F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ1

At subsonic speeds, the LEF's move from 2 degrees

up to 25 degrees down as a function of mach number,

AOA, and altitude. This automatic operation

significantly reduces buffet and drag and improves

high AOA directional stability. If the LEF's fail to

schedule properly during maneuvering flight,

higher than normal buffet levels occur and, in the

high AOA region, reduced directional and longitu

dinal stability may also be noted. At supersonic

speeds, the LEF's are scheduled to minimize drag.

SPEEDBRAKES

The speedbrakes provide deceleration over the

entire flight envelope. There are no trim changes

associated with speedbrake operation and induced

buffet is negligible. A yaw oscillation may occur at

approximately 1.4 mach with speedbrakes opened.

The oscillation is neutrally damped and no action is

required. The oscillation may be eliminated by

either closing the speedbrakes, reducing mach, or

increasing the g level.

AUTOPILOT

With the HDG SEL and ALT HOLD modes engaged,

the aircraft turns, climbs, or dives within the limits

of the autopilot to capture the heading reference

and the altitude reference regardless of aircraft

attitude. This autopilotcommanded flight may

eventually return the aircraft to a preselected

heading and altitude if airspeed and altitude

permit.

If the ALT HOLD remains engaged as airspeed

transits 1.0 mach, a mild pitch transient may occur

and can be eliminated by depressing the paddle

switch until the altimeter has stabilized.
Use of pitch altitude or attitude hold during

decelerating flight can produce either autopilot

disengagement and the FLCS A/P FAIL PFL or descent

from the referenced altitude if AOA increases above

certain values. In CAT I, the autopilot disengages and

the FLCS A/P FAIL PFL occurs when 15 degrees AOA

is exceeded. In CAT III, the aircraft starts descending

from the referenced altitude at approximately 810

degrees AOA. If the descent is not corrected within 5

seconds, the FLCS A/P DEGR PFL occurs.

Since the autopilot command is additive

to stick commands, use of ALT HOLD in

conjunction with high g maneuvering

may result in aircraft overg.

TRIM

The aircraft can be trimmed about all three axes.

With pitch trim centered in cruise gains and no

input to the stick, the aircraft attempts to maintain

1g flight regardless of flight condition unless AOA

exceeds 15 degrees. Full noseup/full nosedown trim

corresponds to +3.4g or -1.4g in cruise gains.

NOTE

Airspeed must be closely monitored

because there is little aerodynamic

indication of large changes in airspeed.

Cues which normally indicate airspeed

changes, such as stick movement or

trim changes, are absent.

Above 15 degrees, the FLCS commands an

increasing nosedown pitch attitude as a warning of

decreasing airspeed. A specific force applied to the

stick commands a specific g increment from the trim

condition. Moving the PITCH TRIM wheel changes

the handsoff trim condition.

In takeoff and landing gains, zero pitch trim

commands zero pitch rate until 10 degrees AOA. A

slight amount of noseup trim is required to zero

stick forces during an 1113 degree AOA approach.

When properly trimmed and no input is applied to

the stick, the aircraft attempts to maintain zero roll

rate. Moving the ROLL TRIM wheel changes the

handsoff trim condition. Maximum roll trim

authority is approximately onefifth of maximum

stick command of cruise gains. However, precise

trimming is difficult using the stick TRIM button.

Roll trim requirements may change with stores,

particularly at supersonic speeds. For asymmetric

configurations (asymmetrical stores or rudder

mistrim), roll retrimming may be required as

flight conditions change. Roll trim inputs also

command rudder deflection through the ARI. The

ARI switches out with wheel spinup upon landing.

Likewise, the ARI switches in following takeoff as

the wheels spin down. This switching may cause

abrupt rudder inputs to occur if roll (due to

asymmetries or crosswind) is being input via the

stick or trim.

Rudder trim inputs command rudder deflection.

Rudder trim is required with asymmetrical

configurations and frequently during supersonic

flight, especially with stores. Maximum trim

authority is 12 degrees.

T.O. GR1F16CJ1

NORMAL FLIGHT CHARACTERISTICS

The capability of the aircraft to rapidly

attain and sustain high g levels, which

may cause ginduced loss of conscious

ness, should be considered during

heavy maneuvering.

The FLCS provides constant response for specific

inputs regardless of flight conditions. Commanded

pitch responses are in g increments per stick force

for AOA below 15 degrees. Above 15 degrees AOA,

stick force increases as a cue of increasing AOA.

Conventional cues such as aircraft buffeting forces

are not always present as AOA and g limits are

approached. The commanded lateral response is

roll rate per stick force. Rudder position is

commanded by rudder pedal force.

The ARI provides coordinated rudder commands

and reduces sideslip during rolling maneuvers.

Additional pilot rudder commands do not improve

roll performance but do increase departure

susceptibility. When ARI is not available during

takeoff and landing (MLG wheel speed above 60

knots), pilot rudder commands may be required to

provide coordinated flight and to control yaw.

Rolling g limits are not protected by

the FLCS and must be observed.

CATEGORY I LOADINGS

The FLCS minimizes the possibility of departures or

spins. Roll rate inputs command flaperons and

horizontal tails for roll power to provide a relatively

constant roll response.

Maximum command 360degree rolls at subsonic

speeds may cause a slight g reduction on

termination. At supersonic speeds, maximum roll

rates may cause a slight increase in g. At high AOA

and low airspeed conditions, roll performance is

reduced by the FLCS to minimize pitch/roll coupling.

Aft CG's, open speedbrakes, asymmetric missiles, or

centerline stores decrease departure resistance.

CATEGORY III LOADINGS

Aircraft response with most category III loadings

remains similar to that of the clean aircraft;

however, large stores significantly increase total

aircraft drag and reduce performance. Light

buffeting may occur during level flight at approxi

mately 0.92 mach. In addition, surging may occur

near the store limit airspeed, especially at low

altitude. Neither condition requires specific action.

With STORES CONFIG switch in CAT III, the

AOA/g limiter provides departure resistance for all

category loadings. Except for the requirement to

avoid structural overstress, pilot workload is

reduced to a level comparable to that with category

I loadings.

CONFORMAL FUEL TANKS

PX III

In general, the presence of CFT's only minimally

affects flight characteristics. One item of signifi

cance is a reduction in directional stability which

manifests itself as higher angles of sideslip during

lateraldirectional maneuvering. Directional loose

ness" may be evident during tasks such as tracking

and aerial refueling.

LESS

b6n

Significantly higher angles of sideslip can be

generated with pilot rudder input. Rudder should be

used only as required. Avoid abrupt and/or large

inputs.

LESS

b6n

Maximum command and/or

abrupt pilot rudder inputs can result in

departure or structural overload when

CFT's are installed.

FLIGHT WITH LG DOWN

With the LG handle down, LG and TEF's are

extended and the FLCS operates in takeoff and

landing gains. Normally, this mode of flight is

limited to takeoff, approach, and landing; however,

circumstances can arise which require flight for an

extended distance with the LG down. If so, the LG

should be left pinned but the streamers should be

removed to prevent damage.

