F16C/D. FLIGHT MANUAL (2002) - page 47

T.O. GR1F16CJ1CL2

D8

OTHER CONSIDERATIONS:

7

 A fuel line between the reservoir and FFP may be ruptured,

causing fuel to cycle between tanks in the same system.

8

 Monitor reservoir tanks to insure they are maintained full.

D8

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D8.1

If external fuel has not

transferred:

6. Go to TRAPPED

EXTERNAL FUEL,

page D9.

If CFT fuel has not com

pletely transferred:

7. Go to TRAPPED CFT

FUEL, page D21.

If forward and aft fuse

lage fuel is not properly

balanced:

8. Go to FUEL IMBAL

ANCE, page D5.

If fuel is properly bal

anced:

7

9. Land as soon as

possible.

END

If AL and FR pointers test

good:

6. Individual fuel quan

tities - Check and

compare with total

izer.

8

7. Land as soon as

practical.

END

D8.1

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D8.2

OTHER CONSIDERATIONS:

1

W

F

A TRP FUEL indication in the HUD may be a symptom

of an external fuel leak. If a fuel leak is suspected (indicated

by abnormally high fuel flow, by totalizer decreasing at

abnormal rate, or by visual means), refer to FUEL LEAK, page

D11.

F

With trapped external fuel, the totalizer does not indicate

total usable fuel. Usable fuel is the totalizer quantity less the

external fuel quantity. 

2

 If either INT WING & CFT indication is greater than 700 lb

and an external tank is empty, go to TRAPPED CFT FUEL, page

D21.

3

 Repeating or undoing any steps may delay transfer.

4

 This action usually increases ECS air pressure for external

fuel transfer.

5

 Selecting WING FIRST bypasses electrical components

that, if malfunctioning, can prevent fuel transfer from

external wing tanks, the centerline tank, or all three external

tanks. With a three tank configuration, the first indication

that the centerline tank is feeding is after the external wing

tanks are emptied.

6

 A NVP TFR FAIL PFL and a flyup can occur when NORM is

reselected while operating in TFR.

7

 Open or close AR door at or below 400 kts/0.85 mach.

8

 The time required to observe fuel transfer if the malfunction

is corrected can vary from 13 minutes (for a full centerline

tank) to 1012 minutes (for three external tanks with 500 lb fuel

in each) if reservoir tanks are full (i.e., both air ejectors are off).

9

W

 If a trapped external fuel condition is not discovered until

either reservoir tank is less than full or a fuel low light is on,

sufficient fuel transfer from the external tank(s) may not occur

even if the malfunction is corrected. Consider fuselage fuel to

be the only usable fuel.

10

 If trapped external fuel occurs after air refueling and

completion of checklist steps did not correct the malfunction,

consider descending well below the freezing level to

unfreeze the external pressurization and vent valve. Cycling

the AR door at lower altitude may restore normal operation.

D8.2

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T.O. GR1F16CJ1CL2

D9

TRAPPED EXTERNAL FUEL

1

W

 

2

Accomplish steps 1 through 8 and 9 (if required) with

out delay:

3

1. Fuel flow - Minimize.

2. AIR REFUEL sw - Confirm in CLOSE.

3. AIR SOURCE knob - Confirm in NORM or

DUMP.

4. TEMP knob - MAN and adjust for comfort.

4

5. TANK INERTING sw - TANK INERTING to

reduce internal tank pressurization.

6. EXT FUEL TRANS sw - WING FIRST.

5

7. ENG FEED knob - NORM.

6

8. Stick - Pulse aircraft in pitch several times by

applying differential g forces of approx 

"

 2g.

If the AIR REFUEL sw was initially found in CLOSE

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

initially found in OPEN (step 2), omit step 9.

