:

4.

Fuel quantities-Check.

Use the FUEL QTY SEL knob to determine if

a trapped fuel condition exists. Refer to

TRAPPED EXTERNAL FUEL, this section, if

required.

5.

ENG FEED knob-FWD or AFT.

Use only to correct a forward and aft fuselage

fuel imbalance and not to correct imbalances

between reservoirs. Do not exceed 25,000 pph

fuel flow while balancing fuel.

If imbalance is not corrected:

6.

Land as soon as practical.

If twopoint aerodynamic braking is used

with an aft CG, pitch overshoots may

occur and the nozzle, speedbrakes, and

ventral fins may contact the runway.

If proper distribution is attained:

6.

ENG FEED knob-NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

7.

Fuel balance-Monitor.

T.O. GR1F16CJ1

3121

Trapped External Fuel

F

A TRP FUEL indication in the HUD

may be a symptom of an external fuel

leak. If a fuel leak is suspected

(indicated by abnormally high fuel

flow, by totalizer decreasing at abnor

mal rate, or by visual means), refer to

FUEL LEAK, this section.

F

With trapped external fuel, the total

izer does not indicate total usable fuel.

Usable fuel is the totalizer quantity

less the external fuel quantity.

NOTE

PX III

 If either INT WING & CFT

indication is greater than 700 pounds

and an external tank is empty, go to

TRAPPED CFT FUEL, this section.

Certain malfunctions can cause fuel to be trapped in

the external tank(s). The tank(s) in which fuel is

trapped can be detected by a periodic check of

external tank fuel quantities.

Accomplish steps 1 through 8 and 9 (if required)

without delay:

NOTE

Repeating or undoing any steps may

delay transfer.

1.

Fuel flow-Minimize.

2.

AIR REFUEL switch-Confirm in CLOSE.

3.

AIR SOURCE knob-Confirm in NORM or

DUMP.

4.

TEMP knob-MAN and adjust for comfort.

This action usually increases ECS air

pressure for external fuel transfer.

5.

TANK INERTING switch-TANK INERT

ING to reduce internal tank pressurization.

6.

EXT FUEL TRANS switch-WING FIRST.

NOTE

Selecting WING FIRST bypasses elec

trical components that, if malfunction

ing, can prevent fuel transfer from

external wing tanks, the centerline

tank, or all three external tanks. With

a three tank configuration, the first

indication that the centerline tank is

feeding is after the external wing

tanks are emptied.

7.

ENG FEED knob-NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

8.

Stick-Pulse aircraft in pitch several times by

applying differential g forces of approximately

"

2g.

If the AIR REFUEL switch was initially found in

CLOSE (step 2), perform step 9. If the AIR REFUEL

switch was initially found in OPEN (step 2), omit

step 9.

9.

AIR REFUEL switch-OPEN (1 second), then

CLOSE.

Open or close AR door at or below 400

knots/0.85 mach.

10. External tank fuel quantity-Monitor.

The time required to observe fuel transfer if

the malfunction is corrected can vary from

13 minutes (for a full centerline tank) to

1012 minutes (for three external tanks with

500 pounds fuel in each) if reservoir tanks

are full (i.e., both air ejectors are off).

If a trapped external fuel condition is

not discovered until either reservoir

tank is less than full or a fuel low light

is on, sufficient fuel transfer from the

external tank(s) may not occur even if

the malfunction is corrected. Consider

fuselage fuel to be the only usable fuel.

NOTE

If trapped external fuel occurs after air

refueling and completion of checklist

steps did not correct the malfunction,

consider descending well below the

freezing level to unfreeze the external

pressurization and vent valve. Cycling

the AR door at lower altitude may

restore normal operation.

11. Stores-Jettison (if required).

T.O. GR1F16CJ1

3122Change 1

Trapped CFT Fuel 

PX III

F

With trapped CFT fuel, the totalizer

does not indicate total usable fuel.

Until fuel transfer can be established,

fuselage fuel is the only available

usable fuel.

