F16C/D. FLIGHT MANUAL (2002) - page 45

T.O. GR1F16CJ1CL2

C18/PW

OTHER INDICATIONS:

D

Below 15 psi at IDLE.

D

Below 30 psi at MIL.

D

Above 95 psi.

D

Pressure fluctuations greater than 

"

5 psi at IDLE or 

"

10 psi

above IDLE.

D

Lack of oil pressure rise when the rpm is increased.

OTHER CONSIDERATIONS:

1

 The rate of oil loss is decreased at low altitudes and low

throttle settings.

2

 Monitor hydrazine use. If consumption rate is too high, cycle

EPU sw to OFF, then NORM to conserve hydrazine. Be prepared

to place EPU sw back to ON if the engine seizes.

3

C

 

F

 Throttle movement/rpm change may cause engine

seizure.

F

 Do not start the JFS if engine seizure has occurred or is

anticipated. Starting the JFS may result in no brake/JFS

accumulator pressure for the brakes.

4

 Plan to fly an SFO. Refer to FLAMEOUT LANDING, page

C33.

C18/PW

7 " Page

T.O. GR1F16CJ1CL2

C19/PW

ENGINE VIBRATIONS

If vibrations persist:

1. Throttle-Minimum practical.

2. Land as soon as possible.

OIL SYSTEM MALFUNCTION

If an oil pressure malfunction is suspected:

1. Attain desired cruise altitude. 

1

2. Stores - Jettison (if required).

3. Throttle - Approx 80 percent rpm.

4. EPU sw - ON. 

2

5. Throttle - Do not move until landing is assured.

3

C

6. Land as soon as possible. 

4

7. Refer to ACTIVATED EPU/HYDRAZINE LEAK,

page F13.

END

C19/PW

7 1/4

ENG VIB/OIL SYSTEM MALFUNCTION

" Page

T.O. GR1F16CJ1CL2

C20/PW

OTHER CONSIDERATIONS:

1

W

 Assume engine alternator is inoperative or malfunction

ing. If the engine is shut down, an airstart may not be possible.

2

 NonAB stalls may be inaudible.

3

 Stalls may be caused by antiice valve failing to close at

high thrust setting (throttle above midrange).

4

W

 Shutting down the engine with an engine alternator

failure (indicated by zero or erroneously low rpm, illuminated

SEC caution light, illuminated ENGINE warning light, and

normal thrust) results in no ignition for an airstart.

5

 If a nonAB stall clears, maintain throttle at midrange or

below unless required to sustain flight.

6

 

If an AB stall clears, the engine is safe to operate in the IDLE

to MIL range, provided no other abnormal indication is

observed. Attempt further AB operation only if needed to

sustain flight.

C20/PW

7 1/4 " Page

T.O. GR1F16CJ1CL2

C21/PW

ZERO RPM/ERRONEOUS RPM INDICATION 

1

W

If SEC caution light is illuminated: 

1. Go to SEC CAUTION LIGHT, page C29.

If SEC caution light is not illuminated:

1. Land as soon as practical.

ENGINE STALL RECOVERY

If an AB stall(s) occurs:

1. Throttle - Snap to MIL.

If AB stalls do not clear or

stall(s) occurs below AB: 

2

2. Throttle - IDLE.

3. ANTI ICE sw - OFF

when conditions

permit. 

3

If stalls continue at idle

and engine rpm is less

than 60 percent with no

rpm response to throttle

movement:

4. Throttle-OFF. Ini

tiate airstart. Refer

to AIRSTART PRO

CEDURES, page

C31. 

4

W

If nonAB stall(s) clears:

5. Throttle-Midrange

or below. 

5

6. Land as soon as

possible.

END

If AB stall(s) clears:

2. Throttle-As 

required. 

6

END

C21/PW

7 1/2

ZERO RPM/ERR RPM IND/ENG STALL REC

" Page

T.O. GR1F16CJ1CL2

C22/PW

OTHER CONSIDERATIONS:

D

Engine oscillations.

D

Insufficient thrust at MIL (with or without correct indications).

D

Lack of response to throttle commands.

D

Nozzle indicating or suspected full open or closed.