T.O. GR1F16CJ1

With the LG pins installed, it is preferable to raise

the LG handle once airborne. This action retracts the

TEF's and significantly reduces drag and the FLCS

switches to cruise gains. For cruise with only the LG

down, the best airspeed is 230250 knots. A clean

aircraft can be flown at 25,00030,000 feet with the

LG down and TEF's up and fuel flow is 30003400

pph. If the LG handle is left down, the TEF's remain

down and the best cruise altitude is less than 20,000

feet with significantly higher fuel flows.

LANDING CONFIGURATION

Two distinct techniques may be used when landing.

One technique is to trim for approximately 11

degrees AOA and to fly that airspeed throughout

the final approach. Attitude/glidepath is controlled

by the stick, and airspeed/AOA is controlled by the

throttle. This technique allows better pitch control,

better overthenose visibility, and a more stable

HUD presentation. In gusty wind conditions, the

aircraft wallows less, and during the flare, the sink

rate is easier to control. The aircraft floats

approximately 8001200 feet from flare initiation to

touchdown. Another technique is to trim for 13

degrees AOA and to fly that airspeed throughout

the final approach. The throttle is used primarily to

control glidepath, and the stick controls airspeed

through control of AOA and direction through bank

angle. This type of approach primarily allows better

control of touchdown point and more efficient

energy dissipation; however, since the aircraft is

already at 13 degrees AOA, the flare is more

difficult, and care must be exercised to avoid

scraping the speedbrakes or landing firm. The

aircraft floats approximately 500700 feet from

flare initiation to touchdown.

Regardless of the technique used, establish

computed final approach airspeed for the desired

AOA early on final and trim the aircraft. Airspeed

changes result in pitch changes, which may require

retrimming and make glidepath control more

difficult.

PW 229

Small throttle adjustments may be

required as the DEEC retrims the engine.

On short final, avoid premature or large thrust

reductions which may cause increased sink rates and

a hard landing. Use thrust rather than back stick to

control undesirable sink rates. Increased back stick

may result in a tail strike in this situation. AOA

decreases slightly as the aircraft enters ground effect.

All normal landings should be made with speed

brakes opened to the 43degree position to avoid a

floating tendency when entering ground effect. A

touchdown at the desired point at 13 degrees AOA can

be achieved when flying final at either 11 or 13

degrees AOA by adjusting the initial aimpoint.

Increased control inputs to achieve normal aircraft

response as airspeed decreases are unnecessary.

Control inputs should be kept small to avoid

overcontrol.

Due to the aircraft light wing loading and the

floating tendency associated with ground effect,

wake turbulence on final approach and during

touchdown presents a significant hazard.

Increased spacing between landing aircraft should

be used when there is little or no effective

crosswind. Exercise caution and be ready to initiate

a goaround when wake turbulence is encountered.

An early goaround decision may help avoid the

need for a large roll control input. Such an input

retracts a flaperon, causing decreased lift and

possibly a sink rate as well as a roll. A large roll

input at slow airspeed also causes a large horizontal

tail split. A horizontal tail surface could contact the

runway while trying to counter wake turbulence

effects during touchdown.

If pitch trim is used during the turn to final, forward

stick/trim will be required upon rollout on final

approach to counter noseup motion. Floating

tendencies following a high flare or aircraft bounce

may be increased. Slight forward stick force may be

required to prevent a long or slow landing. Stick

force per degree AOA change is reduced and should

not be relied upon as a slow speed cue.

FACTORS AFFECTING FLYING CHAR

ACTERISTICS

NOTE

Pitch sensitivity and pilot induced

oscillations (a maximum of

0.5g)

may occur above 0.80 mach when

flying with 600gallon fuel tanks. This

behavior can be minimized by avoiding

large pitchstick inputs and rapid

pitchstick reversal. If this behavior

becomes objectionable, reduce air

speed and pitchstick inputs.

T.O. GR1F16CJ1

NOTE

Momentary uncommanded pitch

changes (a maximum increase of 1g)

and/or bank angle changes (a maxi

mum increase of 15 degrees) may occur

above 0.85 mach when flying with

600gallon fuel tanks. This behavior is

known to occur with loaded TER racks

but may occur with other store

loadings. Avoid overresponding to the

changes and use smooth stick input to

minimize pilot induced oscillations.

Airspeed should be reduced if this

behavior becomes objectionable. If

flying within normal load factor

carriage (MAX ACCEL G) limits

defined in T.O. GR1F16CJ12,

STORES LIMITATIONS, an incre

mental 1g uncommanded pitch change

will not exceed structural limits.

A mild pitch oscillation (a maximum of

0.15g at 3 cycles per second) may

occur at 0.750.90 mach while in cruise

gains or at 330400 knots while in

takeoff and landing gains. The oscilla

tion is caused by the normal response

of the aircraft and FLCS and does not

cause a significant tracking problem.

Momentary roll hesitations may

occur when commanding low to

moderate roll rates (generally less

than 100 degrees per second) when

airspeed is above 350 knots, and

altitude is 20,000 feet or less. This

behavior is most noticeable when

flying without stores.

A short duration (less than 3 seconds)

series of rapid wing rocks (less than

10 degrees of bank angle change) may

occur when terminating a high roll

rate maneuver at airspeeds above 400

knots. This behavior is most notice

able when flying without stores.

Minor AOA oscillations (less than

degrees) may be noticed during ele

vatedg maneuvering on or near the

AOA/g limiter with certain loadings.

This behavior is most noticeable

between 250 and 350 knots when

flying above 25,000 feet MSL.

Momentary roll hesitations may occur

during elevatedg maneuvering on or

near the AOA/g limiter with certain

loadings. This behavior is most notice

able between 250 and 350 knots when

flying above 25,000 feet MSL.

CENTEROFGRAVITY CONSIDERATIONS

Monitoring the forward and aft fuel distribution

provides an indication of the aircraft CG.

As CG moves aft, higher pitch rates are obtainable

and susceptibility to departure and deep stall

increases.

NOTE

The most aft CG occurs with

approximately 2000 pounds of internal

fuel remaining.

With external fuel tanks, the most

aft CG occurs when the external fuel

tanks have just emptied.

EFFECT OF THRUST

Thrust changes result in little or no change in

aircraft trim or stability at all operational load

factors and for all store loadings.

EFFECT OF LOW AIRSPEED MANEUVERING

Departures are possible at low airspeeds and low

pitch angles if large, simultaneous pitch and roll

inputs are made.

The FLCS requires adequate airflow over the

control surfaces to be effective, which means that

airspeed is a critical factor in departure susceptibil

ity during maneuvering. Low airspeeds should,

therefore, be avoided during maximum perfor

mance maneuvering.

FLCS limiters can be defeated at low

airspeeds (below 200 knots in a CAT I

configuration) during maximum pitch

and roll commands initiated from

below limiter AOA's.