F

If a trapped CFT fuel condition is not

discovered until either reservoir tank

is less than full or a fuel low light is on,

sufficient fuel transfer from the CFT

may not occur even if the malfunction

is corrected. Consider fuselage fuel to

be the only usable fuel.

If an external tank transfer valve does not close

when the tank empties, air pressure is routed to the

CFT. This air may completely trap CFT fuel or may

cause as much as 800 pounds per side of CFT fuel to

vent overboard and trap the remaining CFT fuel.

Typically a centerline tank transfer valve failure will

affect both left and right CFT's and an external wing

tank transfer valve failure will affect the CFT on the

same side. A centerline tank failure may trap fuel in

both CFT's and both external wing tanks; in this

condition, the CFT fuel must be transferred before

the external wing tank fuel can be transferred.

1.

Fuel flow-Minimize.

2.

EXT FUEL TRANS switch-CFT FIRST / NO

FILL.

3.

FUEL QTY SEL knob-Check all positions.

If INT WING & CFT quantity remains

greater than 700 pounds and fuselage fuel is

decreasing and an external tank is empty,

fuel is trapped in the CFT.

If FWD FUEL LOW and/or AFT FUEL LOW caution

light is on:

4.

Stores-Retain any external tank containing

fuel; jettison any empty external tank and

other stores. Refer to JETTISON, this section.

5.

AIR REFUEL switch-OPEN for 1 minute

then CLOSE.

Open or close AR door at or below 400

knots/0.85 mach.

NOTE

Opening the AR door for 1 minute vents

pressure that may prevent transfer of

CFT fuel.

If FWD FUEL LOW and AFT FUEL LOW caution

lights are off:

4.

AIR REFUEL switch-OPEN.

Open or close AR door at or below 400

knots/0.85 mach.

NOTE

Opening the AR door depressurizes

external tanks and removes the cause of

trapped CFT fuel. It may take from 1

minute (centerline tank) to 4 minutes

(centerline tank and two 600gallon fuel

tanks) for external tank air pressure to

decrease to zero. With the air source

removed, CFT fuel can be transferred.

The wing turbine pump capability

limits the transfer rate of CFT fuel from

the internal wings to the fuselage.

5.

Fuel quantities-Monitor.

The time required to observe fuel transfer can

vary from 1025 minutes after AR door is

opened. Because CFT fuel is combined with

internal wing fuel, the INT WING & CFT

quantity will not immediately decrease. As fuel

transfers, the INT WING & CFT quantity

indication may be very erratic with jumps of

200 pounds. CFT fuel transfer is best

determined by observing a reduction in

fuselage fuel usage or an increase in fuselage

fuel.

NOTE

If no fuel transfer is apparent after 10

minutes with AR door open, consider

descending. A descent of 1/3 of the

altitude available may speed up the

process by increasing air pressure

behind the CFT fuel.

When each INT WING & CFT quantity is less than

200 pounds:

6.

AIR REFUEL switch-CLOSE.

NOTE

Closing the AR door repressurizes the

external tank(s). Repressurization

may be slow because of the failed

external tank and may not be suffi

cient to obtain normal external tank

transfer rate. With EXT TANK TRANS

switch in CFT FIRST/NO FILL, the

CFT's will remain empty.

T.O. GR1F16CJ1

Change 13122.1/(3122.2 blank)

If fuselage fuel is not sufficient to recover the

aircraft:

NOTE

Jettison of the failed empty external

tank will immediately remove the

source of air trapping the CFT fuel.

Jettison does not improve the fuel

transfer rate. However, once the failed

tank is removed, the AR door can be

closed so that the fuel system pressure

will increase and improve the CFT

transfer rate. Fuel in any remaining

external tank(s) may also transfer to

fill the internal wing.

7.

Jettison empty external tank(s).

8.

AIR REFUEL switch-CLOSE.

T.O. GR1F16CJ1

3123

HYDRAULIC MALFUNCTIONS

A hydraulic system failure is indicated by illumina

tion of the HYD/OIL PRESS warning light, FLCS

FAULT caution light, and ISA ALL FAIL PFL. The

HYD/OIL PRESS warning light illuminates when

ever either hydraulic system pressure drops below

1000 psi. The ISA ALL FAIL PFL may occur prior to

the HYD/OIL PRESS warning light.