OTHER CONSIDERATIONS:

1

W

 

F

 Failure to monitor sink rate and height above terrain

while applying low thrust recovery procedures can result in

ejection outside ejection seat performance envelope.

F

 If the throttle is stuck and thrust is suitable for sustained

flight, attempts to free the throttle should be delayed until

within gliding distance of a suitable landing field.

F

 Jettison stores when necessary to increase flying time

available to complete actions designed to restore thrust.

2

 

F

 Transfer to SEC removes stall recovery logic. If SEC is

selected while the engine is stalling, a stagnation may occur.

F

 The ENG CONT sw should not be returned to 

C

 

DF

 

PRI, 

DR

NORM after landing in an attempt to open the nozzle and

decrease thrust.

3

C

 Retarding the throttle below MIL while supersonic may

induce inlet buzz which produces severe cockpit vibration and

probable engine stalls.

4

 Stalls may be caused by the antiice valve failing to close

at high throttle settings (above midrange).

5

 Attempts to establish a min practical throttle setting that

provides sufficient thrust may result in repeated stalls that

clear when the throttle is retarded. Note stalled RPM/throttle

position and attempt to establish a lower throttle setting that

provides sufficient thrust.

6

 Transfer to SEC while supersonic should be accomplished

with the throttle at MIL; if the throttle can not be retarded to MIL,

transfer to SEC is permissible with the throttle in AB. Subsonic

transfers to SEC below 40,000 ft MSL should be accomplished

with the throttle at midrange or above.

C22/PW

7 1/2 " Page

T.O. GR1F16CJ1CL2

C23/PW

ABNORMAL ENGINE RESPONSE 

1

W

 

2

If in AB or supersonic:

1. Throttle - MIL. 

3

C

If thrust is low and nozzle is suspected to be failed

open, damaged, or missing:

2. Refer to NOZZLE FAILURE, page C25.

If problem still exists: 

3.

C

 

DF

 AB RESET sw - AB RESET, then NORM.

4. Airspeed-250 kts (if thrust is too low to sustain

level flight).

If problem still exists:

5. Throttle-IDLE.

6. ANTI ICE sw-OFF. 

4

7. Throttle-Slowly advance to min practical. 

5

If current thrust will allow a safe landing:

8. Land as soon as possible.

If suitable thrust cannot be attained or thrust is too

high to permit a safe landing:

8. Throttle-Midrange.

9. ENG CONT sw - SEC. 

6

10. Throttle-Min practical.

(Cont)

C23/PW

7 3/4

ABNORMAL ENGINE RESPONSE

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C23/PW

7 3/4

ABNORMAL ENGINE RESPONSE

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T.O. GR1F16CJ1CL2

C24/PW

OTHER INDICATIONS:

7

 During landing in SEC, idle thrust is approximately twice that

in PRI.

8

C

 An SFO is not recommended if engine is operating

satisfactorily in SEC.

9

 If throttle is stuck, control might be regained by depressing

the cutoff release, rotating the throttle outboard, and

applying necessary force.

10

W

 Do not start the JFS if engine seizure has occurred or is

anticipated or if engine failure is a result of fuel starvation.

Starting the JFS may result in no brake/JFS accumulator

pressure for the brakes.

11

W

 Delaying engine shutdown can result in a long, fast

landing. Wheel braking is less effective due to lack of WOW and

there is an increased probability of a missed cable

engagement.

12

 If throttle is stuck or engine does not respond, shut down

the engine with the FUEL MASTER sw. At MIL, the engine flames

out in approx 6 sec. At IDLE, the engine flames out in approx

45 sec.

13

W

 The hook may miss the cable if the aircraft is not slow

enough to compress the MLG struts sufficiently to make WOW

or if forward stick pressure is held.

C24/PW

7 3/4 " Page

T.O. GR1F16CJ1CL2

C24.1/PW

If current SEC thrust will allow a safe landing.

11. Land as soon as practical. 

7

 

8

C

When landing is assured:

12. Throttle - Verify  engine  responds  normally  to

throttle movement from IDLE to MIL; set as

required.

If suitable thrust cannot be attained:

11. ENG CONT sw-

C

 

DF

 PRI, 

DR

 NORM.