The aircraft can be departed (from

parameters outside the tone on area of

figure 142) with no low airspeed warning

tone present, if abrupt or uncoordinated

FLCS commands are made.

T.O. GR1F16CJ1

HIGH PITCH, LOW AIRSPEED

The low airspeed warning tone sounds to aid in

recognizing that critical high pitch, low airspeed

flight conditions are reached.

Proper assessment of flight path angle

(not pitch angle) is key to determining

the nearest horizon and performing a

proper recovery. Differences between

flight path and pitch angle of up to 25

degrees, combined with the visual

illusion caused by a reclined seat can

lead to an incorrect decision to

continue the maneuver through the

vertical. The risk of a departure/deep

stall in this instance is very high.

Avoiding a departure under these conditions requires

specific control techniques. To recover, first release

aft stick pressure. This action unloads the aircraft

and reduces AOA so that the flightpath more closely

coincides with the longitudinal axis of the aircraft.

Smoothly roll inverted to the nearest horizon. After

the roll, smoothly apply the aft stick pressure

required to keep the nose moving toward the horizon.

As airspeed continues to decrease during the

recovery, more aft stick pressure may be required to

keep the nose moving. Continue to smoothly increase

aft stick pressure up to the AOA/g limiter. If full aft

stick is inadvertently released, do not reapply it

unless required to keep the nose moving.

Avoid large, simultaneous pitch and

roll commands to preclude a roll

coupled departure. Small lateral com

mands can be made as required to

maintain wings level, inverted flight.

Do not abruptly apply aft stick pressure

at anytime during the recovery. Rapid

aft stick pressure will generate exces

sive AOA, overshooting the AOA

limiter and causing departure.

During a recovery where full aft stick is required,

nose movement toward the horizon may slow down

markedly as the AOA/g limiter tries to limit AOA.

As long as the nose continues to move, no further

action is required. If the nose of the aircraft does not

continue to move toward the horizon, the aircraft

has departed, and outofcontrol recovery proce

dures should be initiated.

After attaining a nosedown attitude with airspeed

increasing, continue to avoid abrupt commands.

The aircraft may either be unloaded and rolled

upright or a splits recovery can be made at airspeed

above 200 knots, altitude permitting, before

continuing to maneuver. The splits recovery is the

simplest way to recover the aircraft. However, if

altitude is a factor, allow airspeed to increase to a

minimum of 150 knots, unload the aircraft to less

than 1g, smoothly roll upright, and recover to level

flight.

FLIGHT WITH STORES

The major effects of stores are increased weight and

inertia. A reduction in aircraft response and

damping should be expected as GW increases,

particularly when stores are carried. Stores

generally reduce longitudinal and directional

stability and increase inertial effects so that the

pilot must anticipate initiation and termination of

maneuvers based on the loadings. High roll and

pitch rates are attainable with full force application

of the stick. Avoid abrupt control commands which

may cause AOA overshoots in excess of the

limitations specified in Section V and T.O.

GR1F16CJ12.

Bank angle change limits must not be exceeded.

During rolling maneuvers with category III

loadings, the roll rate must be stopped prior to

360degree bank angle change. Removing the roll

input is not always sufficient (opposite stick may be

required). Refer to STORES LIMITATIONS, T.O.

GR1F16CJ12, for carriage limits.

Certain store loadings may exhibit decreased

yaw/roll damping in supersonic flight and result in

mild yawing oscillations. Neutral and divergent

yaw and roll oscillations may occur during sideslip

maneuvers at supersonic airspeed. These oscilla

tions are aggravated when large stores are carried.

Excessive vertical tail loads may be generated if

oscillations become sufficiently large. If oscillations

are encountered during rudder commands, release

the rudder input. Additionally, buffeting may occur

in transonic flight with certain store loadings.

NOTE

A mild airframe vibration may be

experienced while supersonic when

carrying a centerline store.

T.O. GR1F16CJ1

LIMIT CYCLE OSCILLATION AND AEROSERVO

ELASTIC OSCILLATION

A limited amplitude constant frequency oscillation

(commonly referred to as limit cycle oscillation or

LCO) may occur with certain stores loadings. The

LCO (typically 510 cycles per second) may occur in

level flight or during elevated g maneuvers. The

LCO may appear as buffeting or turbulence similar

to that experienced during normal transonic buffet,

but the buffeting is a constant frequency, lateral

acceleration from sidetoside or, in some cases,

vertical accelerations up and down. The magnitude

generally increases with increasing airspeed and/or

load factor. Other cues of LCO include significant

vertical movement of the forward area of wing

stores, especially wingtip launchers and missiles;

this motion is typically up and down, but may also

follow a circular pattern. In addition, cockpit

instruments may become difficult to read as the

LCO amplitude increases from moderate to severe.

Within published carriage limits, LCO is not

detrimental to the aircraft. LCO susceptible

loadings include airtosurface and airtoair

loadings and associated downloadings. If LCO is

encountered and is uncomfortable or distracting,

reduce airspeed and/or load factor. Refer to

STORES LIMITATIONS, T.O. GR1F16CJ12, for

carriage limits.

An aeroservoelastic (ASE) oscillation is similar to

LCO. Wing and store oscillation and cockpit

vibration may be indistinguishable from those

caused by LCO. However, ASE oscillation is driven

by the FLCS, resulting in key differences. ASE

oscillation (typically at 45 cycles per second) is

most likely to occur within a narrow range between

0.9 and 0.95 mach. The magnitude is strongly

dependent on mach, but not strongly dependent on

load factor, and increases in severity as altitude

decreases. ASE oscillation will probably occur when

carrying wingtip AIM120 missiles. The presence of

stores at stations 3 and/or 7 may dampen the

oscillation. Within published carriage limits, ASE

oscillation is not detrimental to the aircraft. If ASE

oscillation is encountered and is uncomfortable or

distracting, change airspeed by at least 0.05 mach.

NOTE

LCO and ASE oscillation may be

indistinguishable to the pilot. Either

may produce severe oscillation at the

most critical flight condition. While

not detrimental to the aircraft within

published carriage limits, the motions

may be extremely uncomfortable or

impact mission accomplishment. The

most effective way to reduce LCO or

ASE is to reduce airspeed.

ASYMMETRIC LOADINGS

If roll trim is used to hold up a heavy wing, the ARI

adds rudder in the direction of the roll trim, causing

a yaw away from the heavy wing. If roll trim is used

for takeoff, yaw occurs when the wheel speed drops

below 60 knots groundspeed after takeoff, activat

ing the ARI. This yaw is easily controllable by

rudder commands. Yaw and roll trim requirements

change for different flight conditions.

Asymmetric loads increase departure and spin

susceptibility. Roll commands/trim away from the

heavy wing is required to maintain the desired roll

attitude. Increasing g requires additional roll

commands/trim. Therefore, aft stick commands

result in increased roll requirements which, in

turn, produce yaw away from the heavy wing due to

ARI action.

