F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 6

T.O. GR1F16CJ1

132

ENGINE F100-PW-229

Engine Fuel/Control System Schematic

(Typical)

FROM FFP

AIRFRAME

ENGINE

LEGEND:

ELECTRICAL

ENG BLEED AIR
FUEL (COOLING)

AB FUEL FLOW

MECHANICAL

SERVO PRESSURE

AB FUEL

PUMP

FUEL FLOW

TRANSMITTER

ENGINE ELECTRONIC

CONTROL COOLING

FUEL SHUTOFF VALVE

FUEL/OIL HEAT

EXCHANGER

MAIN FUEL

SHUTOFF VALVE

AIRFRAME SIGNALS

MAIN

FUEL

CONTROL

(MFC)

AB FUEL

CONTROL

(AFC)

ENGINE LUBE OIL TO

AND FROM OIL SYSTEM

BOOST PUMP PRESS

GR1F-16CJ-1-1017X37

FUEL LINE

STRAINER

MAIN

FUEL

PUMP

ENGINE

SIGNALS

CENC

ENGINE

BLEED AIR

(FOR ACTUATION)

OVBD

ST

AR

T

BLEED

CIVV

RCVV

FUEL/OIL

COOLER

ACTUATION

PRESSURE

FUEL PRESSURI-

ZATION AND

DUMP VALVE

DIGITAL

ELECTRONIC

ENGINE

CONTROL

(DEEC)

LIGHT-OFF

DETECTOR

ENGINE

FAN

DUCT

ENGINE CONTROL

AND FEEDBACK

RCVV

ACTUATOR

CONTROL AND

FEEDBACK

MFP BOOST PRESS
MFP PRESSURE

ENGINE

DIAGNOSTIC

UNIT (EDU)

ENGINE

CONTROL

AND

FEEDBACK

THROTTLE

AIRFRAME

SIGNALS

ANTI-

ICING

VALVE

AB PUMP

CONTROLLER

ENGINE INLET

CASE

ENGINE BLEED AIR

ENGINE

BLEED

AIR FOR

TURBINE

POWER

RTN

TO

RSVRS

CIVV

ACTUATOR

AB RESET

COCKPIT ANTI-ICE

ENGINE DATA REQUEST

ICE DETECTOR SIGNAL

MACH

ENGINE FAULT

FTIT

NOZ POS

OIL

RPM

ENGINE SIGNALS

Figure 15.

T.O. GR1F16CJ1

133

Digital Electronic Engine Control (DEEC) 

PW 229

The DEEC is an enginemounted, fuelcooled, solid

state digital full authority computer.

Control functions provided by the DEEC during PRI

operation are:

D

Fuel flow scheduling.

D

Fan speed control.

D

Engine pressure ratio scheduling.

D

Core compressor speed limiting.

D

FTIT limiting.

D

Minimum and maximum compressor discharge

pressure limiting.

D

Nozzle position control.

D

RCVV scheduling.

D

CIVV scheduling.

D

Compressor start bleed system scheduling.

D

AB segment sequencing and cancellation.

D

Logic to detect and compensate for control system

malfunctions.

D

Logic to provide automatic transfer to SEC in the

event of a critical PRI failure.

The DEEC closedloop idle control schedules MFC

fuel flow for three different idle levels. For functional

description, refer to ENGINE OPERATING CHAR

ACTERISTICS 

PW 229

, this section.

The DEEC limits minimum engine rpm throughout the

flight envelope to maintain stable operation. At high

altitude, low airspeed conditions, the DEEC protects

against engine stalls. During transonic and supersonic

conditions, the DEEC limits minimum idle rpm as a

function of mach number (from CADC) to provide

sufficient engine airflow.

To minimize the possibility of stalls during AB operation

at high altitude and low airspeed, the DEEC commands

termination of segment 11 AB. At extremely high

altitude and low airspeed, the DEEC limits AB operation

to eight AB segments. When a stall is sensed, the DEEC

cancels the AB (if throttle is in AB range) and opens the

nozzle until the stall clears. For subsequent AB

operation, the throttle must be retarded below AB before

AB can be reinitiated.