With system B hydraulic failure, perform alternate

LG extension with the LG handle up. This action

reduces the possibility of failing to unlock a LG door

actuator or the NLG extend/retract actuator due to

low or fluctuating system B hydraulic pressure.

Single Hydraulic Failure

If hydraulic failure is due to structural

damage (e.g., battle damage, midair

collision, bird strike, fire, or hard

landing), the other system may be

damaged and failure can occur with

little warning. The HYD PRESS

indicator may show normal pressure

until system fluid is depleted.

SYSTEM A FAILURE

The FLCS ISA's are operating in the nonredundant

mode and the speedbrakes and FFP are inoperative.

1.

Land as soon as practical.

Make smooth control inputs and plan to fly a

straightin approach.

2.

System B HYD PRESS indicator-Monitor.

3.

Fuel balance-Monitor.

Fuel distribution must be controlled manu

ally.

SYSTEM B FAILURE

NOTE

EPU RUN light on may indicate a dual

hydraulic or PTO shaft failure.

The FLCS ISA's are operating in the nonredundant

mode and normal braking, NWS, AR door operation,

gun operation, and normal LG extension are lost. Low

hydraulic pressure may cause one or more LG

actuators to remain locked in the LG up position. LG

extension  should  be  attempted in sufficient time to

prepare for possible LG up landing. Drag chute

operation is normal using drag chute accumulator

pressure. Braking is available using brake/JFS

accumulator pressure. The fully charged brake/JFS

accumulators contain sufficient fluid for at least 75

seconds of continuous brake application. Use

aerodynamic braking to the maximum extent

possible. A single moderate and steady brake

application without cycling the antiskid should then

be applied. After stopping, engage the parking

brake. If there is reason to believe that the

brake/JFS accumulators are depleted or that

directional control may be a problem, an approach

end arrestment should be considered.

1.

Land as soon as practical.

Make smooth control inputs and plan to fly a

straightin approach.

2.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical).

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension

.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

3.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed resulting in

higher than normal landing thrust.

4.

HOOK switch-DN (if required).

Braking is available using brake/JFS accu

mulators only. To avoid brake activation and

loss of brake/JFS accumulator pressure, do

not rest feet on brake pedals. If the brake/JFS

accumulators are depleted or if directional

control may be a problem, consider an

approachend arrestment. Refer to CABLE

ARRESTMENT, this section.

T.O. GR1F16CJ1

3124

After landing:

5.

Stop straight ahead and engage parking brake.

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brakes and bleeds the

brake/JFS accumulators. To avoid

brake activation and loss of brake/JFS

accumulator pressure, do not rest feet

on brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

Dual Hydraulic Failure

A dual hydraulic system failure can be detected by

sluggishness or lack of response to flight control

inputs, decreasing pressure readings on both HYD

PRESS indicators, and associated warning and

caution lights. The EPU automatically provides

hydraulic pressure for system A when pressure of

both hydraulic systems drops below 1000 psi. The

systems affected by dual hydraulic system failure

after the EPU is running are the same as those

affected by system B failure. Refer to SYSTEM B

FAILURE, this section.

1.

EPU switch-ON (if EPU run light is off).

2.

System A HYD PRESS indicator-Check

pressure increasing.

If hydraulic pressure does not increase or control

response is lost:

3.

Eject.

If system A hydraulic pressure is restored:

3.

EPU run light-Check light on at idle thrust.

NOTE

Before landing, confirm that the EPU

operates (EPU run light is on) with the

throttle in IDLE. If the EPU run light

goes off, refer to ABNORMAL EPU

OPERATION, this section.

4.

Land as soon as possible.

Make smooth control inputs and plan to fly a

straightin approach.

5.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical). 

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension

.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

6.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed resulting in

higher than normal landing thrust.

7.

