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F16C/D. FLIGHT MANUAL (2002) - page 28

T.O. GR1F16CJ1

SECTION V

OPERATING LIMITATIONS

TABLE OF CONTENTS

Page

Introduction

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Instrument Markings

. . . . . . . . . . . . . . . . . . . . . .

Engine Limitations

. . . . . . . . . . . . . . . . . . . . . . . .

Fuels

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

System Restrictions

. . . . . . . . . . . . . . . . . . . . . . . .

Terrain Following Radar

. . . . . . . . . . . . . . . . .

Jet Fuel Starter Limits

. . . . . . . . . . . . . . . . . .

Tire Speed Limit

. . . . . . . . . . . . . . . . . . . . . . . .

Brake Energy Limits

. . . . . . . . . . . . . . . . . . . .

Fuel System Limitations

. . . . . . . . . . . . . . . . .

One Reservoir Empty

. . . . . . . . . . . . . . . . .

Negative G Flight

. . . . . . . . . . . . . . . . . . . . .

Airspeed Limitations

. . . . . . . . . . . . . . . . . . . . . .

System Airspeed Limitations

. . . . . . . . . . . . .

Maximum Airspeed Operating

Limitations

. . . . . . . . . . . . . . . . . . . . . . . . . .

Low Airspeed Operating Limitations

. . . . . .

Prohibited Maneuvers

. . . . . . . . . . . . . . . . . . . . .

Gross Weight Limitations

. . . . . . . . . . . . . . . . . .

CenterofGravity Limitations

. . . . . . . . . . . . . .

Acceleration Limitations

. . . . . . . . . . . . . . . . . . .

AOA and Rolling Limitations

. . . . . . . . . . . . . . .

Stores Limitations

. . . . . . . . . . . . . . . . . . . . . . . . .

Asymmetric Stores Loading

. . . . . . . . . . . . . .

Miscellaneous Limitations

. . . . . . . . . . . . . . . . . .

Net Arrestment Limitations

. . . . . . . . . . . . . .

Crosswind Limits

. . . . . . . . . . . . . . . . . . . . . . .

INTRODUCTION

The aircraft and system limitations that must be

observed during normal operations are presented

in this section and T.O. GR1F16CJ12. Those

limitations that are characteristic of a special phase

of operations such as emergency procedures, etc.,

are not covered in this section.

INSTRUMENT MARKINGS

Refer to figure 51 for location and range of the

markings.

ENGINE LIMITATIONS

Refer to figure 52 for Engine Limitations and figure

53 for Engine-Operational Envelope.

FUELS

JP4, JP5, JP8; NATO F34, F35, F40, F43, and

F44; and commercial JET A, JET A1, and JET B

are approved fuels. Except for freeze point and

possible icing and corrosion inhibitor differences,

JP4, NATO F40, and JET B are equivalent and the

same operating limitations apply.

Operating and throttle movement limitations for

fuels other than JP4, NATO F40, and JET B, are

the same as for JP4, NATO F40, and JET B

except:Ground starts with temperature below

-4

F (-20

C) may produce more smoke and require

a longer time for engine lightoff. Ground starts

should not be attempted with fuel temperature

below -40

F (-40

C) except JET A which is -35

(-37

C). Airstart lightoff times also may be

slightly longer.

NOTE

PW 229

Changing operations from

JP4, NATO F40, or JET B may result

in an increase in the number of AB

recycles.

PW 229

Fuels with very high flash points (JP5,

NATO F43, and NATO F44) may leave visible

signature on AB cancellation at high altitude.

Approved fuels may be intermixed in any

proportion during ground or AR operations. No

change in engine operating limitations is required.

Due to fuel freeze points, non JP4 or NATO F40

fuel in external tanks may not transfer after

sustained operation (5 minutes or longer) below 275

knots from 25,00030,000 feet or below 0.72 mach

from 30,00042,000 feet (all non JP4 or NATO F40

fuels except JET A) or below 300 knots from

25,00030,000 feet or below 0.83 mach from

30,00042,000 feet (JET A).