With certain asymmetric category III

loadings (2000 pounds or greater on

station 3 or 7 with stores on stations 4,

6, and/or 5), rapid or abrupt aft stick

commands may result in sudden nose

slicing departures.

Departure with an asymmetric cate

gory III loading may result in a fast,

flat (possibly nonrecoverable) spin.

NOTE

Leftwing heavy asymmetries are

more susceptible to departure.

During TF, commanded flyups with asymmetric

loads result in a slower roll to wings level away from

the heavy wing. Stick inputs to assist the roll to wings

level may be required as described in T.O.

GR1F16CJ3411

At high airspeeds, asymmetric loads exhibit some

unusual flight characteristics. Frequent trim

reversals may occur during supersonic accelera

tion. At airspeeds greater than 700 knots, yaw

oscillation may occur with significant lateral

accelerations.

Over 750 knots, a high frequency directional

shaking may occur with loadings such as the ECM

pod.

T.O. GR1F16CJ1

STORE SEPARATION

Symmetrical store releases and wingtip AIM9

missile launches can be accomplished with no

unusual aircraft responses. Separation of the

300gallon fuel tank produces negative g on the

aircraft. The magnitude of this response depends on

the amount of fuel remaining in the tank and the

mach number at release. Separating a full centerline

fuel tank at supersonic speeds produces the worst

response (up to -1.5g).

Separation of 370gallon fuel tanks produces a

minimal aircraft response. Separation of a single

370gallon fuel tank will initially produce aircraft

positive g response and roll away from the separated

tank (up to +1g and 15 degrees of bank).

OUTOFCONTROL CHARACTERISTICS

A departure is a loss of aircraft control that is

characterized primarily by uncommanded aircraft

motions or failure of the aircraft to respond to control

commands. In a pitch departure, the AOA increases

beyond the normal controllable range. In a yaw

departure, the sideslip angle increases beyond the

normal controllable range first, although a pitch

departure may immediately follow. The automatic

features of the FLCS normally prevent departures.

However, departures may occur when Section V

limits are exceeded or in certain circumstances when

the FLCS provides only marginal protection.

With a lateral asymmetry in excess of 300 pounds

(including wing tip missile and internal/external

fuel), abrupt maneuvering on or near the CAT I AOA

limiter can result in a departure if the aircraft is

configured with any of the following:

300gallon fuel tank.

370gallon fuel tanks.

Inlet mounted pod(s).

Combination of a centerline store plus stores (or

suspension equipment) at stations 3 and/or 7.

With these loadings, maneuvering at high altitude

(above 25,000 feet) increases the probability of a yaw

departure. Even moderate control commands may

cause aircraft with some CAT I loadings to depart

above 25,000 feet.

Abrupt maneuvering on or near the CAT I AOA

limiter at slow airspeeds (less than 200 knots) may

result in a departure.

YAW DEPARTURE

A yaw departure occurs when sideslip increases

beyond the normal controllable range (i.e., beyond

about 15 degrees). The primary indication of most

yaw departures is an abrupt nose slice. The aircraft

then fails to respond properly to pilot commands

and exhibits uncommanded motions. AOA is in the

normal range (-5 to +25 degrees) during the initial

phase of the nose slice. Immediately following a yaw

departure, a pitch departure usually occurs

resulting in AOA indication of -5 or +32.

It is possible for the sideslip to briefly exceed the

normal controllable range without the aircraft

experiencing uncommanded motions. In this situa

tion, the pilot's only indication of a departure may be

noticeable sideforces. These brief departures typical

ly selfrecover within 5 seconds.

A yaw departure may occur while maneuvering on or

near the CAT I AOA limiter in the 0.80 to 0.95 mach

range, especially at high altitude (above 25,000 feet).

Maneuvering at high altitude is more critical than

low altitude because mach effects reduce directional

stability. These yaw departures usually result from

maximum command left rolls; but they may also

occur during symmetric maneuvering.

The possibility of a yaw departure is increased

whenever the aircraft is configured with stores or

suspension equipment, especially a centerline store.

In general, the possibility of departure increases as

the number, weight, and size of such equipment or

stores increases. Susceptibility to a yaw departure

increases significantly with lateral asymmetry, with

leftwingheavy loadings being more likely to depart

than rightwingheavy loadings. In addition, a

heavier GW aircraft is generally more likely to

experience yaw departures. CAT I loadings most

susceptible to yaw departures have one or more of the

following characteristics:

Centerline store.

Inlet mounted pod(s).

Lateral asymmetry greater than 300 pounds at

stations 1, 2, or 3.

Yaw departures can be minimized by avoiding abrupt

maneuvers in the 0.80 to 0.95 mach range with a

centerline store, especially above 25,000 feet. Either

unload the aircraft prior to making roll commands or

command only minimum required roll rate when

operating near the CAT I AOA limiter. With

centerline store loadings having lateral asymmetries

greater than 300 pounds and inlet mounted pod(s),

avoid abrupt aft stick commands above 25,000 feet.

T.O. GR1F16CJ1

The probability of a yaw departure

significantly increases above 25,000

feet for CAT I loadings having a

centerline store, a lateral asymmetry

greater than 300 pounds, and inlet

mounted pod(s). With these loadings,

moderate, fullaftstick inputs at

35,000 feet and 300 knots have caused

yaw departures and spins.

A yaw departure may also occur with large

airtosurface lateral asymmetries with the STORES

CONFIG switch in the CAT III position. These

departures can be avoided if abrupt control

commands are not used with lateral asymmetries in

excess of 1500 pounds at station 3 (or equivalent).

A yaw departure results in one of the following:

A selfrecovery. The selfrecovery may occur quickly

(within approximately 5 seconds). If a pitch

departure follows the yaw departure, the selfrecov

ery may require 1020 seconds. Random and

possibly abrupt pitch, roll, and yaw rates may occur.

A deep stall.

An upright spin.

PITCH DEPARTURE

A pitch departure occurs when the AOA exceeds the

AOA/g limiter. A pitch departure is classified either

as upright if the AOA is positive or as inverted if the

AOA is negative. Although the AOA indicator

displays a maximum of 32 degrees and a minimum of

-5 degrees, the actual AOA during a departure will

exceed these values. In highly oscillatory departures,

the AOA indicator may momentarily indicate an AOA

below 32 degrees. Airspeed indications are erroneous

and generally oscillate between the minimum value

and approximately 150 knots.

An upright pitch departure occurs when the AOA

exceeds the positive AOA/g limiter. Above 25 degrees

AOA, both horizontal tails are commanded to full

trailing edge down by the pitch axis of the FLCS to try

to reduce the AOA. If AOA exceeds 35 degrees, the

yaw rate limiter provides antispin commands to the

rudder, flaperons, and horizontal tails. Pilot roll and

rudder commands are inhibited and pitch stick

commands are ineffective without use of the MPO

switch.

An inverted pitch departure occurs at negative AOAs

when the AOA significantly exceeds the negative g

limiter. During the departure, the pitch axis of the

FLCS commands the horizontal tails to full trailing

edge up to try to return AOA to the normal range.