HOOK switch-DN (if required).

Braking is available using brake/JFS

accumulators only. To avoid brake activation

and loss of brake/JFS accumulator pressure,

do not rest feet on brake pedals. If the

brake/JFS accumulators are depleted or if

directional control may be a problem,

consider an approachend arrestment. Refer

to CABLE ARRESTMENT, this section.

After landing:

8.

Stop straight ahead and engage parking brake.

T.O. GR1F16CJ1

3125

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brakes and bleeds the

brake/JFS accumulators. To avoid

brake activation and loss of brake/JFS

accumulator pressure, do not rest feet

on brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

9.

Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

System B and Generator Failure (PTO Shaft)

A PTO shaft failure is indicated by failure of

hydraulic system B, the main and standby

generators, and the FLCS PMG. The EPU should

start automatically to provide emergency hydraulic

and electrical power. After accomplishing the

appropriate emergency procedures, refer to EMER

GENCY POWER DISTRIBUTION, this section, to

determine inoperative equipment.

NOTE

PX II

 The VHF radio is not powered

when the EPU is running or the main

generator is off line.

1.

EPU switch-ON (if EPU run light is off).

If EPU run light is off and control response is lost:

2.

Eject.

If EPU run light is on:

3.

 Throttle-As required.

Stall protection may be lost. Do not

retard throttle below MIL until sub

sonic.

4.

ADI-Check for presence of OFF and/or AUX

warning flags.

If warning flag(s) is in view, refer to EGI

FAILURE/TOTAL INS FAILURE, this section.

PX II

 If only AUX flag is in view, pitch

and roll attitude information is likely

to be erroneous due to INS autorestart

in the attitude mode when other than

straight and level, unaccelerated

flight conditions existed.

5.

Fuel balance-Monitor.

6.

EPU run light-Check light on at idle thrust.

NOTE

Before landing, confirm that the EPU

operates (EPU run light is on) with the

throttle in IDLE. If the EPU run light

goes off, refer to ABNORMAL EPU

OPERATION, this section.

7.

Land as soon as possible.

Make smooth control inputs and plan to fly a

straightin approach.

8.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical). 

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

9.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed, resulting in

higher than normal landing thrust.

T.O. GR1F16CJ1

3126

10. HOOK switch-DN (if required).

Braking is available using brake/JFS

accumulators only. To avoid brake activation

and loss of brake/JFS accumulator pressure,

do not rest feet on brake pedals. If the

brake/JFS accumulators are depleted or if

directional control may be a problem,

consider an approachend arrestment. Refer

to CABLE ARRESTMENT, this section.

After landing:

11. Stop straight ahead and engage parking brake.

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brake/JFS accumulators.

To avoid brake activation and loss of

accumulator fluid, do not rest feet on

the brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

12. EPU switch-OFF.

13. Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

EGI FAILURE 

PX III

Most EGI failures are apparent and affect flight

operations significantly.

It is possible for the displayed ADI and/or

HUD attitude to be in error with no ADI

OFF or AUX warning flags in view and

without an EGI or HUD MFL/PFL.

Displayed HSI and/or HUD headings

may also be in error with no HSI OFF or

ADI AUX warning flags in view and

without an EGI or HUD MFL/PFL.

Momentary warning flags may indicate

impending failure. To detect these

failures and maintain proper flight

orientation, basic and backup instru

ments must be crosschecked.

If the autopilot is engaged when an EGI failure occurs

or during an inflight alignment (IFA) or attitude

alignment (ATT), uncommanded pitch and roll flight

control inputs may occur.

The autopilot does not automatically

disengage with EGI failures. Failure

to manually disconnect the autopilot

may result in an unusual aircraft

attitude and disorientation.

The most likely cause of an EGI failure is loss of

primary and backup power to the EGI, causing a

shutdown. The EGI may also fail or shutdown due to

internal failures. The primary indication of an EGI

failure is the loss of attitude information (OFF and

AUX flags may be displayed on the ADI) and HSI

data. With ADI OFF and AUX flags displayed or

during an HSI failure, EGI MFL/PFL's may be

displayed.