12. Throttle-AB (if required to sustain level flight).

13. Land as soon as possible.

If thrust is too high to permit a safe landing: 

9

11. Plan a flameout landing. Refer to FLAMEOUT

LANDING, page C33. 

10

W

When prepared to land (normally high key): 

11

W

12. Throttle-OFF. 

12

13. HOOK sw-DN (if required). 

13

W

END

C24.1/PW

7 5/8 " Page

T.O. GR1F16CJ1CL2

C24.2/PW

OTHER CONSIDERATIONS: 

1

 SEC should only be selected when it becomes apparent that

sufficient thrust cannot be achieved in PRI. SEC eliminates the

additional thrust and the engine protection benefits provided

by the DEEC in PRI. The nozzle loss logic holds the engine in PRI

for these reasons.

2

W

 With nozzle loss, catastrophic engine failure and fire

are probable with prolonged high power settings above

850

_

C FTIT while in SEC.

3

C

 If airspeed drops below 250 kts, trade altitude to

reacquire 250 kts. Do not descend below min recommended

ejection altitude or min safe altitude, whichever is

appropriate.

C24.2/PW

7 5/8 " Page

T.O. GR1F16CJ1CL2

C25/PW

NOZZLE FAILURE  

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

nozzle is suspected:

1. Throttle-MIL or below.

2. Stores-Jettison (if required).

3. Airspeed-250 knots.

If thrust is sufficient to reach a suitable landing field:

4. Land as soon as possible. Plan a flameout landing.

Refer to FLAMEOUT LANDING, page C33.

If unable to reach a suitable landing field and level

flight cannot be maintained by 1000 ft above min rec

ommended ejection altitude or min safe altitude,

whichever is appropriate:

5. ENG CONT sw-SEC.  

1

6. Throttle-As required to maintain 250 kts in

level flight above minimum recommended

ejection altitude or minimum safe altitude,

whichever is appropriate. 

2

W

3

C

7. Land as soon as possible. Plan a flameout landing.

Refer to FLAMEOUT LANDING, page C33.

END

C25/PW

8

NOZZLE FAILURE

" Page

T.O. GR1F16CJ1CL2

C26/PW

OTHER CONSIDERATIONS: 

1

If stores jettison is attempted after main and standby

generators drop off line but before EPU generator powers the

SMS (approx 5 seconds delay), stores will not jettison.

2

 Visually confirm the stores have jettisoned and jettison

again if required.

3

W

Below 4000 ft AGL, there may be insufficient time to

perform an airstart prior to min recommended ejection

altitude.

C26/PW

8 " Page

T.O. GR1F16CJ1CL2

C27/PW

LOW ALTITUDE ENGINE FAILURE OR FLAMEOUT

If low altitude engine failure or flameout occurs:

1. Zoom.

2. Stores - Jettison (if required). 

1

 

2

3. Perform airstart (if altitude permits), Refer to

AIRSTART PROCEDURES, page C31. 

3

W

END

C27/PW

8 1/4

LOW ALT ENGINE FAILURE OR FLAMEOUT

" Page

T.O. GR1F16CJ1CL2

C28/PW

OTHER CONSIDERATIONS:

1

 The ENG CONT sw should not be returned to 

C

 

DF

 PRI,

DR

 NORM after landing in an attempt to open the nozzle and

decrease thrust.

2

C

 Retarding the throttle below MIL while supersonic may

induce inlet buzz which produces severe cockpit vibration and

probable engine stalls.

3

 AB operation is inhibited. Above 40,000 ft MSL, minimize

throttle movement.

4

W

 If the rpm indication is also zero or erroneously low, the

engine alternator may have failed. If the engine is shut down,

an airstart may not be possible.

5

 During landing in SEC, idle thrust is approximately twice that

in PRI with a normal nozzle.

6

 If ENG BUS FAIL PFL is displayed or has been displayed, MUX

communication with the EDU is no longer possible.

Subsequently, if an engine PFL occurs, the ENGINE FAULT

caution light illuminates but cannot be reset and that PFL

cannot be displayed on the PFLD.

7

 This action resets the DEEC and may clear the failure

condition.

8

 The failure condition no longer exists if the PFL is not present

during the fault recall.