Pitch stick commands are ineffective without use of

the MPO switch.
If AOA is below -5 degrees and airspeed is less than

170 knots, the yaw rate limiter provides antispin

commands to the rudder. During an inverted

departure, roll and rudder commands should be

avoided. Pilot roll and rudder commands are

inhibited when the MPO switch is engaged.
An upright or inverted pitch departure can occur

when the aircraft is flown to airspeeds below that

indicated by the low speed warning tone. Inverted

pitch departures usually result from inverted flight

at high pitch attitudes and low airspeeds, such as

those often encountered by going over the top at too

slow an airspeed. An upright or inverted pitch

departure may also occur at any pitch attitude if

abrupt stick commands are made at airspeeds below

200 knots. Simultaneous abrupt roll and aft stick

commands are especially likely to cause an upright

pitch departure. However, the aircraft can be safely

flown to the AOA/g and roll limiters below 200 knots

with smooth commands.
An upright pitch departure may also result from a

yaw departure. In addition, recovery from an

inverted pitch departure may cause the aircraft to

pendulum into an upright departure and vice versa.
The likelihood of a pitch departure increases if the

aircraft is configured with stores (especially 370gal

lon fuel tanks), if the speedbrakes are opened, or if the

CG is near the aft limit.
Pitch departure characteristics are strongly in

fluenced by the airspeed and aircraft rates present at

departure. A low airspeed departure (below 200

knots) may have relatively benign uncommanded

pitch, roll, and yaw motions. Higher airspeed

departures are usually very dramatic with large

uncommanded pitch, roll, and yaw motions which

may persist for 10 seconds or more.
It is possible for the AOA to briefly exceed the AOA/g

limiter without the aircraft experiencing

uncommanded motions. In this situation, the pilot's

only indication of a departure may be a failure of the

aircraft to respond to control commands. These brief

departures typically selfrecover within 5 seconds.
A pitch departure results in one of the following:

A selfrecovery which occurs within 520 seconds.

Random and possibly abrupt pitch, roll, and yaw

rates may occur.

A deep stall.

A spin.

T.O. GR1F16CJ1

610

DEEP STALL

If the aircraft does not selfrecover following a

departure, a deep stall may have developed. A deep

stall is an outofcontrol flight condition in which the

aircraft stabilizes at an AOA of approximately 60

degrees (upright) or -60 degrees (inverted) with low

yaw rates. The FLCS attempts to return AOA to the

normal range by commanding full horizontal tail

deflection. However, the full horizontal tail deflection

is insufficient to return AOA to the controllable

range. The aircraft has entered a deep stall if the AOA

remains outside the controllable range. In a deep stall

the AOA indicator will be pegged at 32 or -5 degrees.

Recovery to controlled flight requires that the pilot

pitch rock the aircraft with the MPO switch in OVRD.

The MPO switch allows the pilot to override the FLCS

and to manually control the horizontal tails.

Airspeed indications are erroneous in a deep stall and

fluctuate between 0150 knots. Altimeter indications

should be considered reliable; however, aircraft

oscillations may cause momentary stabilized or even

slightly increased altitude indications. Sink rate in a

deep stall is usually between 10,000 and 15,000 feet

per minute. The normal load factor is approximately

1g or -1g for upright and inverted deep stalls,

respectively.

Upright deep stalls may be very stable with little or

no pitch, roll, and yaw 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. If stores are

being carried, especially a 300gallon fuel tank or

370gallon fuel tanks, the deep stall may be very

oscillatory, masking the pitch motions.

In an upright deep stall, the nose of the aircraft

usually oscillates

15 degrees about a slightly

noselow pitch attitude. Pitch oscillations may be as

high as

40 degrees and normally reverse direction

approximately every 3 seconds. Roll reversals up to

90 degrees from wings level may occur and the yaw

rate tends to cyclically reverse back and forth and

may be as high as 40 degrees per second. A slow net

heading change, usually to the left, may occur.

Inverted deep stalls may be either stable or highly

oscillatory in pitch, depending upon the CG. If there

is little or no pitch motion, the nose is slightly above

the horizon and the wings are generally level. If the

deep stall is oscillatory in pitch, the nose may oscillate

above and below the horizon by as much as

degrees. Yaw and roll oscillations in an inverted deep

stall are normally smaller than those during an

upright deep stall.

The aircraft is most likely to stabilize in a deep stall

if it does not selfrecover within two postdeparture

pitch oscillations. The likelihood of a deep stall

occurring after a departure is also dependent upon

the aircraft CG and configuration. An inverted deep

stall can occur at a more forward CG than an upright

one. The likelihood of a deep stall developing after a

departure increases as the CG moves farther aft and

if stores (especially 370gallon fuel tanks) are loaded.

SPIN

A spin is a deep stall with a significant sustained yaw

rate in one direction (greater than 30 degrees per

second). The pitch, roll, and yaw oscillations

associated with a deep stall should not be confused

with the continuous yaw rotation associated with a

spin. AOA, airspeed indications, and altitude loss are

similar to those during deep stalls. Spins can be either

upright or inverted, although inverted spins are

much less likely to occur than upright spins.
The yaw rate limiter is effective in preventing an

upright spin with most 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:

Centerline store.

Inlet mounted pod(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 pitch and roll

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.

Yaw rate usually decreases to near zero within 10 to

25 seconds. The g forces decrease noticeably as yaw

rate decreases, which may give the sensation that

yaw rate is lower than it actually is. Use outside

references to determine when the yaw rate has

stopped. A recovery may occur after yaw rate has

decreased to near zero. If recovery does not occur, the

aircraft has settled into a deep stall and pitch rocking

must be used to recover the aircraft to controlled

flight. However, because pitch rocking is less effective

when a yaw rate is present, pitch rocking should not

begin until yaw rotation stops or is minimized (if

altitude permits).

T.O. GR1F16CJ1

611

A spin may also occur following any departure with a

CAT III loading that has a large lateral asymmetry

from airtosurface stores. These spins may be fast,

flat, and possibly unrecoverable.

An inverted spin can be caused by pilot rudder and

roll commands if they are not released following an

inverted departure.
The yaw rate limiter is effective in preventing an

inverted spin with all CAT I loadings. However, large

lateral asymmetries from airtosurface stores on

CAT III loadings may overpower the yaw rate limiter

and cause unrecoverable inverted spins.

RECOVERIES

SelfRecovery

Recovery from most departures is automatic,

requiring only release of the controls. Once the

controls are released, selfrecoveries usually occur

within the first two postdeparture pitch oscillations

(1020 seconds). Recovery is characterized by the nose

pitching down to a steep dive angle, increasing

airspeed, and AOA and sideslip returning to the

normal range. Some postdeparture yaw and roll

oscillations may be evident, particularly if the

departure was in yaw. To prevent departure reentry,

the airspeed should be allowed to increase to 200

knots prior to dive recovery. Flight control failure

indications may be present after recovery from any

departure.