NATO F34, NATO F40, and NATO F44 may not

contain corrosion inhibitor and NATO F35, NATO

F43, JETA, JET A1, and JET B may not contain

icing or corrosion inhibitors. Restrict operation

without icing inhibitor to one flight. Restrict engine

operation without corrosion inhibitor to 10

consecutive hours.

T.O. GR1F16CJ1

52Change 1

Certain fuels are heavier; refer to FUEL QUANTITY

INDICATION AND TANK ARRANGEMENT, Sec

tion I.

SYSTEM RESTRICTIONS

TERRAIN FOLLOWING RADAR

Refer to TF DISPLAYS AND OPERATION, T.O.
GR1F16CJ3411.

JET FUEL STARTER LIMITS

Refer to figure 54.

TIRE SPEED LIMIT

The MLG tires are certified for use to 225 knots

groundspeed. The NLG tire is certified for use to

PX II

217,

PX III

235 knots groundspeed.

BRAKE ENERGY LIMITS

Refer to T.O. GR1F16CJ11, Part 2 for brake

energy limits for maximum effort braking, taxi,

aborted takeoff, landing, and the effect on

turnaround capability. The actual energy per brake

may differ considerably from the value found in Part

2. This is caused by unequal energy distribution

between the brakes or residual heat from previous

braking. Maximum brake application speed is the

maximum speed from which the aircraft can be

stopped using maximum braking. This speed is

based on the capability of each brake to absorb a

maximum of 23.5 million footpounds of energy.

(Refer to T.O. GR1F16CJ11, Part 2 ABORTED

TAKEOFF MAXIMUM BRAKE APPLICATION

SPEED.)

Initiating maximum effort braking

above maximum brake application

speed may result in loss of braking

before the aircraft is stopped.

Danger zone procedures should be

followed for any event which requires

excessive braking.

If brake energy absorption is in the

danger zone, wheel fusible plugs

release tire pressure within 315

minutes after the stop.

FUEL SYSTEM LIMITATIONS

One Reservoir Empty

The maximum allowable fuel flow with one reservoir

empty is 25,000 pph.

Negative G Flight

Negative g flight with both reservoir tanks full is

limited to:

AB thrust - 10 seconds.

MIL thrust or below - 30 seconds.

NOTE

Negative g flight should be avoided

when a low fuel condition exists

(forward or aft reservoir not full) or

ENG FEED knob out of NORM.

AIRSPEED LIMITATIONS

Maximum airspeed operating limita

tions may be easily exceeded in level

flight due to the improved performance

engine excess thrust capabilities.

SYSTEM AIRSPEED LIMITATIONS

Refer to figures 53, 55, and 56.

MAXIMUM AIRSPEED OPERATING LIMITATIONS

Refer to figure 53. Maximum operating airspeed is

800 knots from sea level to 30,000 feet MSL. Above

30,000 feet MSL, the aircraft is limited to 2.05 mach.

Refer to figure 56 and T.O. GR1F16CJ12.

Maximum operating airspeed/mach may be reduced

as a result of system restrictions or stores limitations.

T.O. GR1F16CJ1

LOW AIRSPEED OPERATING LIMITATIONS

Recovery should be initiated no later than activation

of the low speed warning tone.

For CAT I configurations with drag

indices greater than 120, delaying

recovery until activation of the low

speed warning tone may result in

departure regardless of recovery tech

nique. Rapid airspeed decay may

reduce control authority to the point

that recovery inputs have no effect.

Low thrust settings, external fuel

tanks, or inlet pods increase the

possibility of a departure.

To avoid departures due to roll coupling, do not

operate with category III loadings below 200 knots

except for takeoff and landing.

Departures from controlled flight with

asymmetric category III loadings may

result in fast, flat (possibly nonrecov

erable) spins.

PROHIBITED MANEUVERS

The following maneuvers are prohibited:

Intentional departures and spins with any of

the following:

Symmetric category I loading with suspension

equipment or missiles at station 3, 4, 6, or 7.

Asymmetric category I loading.

Category III loading.

Altitude below 30,000 feet AGL.

CG aft of aft limit for the configuration being

flown.

Lateral fuel (internal and external) imbalance

greater than 200 pounds.

Repeated maximum rudder reversals.