C28/PW

8 1/4 " Page

T.O. GR1F16CJ1CL2

C29/PW

SEC CAUTION LIGHT 

1

If SEC caution light illuminates while supersonic:

1. Throttle - Do not retard below MIL until

subsonic. 

2

C

When subsonic or if SEC caution light illuminates

while subsonic:

2. Throttle - Verify engine responds normally to

throttle movement from IDLE to MIL; set as

required. 

3

 

4

W

3. ENG CONT sw - SEC.

4. Land as soon as practical. 

5

If engine is operating abnormally in SEC:

5. Refer to ABNORMAL ENGINE RESPONSE,

page C23.

ENGINE FAULT CAUTION LIGHT

If ENGINE FAULT caution light illuminates:

1. PFLD-Note PFL(s) displayed. 

6

2.

C

 

DF

 FACK, 

DR

 FAULT ACK button-Depress

to acknowledge fault.

If ENGINE FAULT caution light does not reset when

the fault is acknowledged:

3. Throttle-85 percent RPM or less.

4. Land as soon as possible.

If ENGINE FAULT caution light resets when the fault

is acknowledged:

3. Refer  to  PILOT FAULT LIST - ENGINE, page

EP6.

4.

C

 

DF

 AB RESET sw-AB RESET, then NORM. 

7

5.

C

 

DF

 FACK, 

DR

 FAULT ACK button-Depress

to perform fault recall. 

8

END

C29/PW

8 1/2

SEC/ENGINE FAULT CAUTION LIGHT

" Page

T.O. GR1F16CJ1CL2

C30/PW

OTHER CONSIDERATIONS:

1

 If the throttle is retarded to OFF to clear a stall, it should be

maintained in OFF for a few seconds to allow the stall to clear.

2

W

 With engine failure or flameout, OBOGS is inoperative.

Activate EOS if OXY LOW warning light illuminates above

10,000 ft cockpit altitude.

3

 FTIT will decrease rapidly when throttle is OFF.

4

 Above 30,000 ft MSL,  dive at  400 kts/0.9  mach.  Below

30,000 ft MSL, establish approx 250 kts. When below 20,000

ft MSL with the JFS RUN light on and PRI mode confirmed,

airspeed can be reduced to achieve max range or max

endurance ( 

C

 200 or 170, 

D

 205 or 175 kts, respectively,

plus 5 kts per 1000 lb of fuel/store weights and plus 5 kts if

CFT's are installed).

5

 

F

 If the JFS sw is erroneously placed to START 1, leave it

there.

F

 If the JFS RUN light does not illuminate or goes off once

illuminated, place the JFS sw to OFF and reattempt START 2

when the brake/JFS accumulators are recharged. The JFS sw

does not relatch in either start position while the JFS is spooling

down.

6

  If stores jettison is attempted after main generator drops off

line but before EPU generator powers the SMS (approx 5 sec

delay), stores will not jettison.

7

  Visually confirm the stores have jettisoned and jettison

again if required.

8

 

F

 Place the ENG CONT sw to SEC prior to placing the

throttle to midrange, otherwise a start anomaly may result.

F

 The proximity of the ENG CONT sw to the JFS sw makes the

JFS sw susceptible to being bumped to OFF when selecting SEC.

C30/PW

8 1/2 " Page

T.O. GR1F16CJ1CL2

C31/PW

AIRSTART PROCEDURES 

1

 

2

W

To accomplish an airstart: 

1. Throttle - OFF, then midrange. 

3

2. Airspeed - As required. 

4

3. JFS sw - START 2 below 20,000 ft MSL and below

400 kts. 

5

4. Stores - Jettison (if required). 

6

 

7

If a no light, hot start, or stall occurs:

5. Throttle - OFF.

6. ENG CONT sw - SEC if below 30,000 ft MSL (250

kts min). 

8

7. Throttle - Midrange.

If a hung start occurs:

8. Airspeed - Increase (max of 400 kts/0.9 mach).

If a hung start continues or there is no throttle re

sponse:

9. Throttle - OFF when below 30,000 ft MSL.

10. ENG CONT sw - SEC (250 kts min). 

8

11. Throttle - Midrange.

(Cont)

C31/PW

8 3/4

AIRSTART PROCEDURES

" Page