Deep Stall Recovery

The aircraft should be allowed the opportunity to

selfrecover if altitude permits. Initiating pitch

rocking too soon should be avoided because it can

aggravate postdeparture roll and yaw motions, which

can significantly lengthen recovery time.
If recovery is not apparent after two postdeparture

pitch oscillations (1020 seconds) or if altitude is a

factor, the aircraft must be rocked out of a deep stall.

To pitch rock the aircraft, the MPO switch must be

firmly held in OVRD until recovery is complete.

Recognize any pitching motions and begin stick

cycling inphase with these motions. If no pitch

motions are apparent, an abrupt maximum command

stick input to pitch the nose away from the ground

(full aft stick for an upright deep stall, full forward for

an inverted deep stall) will reverse the horizontal tail

deflection and should generate a noticeable pitch

rate. The best indicator for timing stick cycles is the

nose position relative to the horizon, or if no outside

references are available, the ADI may be useful. In an

upright deep stall, an aft stick command increases

the AOA and pitch angle. When the nose reaches its

highest point and reverses direction, a full forward

stick command reinforces the nosedown pitch rate.

One complete pitch rocking cycle takes approximate

ly 6 seconds, during which time the aircraft descends

1000 to 1500 feet.
If the nosedown pitch rate is large enough, the

upright deep stall is broken and AOA returns to the

normal range (below +25 degrees). If the nosedown

pitch rate is insufficient, the nose stops its downward

motion and either begins to rise or stabilizes.

Promptly reapply the full aft stick command when the

nose reverses or after 23 seconds if reversal is not

apparent. Holding full forward stick more than 23

seconds with the nose stabilized can generate a rapid

yaw rate and delay recovery. If the aircraft has not

recovered after 23 seconds or if a yaw rate develops,

reapply full aft stick and complete another inphase

pitch rocking cycle.
Just prior to breaking the deep stall, the nosedown

pitch rate may decrease or even stop. Unless the nose

either definitely starts back up or stabilizes for longer

than 23 seconds, another pitchup cycle should not be

started. On the pitchdown cycle, the stick should be

held full forward (upright) or aft (inverted) while the

nose hesitates as the stall breaks. Following a short

hesitation (less than 23 seconds), the nose continues

down to near vertical. There is frequently a distinct, low

magnitude airframe shudder which occurs as the stall

is breaking. This shudder is a favorable indication that

recovery is occurring.
Once the deep stall is broken, aggressive pilot

commands are usually required to stop the pitch rate in

a steep dive. If possible, find and track a feature on the

ground. Maintain firm pressure on the MPO switch

until airspeed reaches 200 knots. If a transition to an

opposite AOA deep stall does occur, reinforce the

already present pitch motion with the MPO still

engaged and recovery should be rapid. Transitions

during upright deep stall recoveries are most likely to

occur with 370gallon fuel tank configurations.

Recovery to controlled flight is recognized by a steep

pitch attitude (usually within 30 degrees of vertical),

pitch rate stopping, and AOA in the normal range (-5

to +25 degrees). As airspeed increases above 200

knots, release the MPO switch, maintain neutral roll

and yaw commands, and recover from the resulting

dive.

Stick commands during pitch rocking should be

abrupt and full command, and should reverse after

pitch motion reverses. Stick commands that are not

abrupt and full command may not be effective. Rapid

fore and aft cycling of the stick out of phase with the

aircraft motion is also not effective.

T.O. GR1F16CJ1

612

The number of pitch rocking cycles required for

recovery from an upright deep stall is dependent on

aircraft configuration. Generally, recovery occurs in

one or two pitch rocking cycles. However, configura

tions with a centerline store (particularly a

300gallon fuel tank) or with 370gallon fuel tanks

may require more pitch rocking cycles for recovery.

These loadings usually have more oscillatory deep

stalls, and the roll and yaw motions make it more

difficult to determine proper stick cycling. Pitch

attitude is still the best indication for proper stick

cycling.

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 a yaw to the left. These

alternating yaw oscillations should not be confused

with a sustained yaw rotation in one direction

indicating the aircraft is in a spin.

An inverted deep stall recovery is similar to an

upright recovery. In an inverted deep stall, the yaw

rate limiter automatically provides rudder against

the yaw rate. Pilot roll and rudder commands should

be avoided. Pilot roll and rudder commands are

inhibited when the MPO switch is in OVRD. Yaw

oscillations may be noticed but do not affect recovery.

To recover from an inverted deep stall, position the

MPO switch to OVRD and begin stick cycling

inphase with pitch motions. If no pitch motions are

apparent, make the first pitch input away from the

ground by pushing full forward and monitor pitch

motion. One or two pitch rocking cycles are usually

sufficient to recover from an inverted deep stall.

During recovery from an inverted deep stall, a

transition to an upright deep stall is likely to occur if

large pitch motions are present during inverted pitch

rocking and the MPO switch is released too early.

Early release of the MPO switch reduces the

horizontal tail authority available and delays

recovery. 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 normal

range (-5 to +25 degrees), and a steep pitch attitude

(usually within 30 degrees of the vertical). As

airspeed increases above 200 knots, release the MPO

switch, maintain neutral roll and yaw commands,

and recover from the resulting dive.

NOTE

129

The aircraft has demonstrated

a strong tendency to transition to an

upright deep stall during recovery

from an inverted deep stall. Aggres

sive pilot commands (full forward

stick) are required as the nose pitches

down to the vertical during recovery to

preclude a transition.

Spin Recovery

To recover from a spin, yaw rate must be stopped or

minimized before the aircraft can be recovered. Due

to large noseup moments caused by the inertial

properties of the aircraft and decreased horizontal

tail pitch effectiveness with sideslip, attempts to

pitch rock out of a spin are usually not effective. Pitch

rocking during a spin is also likely to aggravate roll

and yaw oscillations, which make recovery more

difficult.

The large forward g (eyeballs out) and sideforces

present during the initial portion of an upright spin

decrease noticeably as yaw rate decreases, which may

give the sensation that yaw rate is lower than it

actually is. Use outside references to determine when

the yaw rotation has stopped. Pitch rocking should

not begin until the yaw rotation stops or is minimized.

Pitch rocking with a steady yaw rate greater than 30

degrees per second may prevent recovery.

Waiting for yaw rotation to stop or minimize may

require from 20 to 30 seconds. When the yaw rotation

stops or is minimized, the aircraft will either

selfrecover or will settle into an upright deep stall. If

recovery is not apparent after yaw rate has stopped or

is minimized, perform the appropriate recovery

procedures described in the Deep Stall Recovery

section.

Pitch, roll, and yaw oscillations associated with a

deep stall should not be confused with the continuous

yaw rotation associated with a spin. Once the

continuous yaw rotation of a spin has been arrested

and pitch rocking has begun, pitch rocking should

continue until a recovery is achieved.