Consecutive 360degree maximum command

rolls.

Maximum command rolling maneuvers above

1.8 mach and either above 3g or below 35,000

feet MSL.

Rudder rolls or rudderassisted rolls of more

than 90 degrees of bank angle change with any

store on station 3, 4, 6, or 7.

With LG and/or TEF's down:

Flight above 15 degrees AOA with stores at

station 3, 4, 6, or 7.

Maximum command rolls of more than 90

degrees of bank angle change.

Abrupt roll reversals above 550 knots and

below 20,000 feet MSL with the STORES

CONFIG switch in CAT I.

PX III

With CFT's installed, abrupt roll

reversals above 500 knots with the STORES

CONFIG switch in CAT I.

LESS

b6n

Rapid rudder release or reversal

above 300 knots/0.6 mach.

10.

LESS

b6n

PX III

Flight with CFT's installed and

CAT III configurations.

GROSS WEIGHT LIMITATIONS

The maximum allowable GW for ground handling,

taxi, takeoff, inflight, and landing is 48,000 pounds.

CENTEROFGRAVITY LIMITATIONS

Refer to T.O. GR1F16CJ52.

Generally, the aircraft is within CG limits when the

red portion of the AL pointer is not visible (FUEL

QTY SEL knob in NORM).

ACCELERATION LIMITATIONS

Acceleration limitations are contained in figure 57

this section, and T.O. GR1F16CJ12, figures 59

and 510.

Load factor limits should not be intentionally

exceeded. Notify maintenance of a possible overg if

symmetric maneuvering on the g limiter results in

a load factor greater than or equal to 9.5g/-3.2g or if

symmetric nong limiter maneuvering or asymmetric

T.O. GR1F16CJ1

maneuvering exceeds a positive or negative g limit

specified in this section. Provide details of the

occurrence (maximum g indication, airspeed, alti

tude, description of maneuver, fuel weight and

distribution, etc.) and HUD videotape if it is

available.

NOTE

SYM G limits apply to maneuvers

resulting from less than abrupt roll

stick inputs and in which roll rate does

not exceed 20 degrees/second. ROLL G

limits apply to maneuvers resulting

from abrupt roll stick inputs or

maneuvers in which roll rate exceeds

20 degrees/second.

A false maximum g indication may be

displayed in the HUD due to INU

vibration while the aircraft is at

maximum g. G indications above 10

(e.g., 0.2 for 10.2g) have been observed.

Due to the location of the accel

erometer, it should not be used to

determine maximum g force.

For evaluating a possible overg, deter

mine the allowable CARRIAGE MAX

ACCEL G for the actual store configura

tion at the time of the occurrence. Use of

T.O. GR1F16CJ12, figure 59, N

curves (if applicable) is permitted.

G's experienced during a wingtip vortex/

wake turbulence encounter should be

considered as asymmetrical when deter

mining if a g limit has been exceeded.

AOA AND ROLLING LIMITATIONS

Refer to figure 58. With heavy wing loadings, it may

be necessary to cancel the roll command up to 90

degrees early to avoid exceeding the maximum bank

angle limit. Except for emergency conditions, do not

fly category III loadings with the STORES CONFIG

switch in CAT I.

Category III loadings are not protected

from AOA or rollinduced departures

with the STORES CONFIG switch in

CAT I.

Damage to or failure of wing internal

structure can occur if rolling maneu

vers are performed with the STORES

CONFIG switch in CAT I while

carrying a category III loading.

An asymmetric loading is any asymmetry that

requires roll and/or yaw trim. Refer to ASYMMET

RIC LOADINGS, Section VI.

Nose slice and yaw departure may occur during

maximum command rolls on the CAT I AOA limiter

at high altitude when carrying a centerline tank.

Refer to YAW DEPARTURE, Section VI.

If the aircraft CG is near the aft limit,

departure may occur while performing

low airspeed, high AOA, maximum

command rolling maneuvers with

either of the following:

Asymmetric category I missile loadings

(station 2, 3, 7, or 8).

Speedbrakes opened.

The indicated bank angle change limit

is particularly critical for category I

loadings with 370gallon fuel tanks

plus suspension equipment on stations

3 and 7. Care is required with these

loadings to check the roll so as not to

exceed the indicated bank angle

change limit.