9. AIR REFUEL sw - OPEN (1 sec), then CLOSE.

7

10. External tank fuel quantity - Monitor.

8

9

W

10

11. Stores - Jettison (if required).

END

D9

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TRAPPED EXTERNAL FUEL

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T.O. GR1F16CJ1CL2

D10

OTHER CONSIDERATIONS:

1

 Indicated by abnormally high fuel flow, by totalizer

decreasing at abnormal rate, or by visual means.

2

 If a suitable landing field is not within gliding distance,

consider increasing airspeed and altitude (without the use of

AB) to maximize range by using fuel which would otherwise be

lost.

3

W

 Avoid negative g flight when either reservoir is not full.

4

 Leak is in the engine feed line or engine components.

5

 Consider stores jettison if range is critical. Consider an SFO.

Refer to FLAMEOUT LANDING, page C33.

6

 A NVP TFR FAIL PFL and a flyup can occur when NORM is

reselected while operating in TFR.

7

 This action stops automatic forward fuel transfer.

8

 Consider stores jettison if range is critical.

9

W

 Aft fuel heavy (red portion of AL pointer showing) results

in increased susceptibility to departure and deep stall

conditions. Limit AOA and avoid max command rolling

maneuvers.

10

C

 If twopoint aerodynamic braking is used with an aft CG,

pitch overshoots may occur and the nozzle, speedbrakes, and

ventral fins may contact the runway.

D10

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D11

FUEL LEAK

If a fuel leak is suspected:

1

1. Range - Maximize.

2

3

W

If fuel flow is abnormally

high:

2. ENG FEED knob -

OFF.

4

3. Land as soon as

possible.

5

END

If fuel flow is normal:

2. ENG FEED knob -

NORM.

6

If leak is from the forward

system:

3. FUEL QTY SEL

knob - Out of

NORM.

7

If external tanks contain

fuel:

4. TANK INERTING

sw - TANK INERT

ING to reduce inter

nal tank pressuriza

tion.

If external tanks are not

installed or when they are

empty:

5. AIR REFUEL sw -

OPEN.

6. Land as soon as

possible.

8

If aft fuel imbalance

exists (aft CG):

7. AOA - 15

_

 max.

9

W

10

C

END

D11

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D12

OTHER INDICATIONS:

D

Main and standby generator failure with either hydraulic

system A or FFP failure.

OTHER CONSIDERATIONS:

1

W

F

Engine flameout may occur at low fuel flow rates

when in a hot fuel situation.

F

Engine flameout may occur when either reservoir tank

empties if a gravity feed condition exists.

2

 Minimize aircraft maneuvering for duration of flight.

3

 Consider an SFO. Refer to FLAMEOUT LANDING, page

C33.

D12

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T.O. GR1F16CJ1CL2

D13

HOT FUEL/OIL OR GRAVITY FEED  

If FUEL/OIL HOT caution light illuminates or gravity

feed situation exists: 

1

W

1. AIR REFUEL sw - Check CLOSE.

2. TANK INERTING sw - Check OFF.

3. Altitude - 10,000 ft max (if practical).

2

4. Fuel flow - 4000 pph min until landing is assured

when in a hot fuel situation.

If FUEL/OIL HOT cau

tion light goes off:

5. Land as soon as

practical.

END

If FUEL/OIL HOT cau

tion light remains on or

gravity feed situation

exists:

5. Land as soon as

possible.

3

END

D13

8

HOT FUEL/OIL OR GRAVITY FEED

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T.O. GR1F16CJ1CL2

D14

INOPERATIVE EQUIPMENT:

D

HYD SYS A - Speedbrakes, FFP.

D

HYD SYS B - Normal braking, NWS, AR door, gun, normal

LG extension.

OTHER INDICATIONS:

D

A hydraulic system failure is indicated by illumination of the

HYD/OIL PRESS warning light, FLCS FAULT caution light, and

ISA ALL FAIL PFL.

OTHER CONSIDERATIONS:

1

W

 If hydraulic failure is due to structural damage (e.g., battle

damage, midair collision, bird strike, fire, or hard landing), the

other system may be damaged and failure can occur with little

warning. The HYD PRESS indicator may show normal pressure

until system fluid is depleted.