NOTE

The EGI may continue to provide useful

attitude and navigation data with the

occurrence of EGI MFL/PFL's. If the

ADI OFF and AUX flags are not

displayed and data on the ADI and HSI

can be confirmed as valid, selection of

IFA or ATT will result in loss of the

existing attitude and navigation data

and the fault condition may prevent

successful completion of the alignment.

The emergency procedures for an EGI failure with

ADI OFF and AUX flags in view require either an

inflight or an ATT alignment. An inflight alignment

is preferred as it will provide complete navigation

capability (heading, attitude, steerpoint steering). In

addition, an inflight alignment uses GPS informa

tion and aircraft movement to derive an attitude

referenced to the horizon.

The attitude information derived from an ATT

alignment is based on the aircraft attitude that

existed when the ATT alignment was accomplished.

T.O. GR1F16CJ1

3127

The ATT alignment can provide attitude information

in approximately 10 seconds whereas an inflight

alignment requires approximately 1 minute to obtain

attitude information.

There are two inflight alignment selections - AUTO

IFA and MAN IFA. AUTO IFA is a GPSbased

alignment internal to the EGI. MAN IFA is a master

navigation filter based alignment that can use GPS

data or manual fix taking if GPS is unavailable. The

four options (listed from best to worst performance)

are AUTO IFA, MAN IFA (with GPS), MAN IFA (with

fix taking), and ATT. Refer to T.O. GR1F16CJ3411

for more detailed inflight alignment procedures.

If ADI OFF and AUX flags are in view or attitude is

erroneous:

1.

EGI knob-OFF for 10 seconds.

2.

Attitude-Establish straight, level, and unac

celerated flight.

3.

EGI knob-AUTO IFA.

4.

Attitude-Maintain straight, level, and unac

celerated flight until ALIGN replaces STBY in

the HUD and ADI AUX flag is out of view.

5.

Inflight alignment-Accomplish.

NOTE

Constant altitude (

$

 200 feet) coordi

nated turns (bank angle less than 45

degrees) to change heading by 45 to 90

degrees and holding the heading for 1

minute will assist completion of the

alignment.

6.

EGI knob-NAV after Maxg replaces ALIGN in

the HUD and RDY is removed from the DED EGI

page.

7.

ADI, HUD, and HSI-Verify accuracy of

attitude and navigation data.

If the AUTO IFA fails to complete after 10 minutes,

consider attempting a MAN IFA with GPS or with fix

taking:

8.

EGI knob-OFF for 10 seconds.

9.

Attitude-Establish straight, level, and unac

celerated flight.

10. EGI knob-MAN IFA.

11. Enter best available magnetic heading on the

DED MAN INFLT ALIGN page.

12. Attitude-Maintain straight, level, and unac

celerated flight until ALIGN replaces STBY in

the HUD and ADI AUX flag is out of view.

13. Inflight alignment-Accomplish.

NOTE

F

Fix taking procedures may be required

as indicated on the DED MAN INFLT

ALIGN page.

F

Constant altitude (

$

 200 feet) coordi

nated turns (bank angle less than 45

degrees) to change heading by 45 to 90

degrees and holding the heading for 1

minute will assist completion of the

alignment.

14. EGI knob-NAV after Maxg replaces ALIGN

in the HUD and RDY is removed from the DED

EGI page.

15. ADI, HUD, and HSI-Verify accuracy of

attitude and navigation data.

If the MAN IFA fails to complete after 10 minutes, the

attitude mode should be attempted:

16. EGI knob-OFF for 10 seconds.

17. Attitude-Establish straight, level, and unac

celerated flight.

18. EGI knob-ATT.

19. Attitude-Maintain straight, level, and

unaccelerated flight until ADI OFF warning

flag goes out of view after approximately 10

seconds.

20. ADI and HUD-Verify attitude information is

correct.

21.

C

 

DF

 

INSTR HDG knob-Slew HSI to match

best available magnetic heading.