STORES LIMITATIONS

Refer to T.O. GR1F16CJ12, figure 510 for

authorized stores loading configurations and related

limitations.

ASYMMETRIC STORES LOADING

Refer to figure 317 for computation of asymmetric

moment. The maximum allowable asymmetric

(rolling) moment for ground handling, taxi, takeoff,

inflight, and landing is 25,020 footpounds.

Takeoff is prohibited when the roll trim necessary to

compensate for an asymmetric loading exceeds the

maximum roll trim available. Refer to T.O.

GR1F16CJ11, PART 2.

T.O. GR1F16CJ1

MISCELLANEOUS LIMITATIONS

NET ARRESTMENT LIMITATIONS

Refer to figure 55 for cable/net arrestment limits.

61QSII/BAK15 multielement net barrier systems

have the following designations: 24A, 30F, 40A, HP,

and MEN. Any net barrier system with these

designations, e.g., 61QSII/HP30 or MK6/MEN, is

compatible with the aircraft.

The 61QSII/BAK15 arresting system consists of two

major components an energy absorber and an

engagement device. The engagement device is the net

which is attached to the energy absorber. These

absorbers include heavy chains as used with the

MA1A system, friction brake systems such as the

BAK9 and 12, and water twisters as used in BAK13

systems. Because of the variety of energy absorbers in

use, it is not possible to establish one maximum

engagement speed for the aircraft. In each case, the

maximum engagement speed is determined by the

capabilities of the energy absorption system attached

to the net. For example, the HP30 is an all nylon,

three element net. It incorporates all the latest

technology and, coupled with a 1200foot runout BAK

12, should provide a 35,000pound F16 with

190knot arrestment capability.

CROSSWIND LIMITS

Refer to T.O. GR1F16CJ11, Part 2 for crosswind

limits for takeoff and landing.

T.O. GR1F16CJ1

Instrument Markings

GR1F-16CJ-1-1129X37

FTIT

RPM

HYDRAULIC PRESSURE

OIL PRESSURE

800 C GROUND ENGINE START

1070 C MAXIMUM STEADY STATE

97% MAXIMUM STEADY STATE

3250 PSI MAXIMUM

2850-3250 PSI NORMAL

95 PSI MAXIMUM

15 PSI MINIMUM

ENGINE F100-PW-229

Figure 51.(Sheet 1)

T.O. GR1F16CJ1

Instrument Markings

GR1F-16CJ-1-0129X37

FTIT

RPM

HYDRAULIC PRESSURE

OIL PRESSURE

935 C ENGINE START

108% MAXIMUM

3250 PSI MAXIMUM

2850-3250 PSI NORMAL

65 PSI MAXIMUM

15 PSI MINIMUM

ENGINE F110-GE-129

980 C MAXIMUM

Figure 51. (Sheet 2)

T.O. GR1F16CJ1

Engine Limitations

ENGINE F100PW229

GROUND

CONDITION

FTIT

RPM

OIL PSI

REMARKS

START

800

During cold start, oil pressure may be 100 psi for up to 1 minute

IDLE

625

15 (min)

Maximum FTIT in SEC is 650

MIL/AB

1070

3095

At MIL and above, oil pressure must increase 15 psi minimum above

IDLE oil pressure. Use transient rpm limit for takeoff

TRANSIENT

1090

3095

Time above 1070

is limited to 10 seconds

FLUCTUA

TION

5 IDLE

Must remain within steadystate limits. Inphase fluctuations of more

than one instrument or fluctuations accompanied by thrust surges indi

cate engine control problems Nozzle fluctuations limited to

2% at

above

IDLE

cate engine control problems. Nozzle fluctuations limited to

2% at

and above MIL. Fluctuations not permitted below MIL

IN FLIGHT

CONDITION

FTIT

RPM

OIL PSI

REMARKS

AIRSTART

870

IDLE

15 (min)