2

 Make smooth control inputs and plan to fly a straightin

approach.

3

 Fuel distribution must be controlled manually.

4

 EPU RUN light on may indicate a dual hydraulic or PTO shaft

failure.

5

 Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts

should be minimized in case there is a leak in the pneumatic lines.

6

C

F

NWS is not available following alternate LG extension.

F

 Do not depress the ALT GEAR reset button while pulling the ALT

GEAR handle. This action may preclude successful LG extension.

7

W

 If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND. Nozzle remains closed,

resulting in higher than normal landing thrust.

8

 Braking is available using brake/JFS accumulators only. To

avoid brake activation and loss of brake/JFS accumulator

pressure, do not rest feet on brake pedals. If the brake/JFS

accumulators are depleted or if directional control may be a

problem, consider an approachend arrestment. Refer to

CABLE ARRESTMENT, page F11.

9

C

 

F

 Brakes should be applied in a single, moderate, and

steady application without cycling the antiskid.

F

 Brake pedal deflection of 1/16 inch activates the brakes and

bleeds the brake/JFS accumulators. To avoid brake activation

and loss of brake/JFS accumulator pressure, do not rest feet on

brake pedals.

F

 Do not attempt to taxi clear of the runway. Loss of brake/JFS

accumulator pressure results in the inability to stop or steer the

aircraft.

D14

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T.O. GR1F16CJ1CL2

D15

SINGLE HYDRAULIC FAILURE

1

W

System A Failure

1. Land as soon as practical.

2

2. System B HYD PRESS indicator - Monitor.

3. Fuel balance - Monitor.

3

System B Failure

4

1. Land as soon as practical.

2

2. ALT GEAR handle - Pull (190 kts max, if

practical). 

5

 

6

C

3. LG handle - DN. (Use DN LOCK REL button if

required.)

7

W

4. HOOK sw - DN (if required).

8

After landing:

5. Stop straight ahead and engage parking brake.

9

C

END

D15

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SINGLE HYDRAULIC FAILURE

" Page

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D16

OTHER CONSIDERATIONS:

D

Sluggishness or lack of response to flight control inputs;

decreasing hydraulic pressures.

D

A hydraulic system failure is indicated by illumination of the

HYD/OIL PRESS warning light, FLCS FAULT caution light, and

ISA ALL FAIL PFL.

MAJOR INOPERATIVE EQUIPMENT:

D

HYD SYS B - Normal braking, NWS, AR door, gun, and

normal LG extension.

OTHER CONSIDERATIONS:

1

 Before landing, confirm that the EPU operates (EPU run light

on) with the throttle in IDLE. If the EPU run light goes off, refer

to ABNORMAL EPU OPERATION, page A17.

2

 Make smooth control inputs and plan to fly a straightin

approach.

3

 Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts

should be minimized in case there is a leak in the pneumatic lines.

4

C

F

NWS is not available following alternate LG extension.

F

Do not depress the ALT GEAR reset button while pulling the

ALT GEAR handle. This action may preclude successful LG

extension.

5

W

 If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND. Nozzle remains closed,

resulting in higher than normal landing thrust.

6

 Braking is available using brake/JFS accumulators only. To

avoid brake activation and loss of brake/JFS accumulator

pressure, do not rest feet on brake pedals. If the brake/JFS

accumulators are depleted or if directional control may be a

problem, consider an approachend arrestment. Refer to

CABLE ARRESTMENT, page F11.

7

C

F

Brakes should be applied in a single, moderate, and

steady application without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch activates the brakes and

bleeds the brake/JFS accumulators. To avoid brake activation

and loss of brake/JFS accumulator pressure, do not rest feet on

brake pedals.

F

Do not attempt to taxi clear of the runway. Loss of brake/JFS

accumulator pressure results in the inability to stop or steer the

aircraft.