Upright spins with CAT III loadings that have large

lateral asymmetries from airtosurface stores may

be fast, flat, and possibly unrecoverable. There is an

option to jettison an asymmetric store as a last ditch

effort in case of a fast, flat spin. However,

aircraftstore collision may occur.

Inverted spins with CAT I loadings are effectively

prevented by the yaw rate limiter. The yaw rate limiter

automatically provides rudder against the yaw rate.

Pilot roll and rudder commands should be avoided.

T.O. GR1F16CJ1

613

If recovery is not apparent after yaw rate has stopped

or is minimized in an inverted spin, the aircraft has

settled into an inverted deep stall. Perform the

inverted deep stall recovery procedures.

ENGINE OPERATION DURING DEPARTURES/

OUTOFCONTROL

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.

129

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 after a

departure. Do not advance the throttle until

beginning the dive recovery.

If the engine stalls during a departure or

outofcontrol situation, refer to ENGINE STALLS,

Section III, after recovery is complete. The engine

should be left running during an outofcontrol

situation to insure adequate hydraulic pressure to

flight control surfaces for recovery. Recover from the

outofcontrol condition; then concentrate on the

engine. If the engine does not recover, it must be shut

down and restarted.

DEGRADED FLIGHT CONTROLS

FLCS DBU

Flight characteristics for cruise and landing are not

significantly affected by operation in DBU.

Although airspeed should be maintained below 500

knots/0.9 mach while in DBU, transitions to DBU at

higher airspeeds do not produce adverse handling

characteristics. Minimal pitch transients occur if

transition to DBU occurs at 1g. At higher g levels,

transition to DBU is accompanied by an initial

reduction in g. If the aft stick input is continued, g

level again increases, but may be less than that

which was available prior to the transition. The

STORES CONFIG switch is inoperative in DBU and

AOA/g force available is similar to that in CAT III.

If LG are lowered below 200 knots, a mild noseup

transient of approximately 2 degrees occurs. A

similar nosedown movement occurs if LG is raised

below 200 knots.

If an automatic transition to DBU occurs when in

auto TF, the FLCS initiates a 3g incremental no roll

to wings level fly up. This fly up can be interrupted

using the paddle switch. All ATF indications are

turned off (active light, TF FAIL warning light, ATF

NOT ENGAGED caution light, and autopilot PITCH

switch). HUD TF symbology is also removed.

LEADING EDGE FLAPS LOCKED (SYMMETRIC)

Flight characteristics for landing and low AOA

maneuvering are not significantly affected by

locked LEF's. At high airspeeds, LEF's locked down

cause increased buffet. At high AOA, LEF's locked

up reduce stability, increase departure susceptibil

ity significantly, and cause increased buffet. Above

1618 degrees AOA, an abrupt yaw departure may

occur, producing an uncommanded roll with little or

no forewarning. Do not exceed 12 degrees AOA with

the LEF's inoperative. Locked down LEF's signifi

cantly reduce cruise range. During landing,

floating may also be noticeable if LEF's are locked

at or near full down. The aircraft may float, sink

rate may decrease, and a slight forward stick

pressure may be needed to fly through the ground

effect.

STANDBY GAINS

When operating on standby gains, aircraft response

is normal at low AOA. Because the LEF's are at zero

degrees (LG handle in UP and ALT FLAPS switch in

NORM) with a dual air data failure, buffet and

departure susceptibility will be increased at higher

AOA (above 18 degrees). At flight conditions

higher/slower than the fixed gain conditions,

aircraft response is more sluggish requiring larger

control commands for a given response. Landing the

aircraft should present no special problems.

ONE HYDRAULIC SYSTEM

Flight characteristics with one hydraulic system

should be normal unless extremely large, rapid

control surface deflections are commanded. Under

these conditions, the hydraulic flow rate from the

one system may be inadequate which slows down

control surface movement rates and possibly causes

sluggish aircraft response.

SPEEDBRAKES

Speedbrakes may stick fully open or open

asymmetrically. If a yawing moment is noted when

the speedbrakes are opened, close the speedbrakes.

If the speedbrakes fail to close, a significant

increase in drag results. Fully opened speedbrakes

significantly reduce cruise range.

T.O. GR1F16CJ1

614

AIRCRAFT DAMAGE

Procedures for recovery of an aircraft with damage

will depend on the type and extent of the damage.

The following paragraphs provide general informa

tion based on analysis of past mishaps.

HORIZONTAL TAIL

Loss or partial loss of one horizontal tail surface will

not result in an uncontrollable aircraft except for

certain combinations of flight conditions (mach

greater than 0.80 and altitude less than 15,000 feet),

aircraft loading (heavy CAT III), and CG at or near the

aft limit. Avoid abrupt maneuvering and maintain

airspeed between 200 and 300 knots until landing

approach. Place the STORES CONFIG switch to CAT

III if in CAT I. Some roll stick or roll trim may be

required to maintain wings level. Use a maximum of

11 degrees AOA during final approach. After

touchdown, lower nose to runway as soon as practical.

FLAPERON

Separation of a flaperon from the wing (flaperon still

attached to the ISA in the fuselage) causes the

outboard end of the flaperon surface to rotate

upwards, towards the fuselage. This may be

accompanied by a roll transient. Adequate roll stick

authority should be available to counter the effect and

maintain control. With a flaperon surface separated

from one wing, landing should be made without

extending the TEF on the other wing (use alternate

landing gear extension, leave LG handle UP, and

select brakes CHAN 2). Hydraulic system pressures

should also be monitored. Upward rotation of a

separatedfromthewing flaperon surface has caused

ISA movement that resulted in a leakage failure of

hydraulic system A.

RUDDER AND VENTRAL FINS

Loss or partial loss of the rudder or a ventral fin will

not result in controllability problems unless the

aircraft is above 1.5 mach. If loss or partial loss of the

rudder or a ventral fin occurs, avoid abrupt

maneuvering and reduce speed to subsonic, if

supersonic. Place the STORES CONFIG switch to

CAT III if in CAT I. During landing with loss or partial

loss of the rudder, lower the nose to the runway as

soon as practical so that NWS can be used as required

for directional control.

LEADING EDGE FLAPS

Damage to the LEF's may result in locked LEF's. If

the LEF's have not automatically locked, they should

be manually locked. Refer to Leading Edge Flaps

Locked (Symmetric), this section for a discussion of

flight characteristics.

WING

Loss of a portion of the wing produces a rolling motion

towards the damaged wing. The capability to stop this

roll depends on airspeed, g, and the amount of wing

surface lost. Higher airspeeds (above 250 knots) and

low g (less than 2) are essential for maximizing the

amount of roll control authority available. If the

aircraft is in a dive when a portion of the wing surface

is lost, apply roll stick force to stabilize the aircraft in

roll before applying g to recover from the dive

(altitude permitting). Use the lowest g level practical

to recover from the dive. As g is increased, additional

roll stick force is required to maintain wings level.

Depending on the amount of wing surface lost, the

minimum speed to maintain adequate roll control

could be well above 200 knots.