An engine overspeed or overtemperature condition

causes the DEEC to automatically transfer to SEC and

illuminate the SEC caution light.

The DEEC receives power directly from the engine

alternator. In the event of an engine alternator or engine

gearbox failure indicated by rapid decrease to zero rpm

and illumination of the ENGINE warning light, the

DEEC loses power and an automatic transfer to SEC

occurs.

Secondary Engine Control (SEC) 

PW 229

The SEC is a hydromechanical system which provides

engine control in the event of a DEEC malfunction. In

SEC, the CIVV's move to a fixed (cambered) position,

nozzle position is closed, the RCVV's are positioned by a

hydromechanical control in the MFC, and AB operation

is inhibited. SEC is selected manually with the ENG

CONT switch or automatically by the DEEC. During

SEC operation, the SEC caution light illuminates.

Main Fuel Pump 

PW 229

The gearboxmounted main fuel pump provides

pressurized fuel to the MFC and boosts pressure to

the AB fuel pump.

Afterburner (AB) Fuel Pump 

PW 229

The AB fuel pump is driven by engine bleed air and

provides pressurized fuel to the AB. The pump operates

only during AB operation.

Compressor Inlet Variable Vane (CIVV) 

Control 

PW 229

The CIVV control positions the CIVV's using MFC fuel

pressure in response to an electrical signal from the

DEEC. In SEC, the CIVV's are in a fixed (cambered)

position.

Rear Compressor Variable Vanes (RCVV's) 

PW 229

The first three stages of the rear compressor are

equipped with variable geometry vanes. In PRI,

RCVV's are controlled by the DEEC and are positioned

using pressurized fuel from the main fuel pump. In

SEC, the RCVV's are positioned by a hydromechanical

control in the MFC as a direct function of throttle

position.

T.O. GR1F16CJ1

134

Compressor Bleed Air 

PW 229

Lowpressure bleed air is directed from the bleed

strap into the fan duct to increase the compressor

stall margin during starting. Pressurized fuel from

the main fuel pump is used to drive the start bleed

actuator. The bleed valve is scheduled as a function of

engine rpm by the DEEC when starting in PRI and as

a function of time and engine inlet pressure in SEC.

Highpressure bleed air is supplied to the EPU and

engine nacelle ejectors. It is also used for engine inlet

antiicing, to drive the AB fuel pump, and to drive the

CENC motor.

Either lowpressure or highpressure air is provided

to the ECS depending on engine bleed pressure levels.

Pressurization and Dump Valve 

PW 229

A pressurization and dump valve is located in the

engine fuel manifold line between the fuel/oil cooler

and fuel nozzles. It provides a minimum fuel pressure

for MFC operation at low rpm; the dump port is

capped so that fuel is not drained from the engine fuel

manifold when the throttle is retarded to OFF.

EXHAUST NOZZLE 

PW 229

The exhaust nozzle is variable and consists of two

sections. The divergent nozzle floats freely and moves

in conjunction with the convergent nozzle. The

convergent nozzle is controlled by the convergent

exhaust nozzle control.

Convergent Exhaust Nozzle Control 

(CENC) 

PW 229

The CENC is actuated by a highpressure bleed air

motor. The nozzle schedule is controlled by the DEEC

as a function of throttle input to the MFC. In PRI with

the LG handle down, the nozzle is greater than 80

percent open at IDLE (idle area reset). As the throttle

is advanced, the nozzle closes. With the LG handle up,

the nozzle is near minimum area except when

approaching MIL or above. At MIL and above, the

DEEC schedules the nozzle to control engine pressure

ratio as a function of fan speed. When the throttle is

advanced in the AB range, the DEEC schedules the

nozzle open to compensate for increasing AB fuel flow.

In SEC, the nozzle is positioned to approximately zero

percent and AB operation is inhibited.

LightOff Detector (LOD) 

PW 229

The engine incorporates an AB LOD, which, when

combined with the DEEC logic, provides AB nolight

and blowout detection. When the LOD senses an AB

nolight or blowout, the DEEC automatically

terminates AB fuel flow. If the throttle is left in AB,

the DEEC reattempts AB lightoff up to three times.

If these attempts are unsuccessful, the throttle must

be retarded to MIL or below and then advanced into

AB for further AB attempts.