D16

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T.O. GR1F16CJ1CL2

D17

DUAL HYDRAULIC FAILURE

1. EPU sw - ON (if EPU run light is off).

2. System A HYD PRESS indicator - Check

pressure increasing.

If hydraulic pressure does not increase or control re

sponse is lost:

3. Eject.

If system A hydraulic pressure is restored:

3. EPU run light - Check light on at idle thrust.

1

4. Land as soon as possible.

2

5. ALT GEAR handle - Pull (190 kts max, if

practical). 

3

 

4

C

6. LG handle - DN. (Use DN LOCK REL button if

required.)

5

W

7. HOOK sw - DN (if required).

6

After landing:

8. Stop straight ahead and engage parking brake.

7

C

9. Refer to ACTIVATED EPU/HYDRAZINE LEAK,

page F13.

END

D17

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DUAL HYDRAULIC FAILURE

" Page

T.O. GR1F16CJ1CL2

D18

  MAJOR INOPERATIVE EQUIPMENT:

D

MAIN GEN - FCR, MFD's, FCC.

D

HYD SYS B - Normal braking, NWS, AR door, gun, and

normal LG extension.

D

STBY GEN/FLCS PMG.

D

Go to EMERGENCY POWER DISTRIBUTION, page A20, for

other systems lost.

OTHER CONSIDERATIONS:

1

C

 Stall  protection  may  be  lost.  Do  not  retard  throttle

below MIL until subsonic.

2

 If warning flag(s) is in view, refer to EGI FAILURE, page F29.

3

 Before landing, confirm that the EPU operates (EPU run light

on) with the throttle in IDLE. If the EPU run light goes off, refer

to ABNORMAL EPU OPERATION, page A17.

4

Make smooth control inputs and plan to fly a straightin

approach.

5

Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts

should be minimized in case there is a leak in the pneumatic

lines.

6

C

F

NWS is not available following alternate LG extension.

F

Do not depress the ALT GEAR reset button while pulling the

ALT GEAR handle. This action may preclude successful LG

extension.

D18

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T.O. GR1F16CJ1CL2

D19

SYSTEM B AND GENERATOR FAILURE (PTO SHAFT)

1. EPU sw - ON (if EPU run light is off).

If EPU run light is off

 

and control response is lost:

2. Eject.

If EPU run light is on:

3. Throttle - As required.

1

C

4. ADI - Check for presence of OFF and/or AUX

warning flags. 

2

5. Fuel balance - Monitor.

6. EPU run light - Check light on at idle thrust.

3

7. Land as soon as possible.

4

8. ALT GEAR handle - Pull (190 kts max, if

practical). 

5

 

6

C

(Cont)

D19

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SYS B AND GEN FAIL (PTO SHAFT)

" Page

T.O. GR1F16CJ1CL2

D20

OTHER CONSIDERATIONS: 

7

W

 If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND. Nozzle remains closed,

resulting in higher than normal landing thrust.

8

 Braking is available using brake/JFS accumulators only. To

avoid brake activation and loss of brake/JFS accumulator

pressure, do not rest feet on brake pedals. If the brake/ JFS

accumulators are depleted or if directional control may be a

problem, consider an approachend arrestment. Refer to

CABLE ARRESTMENT, page F11.

9

C

F

Brakes should be applied in a single, moderate, and

steady application without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch activates the brake/JFS

accumulators. To avoid brake activation and loss of

accumulator fluid, do not rest feet on the brake pedals.

F

Do not attempt to taxi clear of the runway. Loss of brake/JFS

accumulator pressure results in the inability to stop or steer the

aircraft.

D20

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T.O. GR1F16CJ1CL2

D20.1

9. LG handle - DN. (Use DN LOCK REL button if

required.)

7

W

10. HOOK sw - DN

 

(if required).

8

After landing:

11. Stop straight ahead and engage parking

brake.

9

C

12. EPU sw - OFF.

13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,

page F13.

END

D20.1

8 5/8 " Page