RADOME

Loss of the radome results in loss of two air data

sources (pitot probe) and two AOA sources (AOA

transmitters); however, loss of the radome does not

necessarily cause the aircraft to be uncontrollable.

FOD to the engine and other damage to the aircraft

may also occur as the radome departs.

Loss of two air data sources will affect handling

qualities. If the two airspeed sources from the pitot

probe go to erroneously low values at the same time,

the remaining good source from the fuselage air data

probe will be considered failed (i.e. a single failure).

In this case the FLCS will not switch to standby

gains. Gain scheduling will be based on the

erroneously low airspeed; thus, the aircraft will

become increasingly pitch sensitive as airspeed is

increased. If the two airspeed sources are lost in a

manner that the FLCS recognizes as two failures,

then the FLCS reverts to standby gains. In standby

gains, the opposite problem occurs. With the landing

gear up at slow speeds, the aircraft will be sluggish

compared to handling qualities prior to the radome

loss. It may seem as though the aircraft isn't

responding to stick inputs if sufficient response time

is not allowed.

Loss of two AOA sources may not be detected as a dual

failure. The end result to the FLCS is an AOA in the

range of 11-13.6 degrees (i.e. no AOA limiter).

T.O. GR1F16CJ1

615

If the radome is lost, attempt to attain 1 g level flight

at 275-300 knots and place the landing gear handle

down. Airspeed and AOA indications won't be

accurate. Use a chase aircraft to help establish speed

and keep AOA below 12 degrees. Assess the situation

by determining what failures are being annunciated

and perform a controllability check.

DIVE RECOVERY

Refer to figure 61. Dive recovery capability is given

as altitude lost during pullout and is a function of

pullout load factor, dive angle, true airspeed, and

FLCS limiting. Plots to convert indicated airspeed

or mach number into true airspeed are provided on

the chart. Dive recovery during constant load factor

pullout may be on the AOA limiter prior to recovery,

under certain initial conditions, as airspeed is

reduced. Dive recovery capability at constant load

factor is nearly independent of store drag. The dive

recovery chart is applicable to GW's between

20,000 30,000 pounds. The dive recovery chart

becomes increasingly conservative for GW's less

than 25,000 pounds and decreasingly conservative

for GW's greater than 25,000 pounds. Increase

altitude lost during full aft stick pullout by 4

percent for each 1000 pounds in excess of 25,000

pounds GW if initial dive angle is

45 degrees and

initial airspeed is less than 500 knots.
For a constant g pullout, use the greater of constant

g or limiter pullout altitude lost.

NOTE

The dive recovery chart is based on an

idle thrust, wings level, speedbrakes

fully open recovery. However, if air

speed is below 350 knots, altitude loss

is minimized by selecting/maintaining

MIL/AB thrust and closing speed

brakes. If airspeed is 350 knots or

above, selecting/maintaining idle

thrust and opening speedbrakes mini

mize altitude loss. In either case, best

dive recovery performance is obtained

by making an ADI referenced wings

level pull.

SAMPLE PROBLEM:

= 25,000 pounds

KIAS

= 300

Initial altitude

= 15,000 feet

Temperature

= 0

KTAS

= 381

Mach number

= 0.59

Dive angle

= 60 degrees

Category/KIAS

= CAT I/300

H. Altitude lost during

limiter pullout

= 2130 feet

Altitude lost during
limiter pullout

= 2130 feet

Maximum pullout load
factor available

= 5.8g

Pullout load factor

= 3g

Altitude lost during
3g pullout

= 4150 feet

T.O. GR1F16CJ1

616

INITIAL KIAS

CAT III

200
250
300

400+

300

250

CAT I

200

300

400

500

600

700

800

900

200

300

400

500

600

700

800

0.2

0.4

0.6

0.8

1.0

1.2

1.4

TRUE AIRSPEED KNOTS

MACH NUMBER

TITUDE LOST DURING PULLOUT 1000 FEET

INDICA

TED AIRSPEED KNOTS

1F-16X-1-0021X

Dive Recovery

CONDITIONS:

IDLE THRUST

NO DELAY BEFORE PULLUP INITIATION

WINGS LEVEL

MAXIMUM G ONSET RATE

FULL SPEEDBRAKES

NOTES:

1. Applicable for CAT I or CAT III limiter.

2. Increase altitude lost during limiter pullout by

4 percent for each 1000 pounds in excess of

25,000 pounds GW if initial dive angle is 45

degrees and initial KIAS is less than 500.

DATA BASIS ESTIMATED

LIMITER PULLOUT

Figure 61.

T.O. GR1F16CJ1

SECTION VII

ADVERSE WEATHER OPERATION

TABLE OF CONTENTS

Introduction

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

Instrument Flight Procedures

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

Holding

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

Penetration

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

Instrument Pattern/Approaches

. . . . . . . . . .

Missed Approach

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

Turbulence and Thunderstorms

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

Cold Weather Operation

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

Before Entering Cockpit

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

Before Starting Engine

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

Starting Engine

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

After Engine Start

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

Taxi

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

Takeoff

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

In Flight

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

Landing in Icy or Wet Conditions

. . . . . . . . . . .

Hot Weather and Desert Ground

Operation

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

Volcanic Ash Operation

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

Ground Operations

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

InFlight Operations

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

INTRODUCTION

This section contains information and procedures

that affect operation of the aircraft in adverse

weather and climatic conditions and which differ

from the normal procedures in Section II.

INSTRUMENT FLIGHT PROCEDURES

PX II

The HUD may be used as a reference for

instrument flight.

PX III

The HUD may be used as a

primary reference for instrument flight. Frequent

crosschecks with other instruments will be per

formed to maintain proper flight orientation and

detect failures that are not directly communicated to

the pilot.

PX III

The EGI is not certified to

provide instrument approach flight

path guidance.

The HUD should not be used as the sole

reference for instrument flight due to

the lack of adequate failure warning

but should be crosschecked with the

primary/basic instruments.

PX III

The displays generated for the

JHMCS helmet are not approved for

use as a reference during instrument

meteorological conditions (IMC) or for

course guidance during landing.

A delayed selection of ILS/TCN or

ILS/NAV until the aircraft is nearly on

the ILS glide slope may cause the flight

director circle to be positioned incorrectly

(full up or full down) for up to 90 seconds.

If the flight director circle is positioned

incorrectly when an ILS mode is

selected, move the INSTR MODE knob

to TCN or NAV, then back to the desired

ILS mode. This action enables the flight

director to operate properly.

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 shall be crosschecked.

PX III

It is possible for the MMC to

position the ILS glideslope bar full down

without being dashed even though the

ILS glideslope signal may be valid. Care

must be taken during precision ap

proaches to cross check ILS information

on the ADI if the HUD glideslope bar

drives full down and is not dashed.

F16C/D. FLIGHT MANUAL (2002) - page 29

F16C/D. FLIGHT MANUAL (2002) - page 29