INS FAILURES 

PX II

Most INS failures are apparent and affect flight

operations significantly.

An FLCS A/P FAIL PFL occurs if the autopilot is

engaged during an inflight alignment. The PFL can

be cleared after a full alignment is achieved by doing

an FLCS reset.

T.O. GR1F16CJ1

3128

Total INS Failure 

PX II

A total INS failure is normally indicated by the INS

BUS FAIL PFL. The ADI freezes with OFF and AUX

warning flags in view; the HSI compass card and

bearing pointer freeze; the HUD pitch ladder,

heading scale, roll scale, and FPM also blank;

magnetic heading is displayed only on the magnetic

compass; the FLCC AOS feedback function is

deactivated; and attitude reference is available only

on the SAI. When the INSTR MODE knob is in TCN

the HSI course deviation indicator, RANGE indicator,

and TOFROM indicator are operative, and the

capability to fly an inbound (or outbound) radial to (or

from) a TACAN station is available.

It is possible for the displayed ADI

and/or HUD attitude to be in error with

no ADI OFF or AUX warning flags in

view and without an INS or HUD PFL.

Displayed HSI and/or HUD headings

may also be in error with no HSI OFF

or ADI AUX warning flags in view and

without an INS or HUD PFL. Momen

tary warning flags may indicate

impending failure. To detect these

failures and maintain proper flight

orientation, basic and backup instru

ments must be crosschecked. Refer to

T.O. GR1F16CJ3411 for more de

tailed inflight alignment procedures.

1.

INS knob-OFF for 10 seconds.

2.

Attitude-Straight, level, and unaccelerated.

3.

INS knob-IN FLT ALIGN.

4.

Magnetic heading - Enter.

5.

Attitude-Straight, level, and unaccelerated

until ADI OFF warning flag goes out of view

after approximately 10 seconds.

6.

Auto or manual inflight alignment-Accom

plish.

Minimum performance is available with

return of the HUD FPM; return of MAX G

indicates full performance. INS knob can

remain in IN FLT ALIGN to insure the

highest performance by continuing the INS

updating process.

NOTE

Limit vertical maneuvering until the

FPM is displayed on the HUD. Failure to

do so could delay or prevent completion

of the inflight alignment.

If ADI OFF and/or AUX warning flag remains in view,

alignment is not possible and the attitude mode

should be attempted:

7.

INS knob-OFF for 15 seconds.

8.

INS knob - ATT.

9.

Attitude - Straight, level, and unaccelerated

until ADI OFF warning flag goes out of view

after  approximately 10 seconds.

10. ADI and HUD- Verify attitude information

correct.

11.

C

 

DF

 INSTR HDG knob-Slew HSI to match

best available magnetic heading.

OUTOFCONTROL RECOVERY

Refer to OUTOFCONTROL CHARACTERISTICS,

Section VI, for a detailed discussion of flight

characteristics and indications during departures,

deep stalls, spins, and recoveries.

In order to prevent a departure, immediately initiate

recovery after the low speed warning tone comes on.

Prompt recovery is even more critical with

heavyweight loadings or during hard maneuvering

since the airspeed bleedoff is more rapid. Additional

ly, a yaw departure may be prevented if controls are

promptly neutralized following an uncommanded

nose slice or roll hesitation.

In order to minimize time and altitude loss following

a departure, immediately release the stick and

rudder controls. The aircraft should be allowed the

opportunity to selfrecover. Selfrecoveries usually

occur within the first two postdeparture pitch

oscillations, and may take up to 1020 seconds.

Recovery is indicated by the nose dropping and the

AOA remaining below 25 degrees. Fly the aircraft at

a low AOA until airspeed reaches 200 knots or more

(if altitude permits) and recover from the resulting

dive. If the departure does not result in selfrecovery,

then the aircraft is in a deep stall or spin.

PW 229

 Departures at high altitude may result in an

engine stall. If in AB during an outofcontrol

situation, retard the throttle to MIL. If at MIL or

below, do not move the throttle. Do not advance the

throttle until beginning the dive recovery.