MIL/AB

1070

3095

Oil pressure must increase as rpm increases. Use transient rpm limit

with LG handle DN and for 3 minutes after LG handle is placed UP

TRANSIENT

1090

3095

Time above 1070

is limited to 10 seconds

FLUCTUA

TION

5 IDLE

Same as ground operation. Zero oil pressure is allowable for periods up

to 1 minute during flight at less than +1g

above

IDLE

Figure 52.(Sheet 1)

T.O. GR1F16CJ1

Engine Limitations

ENGINE F110GE129

GROUND

CONDITION

FTIT

RPM

OIL PSI

REMARKS

START

935

During cold start, oil pressure may be 100 psi for up to 2 minutes

IDLE

650

15 (min)

MIL/AB

980

108

2565

At MIL and above, oil pressure must increase 10 PSI minimum above

IDLE oil pressure

TRANSIENT

980

109

2565

FLUCTUATION

Must remain within steadystate limits. Nozzle fluctuations limited to

IN FLIGHT

CONDITION

FTIT

RPM

OIL PSI

REMARKS

AIRSTART

935

IDLE

15 (min)

MIL/AB

980

108

2565

Oil pressure must increase as rpm increases

TRANSIENT

980

109

2565

FLUCTUATION

Must remain within steadystate limits. Zero oil pressure is allowable

for periods up to 1 minute during flight at less than +1g

Figure 52. (Sheet 2)

T.O. GR1F16CJ1

510

1F-16X-1-4018X

MINIMIZE THROTTLE

MOVEMENTS IN SEC

TITUDE 1000 FEET

0.0

0.4

0.8

1.2

1.6

2.0

MACH NUMBER

0.2

0.6

1.0

1.4

1.8

2.2

Engine

NOTES:

Transfers from SEC to PRI should be performed below 40,000 feet MSL and subsonic with the throttle at

MIL or below.

ENGINE F100-PW-229

UNRESTRICTED THROTTLE

MOVEMENT IN SEC

Maximum operating airspeed is 800 knots from sea level to 30,000 feet MSL. Above 30,000 feet MSL, the

aircraft is limited to 2.05 mach.

DO NOT RETARD

THROTTLE BELOW

MIL UNTIL SUB-

SONIC IN SEC

Operational Envelope

Figure 53.(Sheet 1)

T.O. GR1F16CJ1

511

TITUDE 1000 FEET

0.0

MACH NUMBER

1F-16X-1-4019X

0.4

0.8

1.2

1.6

2.0

0.2

0.6

1.0

1.4

1.8

2.2

UNRESTRICTED THROTTLE

MOVEMENT IN SEC

Engine Operational Envelope

ENGINE F110-GE-129

DO NOT RETARD

THROTTLE BELOW

MIL UNTIL SUB-

SONIC IN SEC

Figure 53. (Sheet 2)

T.O. GR1F16CJ1

512

Jet Fuel Starter Limits

CONDITION

LIMITS

Normal Ground Operation

* Continuous motoring of the engine shall not exceed 4 minutes. After 4 minutes of con

tinuous motoring, a normal engine start may be initiated after 5 minutes of cooling

Normal Ground Operation

A minimum wait of 1 minute is required after each JFS start attempt to allow fuel

drainage from the JFS

Hot Start of Engine

Motor until FTIT is below 200

Airstart/In Flight

Below 20,000 feet MSL and 400 knots. 3minute maximum run time when the engine

is operating satisfactorily above 60 percent rpm; otherwise, unlimited

*Motoring is defined as JFS rotating the engine at 22 percent rpm,25 percent rpm

minimum with the throttle in OFF.

NOTES:

OAT between 20

F (-6

C) and 100

F (38

C). A minimum brake/JFS accumulator pressure of 3000 psi is required

for START 1 and 2800 psi is required for START 2.

OAT between -25

F (-32

C) and 20

F (-6

C) or OAT above 100

F (38

C). START 2 and a minimum brake/JFS accu

mulator pressure of 2800 psi are required.

OAT below -25

F (-32

C). START 2 and a minimum brake/JFS accumulator pressure of 3200 psi are required.

If one brake JFS accumulator is depleted, verify a minimum pressure of 3000 psi in the remaining brake/JFS accu

mulator before attempting START 2.

129

229

Figure

54.