T.O. GR1F16CJ1

3129

129

GE

 Departures at high altitude may result in an

engine stall. Prolonged negative g flight at a high

engine thrust level may result in an engine bearing

failure. Retard the throttle to IDLE. Do not advance

the throttle until beginning the dive recovery.

Upright deep stalls may be very stable with little or

no pitch motions or may be very oscillatory with

large pitch, roll, and yaw motions. Generally, a clean

configuration results in a deep stall with a near

wingslevel pitching motion.

During upright deep stalls with a centerline store,

particularly a 300gallon fuel tank, the aircraft tends

to roll and yaw right while pitching up, and roll and

yaw left while pitching down. During deep stalls with

370gallon fuel tanks, the aircraft nose motion

appears triangular. This motion is characterized by a

roll and yaw right while pitching up, followed by a

pitch down, a hesitation, and yaw to the left.

In an upright deep stall or spin, the yaw rate limiter

automatically provides antispin controls and the

rudder authority limiter prevents pilot yaw

commands. The yaw rate limiter is effective in

preventing spins with almost all CAT I loadings.

However, following a yaw departure above 25,000

feet, aircraft with CAT I loadings that have all the

following characteristics may spin:

S

Centerline store.

S

Inlet mounted pod(s).

S

Lateral asymmetry greater than 300 pounds at

stations 1, 2, or 3.

Upright spins following a yaw departure can be

disorienting. The initial portion of the spin is

characterized by highly oscillatory motions and a

high yaw rate (70 to 100 degrees per second). Initially,

the aircraft spins roughly around the aircraft's flight

path at departure. As the spin continues, the rotation

axis eventually becomes vertical. Very noticeable

forward g (eyeballs out) and sideforces are present.

In a spin, the yaw rate must be allowed to subside

before the aircraft can be recovered. This may require

20 to 30 seconds. Pitch, roll, and yaw oscillations

associated with a deep stall should not be confused

with the continuous yaw rotation of a spin. When the

yaw rotation subsides, the aircraft will either recover

or will settle into an upright deep stall.

In an inverted deep stall or spin, the yaw rate limiter

automatically provides rudder against the yaw rate.

Roll and rudder commands should be avoided. Pilot roll

and rudder commands are inhibited when MPO is

engaged.

The aircraft must be rocked out of a deep stall with

the MPO switch held in OVRD until recovery is

complete. The MPO switch allows the pilot to use the

horizontal tail surfaces to reinforce pitch oscillations

until the pitch rates are sufficient for recovery. When

sufficient nosedown pitch rate is generated to reduce

the AOA below the deep stall AOA, the aircraft will

recover.
The MPO switch must remain in the OVRD position

during pitch rocking. If the MPO switch is released,

the horizontal tails reposition to reduce AOA and may

negate any pitch oscillations. Additionally, if the

MPO switch is positioned to OVRD without any stick

commands, the horizontal tails streamline and

prevent recovery.
In an upright deep stall, begin pitch rocking inphase

with nose movement; i.e., if the nose is pitching up,

pull back on the stick. Maintain aft stick until the

maximum pitch attitude is reached, which is

indicated by the nose stopping and reversing

direction, and then push full forward on the stick to

generate a nosedown pitch rate. If the nosedown pitch

rate is high enough to break the deep stall, the

aircraft will recover.
During some upright deep stalls, the aircraft may be

stable with essentially no pitching motion. In these

cases, pull full aft stick (away from the ground) and

monitor nose movement. If nose movement occurs,

continue stick cycling inphase. If nose movement is

not apparent after 34 seconds, then push full forward

on the stick to generate a nosedown pitch rate. This

nosedown pitch rate may be sufficient to reduce AOA

below the deep stall AOA and recover the aircraft. If

the nose does not continue down but reverses and

starts up, pull back on the stick and continue to

reinforce these pitch cycles. Proper pitch rocking is

accomplished by allowing the nose to lead stick

motion; i.e., when nose movement reverses, the stick

should be reversed. When sufficient nosedown pitch

rate is generated to reduce the AOA below the deep

stall AOA, the aircraft will recover.
During upright deep stalls that are not stable, roll

and yaw motions make it more difficult to determine

proper recovery inputs; however, pitch attitude is still

the best indication available. This pitch attitude is

determined by the nose position with respect to the

horizon. If unable to determine pitch motions with

outside references, the ADI may be useful.
With proper stick cycling, the magnitude of the pitch

oscillations progressively increases until large

enough for recovery. Rapid fore and aft cycling of the

stick or cycling out of phase with the pitching motion

of the aircraft will not be effective and may prevent

recovery. Pitch inputs must be abrupt and maximum

command. Pitch inputs that are smooth or less than

T.O. GR1F16CJ1

3130

maximum command do not generate pitch rate as

effectively, and may prevent recovery. Normally, only

one or two correctly applied cycles are required to

break a deep stall; however, the presence of stores,

particularly a 300gallon fuel tank or 370gallon fuel

tanks, may necessitate five or more properly executed

stick cycles for recovery. Altitude loss is approximate

ly 10001500 feet per pitch rock cycle.

If inverted, the same pitch rocking procedures apply

except if no pitch motion is apparent, the first stick

command should be full forward (away from the

ground). Inverted deep stalls are generally stable,

regardless of the stores configuration. Yaw oscilla

tions may be noticed, but do not affect recovery.

If the pitch rate is still high as the aircraft recovers,

there may be a tendency for the aircraft to continue

pitching through to a deep stall in the other direction.

Attempt to stop the nose in a near vertical dive by

tracking a spot on the ground. If the aircraft does

transition to an opposite AOA deep stall , it may be

very disorienting; however, pitch oscillations are

generally high and recovery should be rapid with a

few properly executed stick cycles. Recovery is

confirmed by the nose remaining down and the AOA

remaining in the normal range. As the airspeed

increases above 200 knots, release the MPO switch,

maintain neutral roll and yaw commands, and apply

pitch commands as required to recover from the

resulting dive using MIL/AB thrust.

F

Recovery from a deep stall condition

will present a low airspeed situation in

which the aircraft may require more

than 6000 feet of altitude to attain

level flight.

F

If recovery (pitch rate stopped, AOA

within -5 to +25 degrees, and airspeed

200 knots or greater) is not apparent

by 6000 feet AGL, eject.

The engine may stall when out of control. Also, FLCS

failure indications may occur. Ignore these indica

tions and concentrate on recovery.

In the event of a departure from controlled flight,

accomplish as much of the following as required to

effect a recovery:

1.

Controls - Release.

2.

Throttle-

129

GE

 IDLE, 

PW 229

 MIL if in AB.

PW 229

 If other than AB, do not move the

throttle.

If still out of control:

Positive g, AOA indicator pegged at 32 degrees

(upright deep stall) or negative g, AOA indicator

pegged at -5 degrees (inverted deep stall).

3.

MPO switch - OVRD and hold.

Maintain firm pressure.

F

The MPO switch must be held in the

OVRD position until the deep stall is

positively broken as evidenced by the

pitch rate stopping, AOA in the normal

range (-5 to +25 degrees), and airspeed

increasing above 200 knots. Early

release of the MPO switch may delay

recovery.

F

Failure to adequately secure and

tighten lapbelt may result in inability

to reach and operate the MPO switch

during outofcontrol situations.

4.

Stick - Cycle inphase.

Pitch rocking with a high sustained

yaw rate may prevent recovery. Delay

stick inputs until yaw rotation stops or

is minimized. Pitch, roll, and yaw

oscillations associated with a deep

stall should not be confused with the

continuous yaw rotation associated

with a spin.

OXYGEN MALFUNCTION 

PX II

The OXY LOW caution light indicates oxygen

quantity below 0.5 liter or pressure below 42 psi.

If OXY LOW caution light illuminates:

1.

Cockpit pressure altitude - 10,000 feet maxi

mum.

If unable to descend immediately:

2.

Emergency oxygen - Activate.

3.

Oxygen hose - Disconnect.