T.O. GR1F16CJ1

Change 1513

Cable/Net Arrestment Limits

Compatible Cable Systems With Established Aircraft Limits

BAK6

BAK9

BAK12 (Standard, Extended, and Dual)

BAK13 (Navy designation is E28)

BAK14

BAK15 (NI) (Net barrier with cable for hook)

MAAS

*44B2L

ROUTINE ARRESTMENT

A planned event. Operational conditions are such that each landing requires arrestment. Such

operational conditions include operating from highways or from runways that are too short for

normal landings. The standard factor of safety is used to determine the maximum engagement

speed.

LIMITS - 150 knots for GW less than/equal to 42,300 pounds, 130 knots for GW greater

than 42,300 pounds, (*156 knots).

LIMITS - 146 knots (*160 knots).

EMERGENCY ARRESTMENT

An unplanned event. A reduced factor of safety is accepted and the corresponding maximum en

gagement speed is slightly higher than for a routine arrestment. With a ground level ejection capa

bility, a reduced factor of safety for the arrestment is possible since the pilot can still eject if the

arrestment fails.

LIMITS - 160 knots for GW less than/equal to 42,300 pounds, 140 knots for GW greater

than 42,300 pounds, (*171 knots).

LIMITS - 160 knots (*174 knots).

III

Compatible Cable Systems Without Established Aircraft Limits

Use of arresting systems without established aircraft limits may result

in failure of the hook, hook backup structure, or nose landing gear.

BLISS 500S6

TAGS BLISS 500S6B Transportable

44B3H/SP/WR

MAGS 44B3H/SP/WR Mobile

RHAG MK1

RHAG MK2

PUAG

PAAG

PIV/BAK12 Portable

Figure 55.(Sheet 1)

T.O. GR1F16CJ1

514

Cable/Net Arrestment Limits

Compatible Strut Engagement/Cable Systems Without Established Aircraft Limits

Use of arresting systems without established aircraft limits may result

in failure of the hook, hook backup structure, or nose landing gear.

MA1A Modified

MA1A/E5

MA1A/BAK9

MA1A/BAK12

NOTE

Attempting to engage an unmodified (nonhook capable) MA1A will most

likely be unsuccessful.

Compatible Net Barrier Systems

BAK15

SAFEBAR (Safeland Barrier)

Stanchions

61QSII

61QSIIM

MK6

NOTE

The above stanchions can be rigged with the following nets: HP30, HP40,

MEN241, MEN301, 24, 30, or 40. In addition, they will be associated with

the following energy absorbers: Chain (E5), BAK9, BAK12, BAK13,

34B, 44B, 500S, BEFAB 6:3, BEFAB 21:2, and BEFAB 24:4.

Other Net Systems

ARZ30/40

BEFAB 21:2/MK VI1 stanchion

BEFAB 6:3/MK VI1 stanchion

MK12A

RAF TYPE A

RAF TYPE B

Figure 55.(Sheet 2)

T.O. GR1F16CJ1

Change 1515/(516 blank)

Airspeed Limitations

(Systems)

SYSTEM OR CONDITION

KIAS/MACH

Canopy Open or in Transit

70 (includes

ground wind

velocity)

LG E t d d

i T

300/0.65, which

LG Extended or in Transit

300/0.65, which

ever is less

AR Door Opening/Closing

400/0.85, which

ever is less

AR Door Open

400/0.95, which

ever is less

Flight in Severe Turbulence

(+3g)

500

Drag Chute Deployment

170

Figure 56.

Acceleration

Limitations

LOAD FACTOR (g)

CONFIGURATION

SYMMETRIC ASYMMETRIC

TAKEOFF

+4 0 0 0

+2 0 0 0

LANDING

+4.0, 0.0

+2.0, 0.0

LG RETRACTION*

+2 0 0 0

LG EXTENSION

+2.0, 0.0

If the LG handle is raised near 2 g's approaching 300 knots, actua

tor power may be insufficient to completely retract the LG until g is
reduced.

Figure 57.

AOA and Rolling Limitations

F16C/D. FLIGHT MANUAL (2002) - page 28

F16C/D. FLIGHT MANUAL (2002) - page 28