ENGINE DIAGNOSTIC UNIT (EDU) 

PW 229

The EDU operates in conjunction with the DEEC to

automatically acquire and record diagnostic data

whenever the engine is operating. In the event that

the EDU detects one or more predetermined fault

codes associated with abnormal operation it will

automatically record approximately 4 seconds of

engine data (3 seconds before the event and one

second after the event). To manually acquire and

record diagnostic data, place the AB RESET switch to

ENG DATA. Four seconds of engine data is recorded

(3 seconds prior to switch movement and one second

after). The EDU can store one data set. The data

recorded by the ENG DATA switch overwrites the

automatically recorded data.

ENGINE OIL SYSTEM 

PW 229

The engine is equipped with a selfcontained oil

system to lubricate the engine and gearbox. System

pressure is nonregulated and varies with rpm and oil

temperature, and altitude.

Below approximately 35,000 feet MSL, oil pressure

should increase approximately 15 psi from IDLE to

MIL. At very high altitudes (50,000 feet), the oil

pressure increase is approximately 5 psi from IDLE

to MIL. At all altitudes, however, a definite oil

pressure increase should be evident when the rpm is

increased. Refer to SERVICING DIAGRAM, this

section for servicing/specifications information.

FUEL/OIL HOT Caution Light 

PW 229

The FUEL/OIL HOT caution light is located on the

caution light panel. The oil hot function of the light is

inoperative.

T.O. GR1F16CJ1

135

ENGINE ANTIICE SYSTEM 

PW 229

The antiice system routes highpressure bleed air to

and through the fixed fan inlet guide vanes, the

CIVV's, and the inlet pressure probe support cone to

prevent ice formation. Additionally, the

 

inlet pressure

probe is continuously heated electrically to prevent

ice formation. The system is controlled by the DEEC

and a threeposition ANTI ICE switch. The antiice

system can be activated manually by placing the

ANTI ICE switch to ON or automatically, if the ANTI

ICE switch is in AUTO and a sensor located in the

inlet senses the accumulation of ice. Activation can

also occur if emergency dc bus No. 2 power is lost

(unless inhibited by the DEEC).

The inlet strut is electrically heated to prevent ice

buildup. This heater is also controlled by the ANTI

ICE switch for manual or automatic operation.

The DEEC prevents antiice operation above 30,000

feet MSL and when engine inlet or bleed air

temperatures are high. In addition, a DEEC

malfunction may result in loss of bleed air for engine

antiicing.

Engine ANTI ICE Switch 

PW 229

The engine ANTI ICE switch is located on the right

console.

Functions are:

D

ON-The inlet strut electrical heater turns on and

the engine antiice system is activated (if not

inhibited by the DEEC). If ice accumulation is

detected, the INLET ICING caution light illumi

nates. The caution light remains on for approxi

mately 70 seconds (assuming that no additional ice

accumulation occurs). If ice reaccumulates before

the 70 second cycle expires, the caution light

remains on and the cycle repeats until icing

conditions no longer exist.

D

AUTO-When an ice accumulation is detected, the

INLET ICING caution light illuminates, the inlet

strut electrical heater turns on, and the engine

antiice system activates (unless inhibited by the

DEEC). The caution light, inlet strut electrical

heater, and engine antiicing system remain on for

approximately 70 seconds (assuming that no

additional ice accumulation occurs). If ice reaccu

mulates before the 70 second cycle expires, the

caution light, inlet strut electrical heater, and

engine antiicing system remain on and the cycle

repeats until icing conditions no longer exist.

D

OFF-Ice detector, engine antiice system, and

inlet strut heater are off.

INLET ICING Caution Light 

PW 229

The INLET ICING caution light  located on the

caution light panel, illuminates when an ice

accumulation is detected by the inlet ice detector or if

a detection system failure occurs. The caution light

remains on for approximately 70 seconds (assuming

no additional ice accumulation). If more ice

accumulates, the caution light may remain on for a

longer period of time or may cycle off and then on

again.

ENGINE AND ACCESSORY DRIVE 

GEARBOXES 

PW 229

Refer to figure 16. The engine gearbox drives the

main fuel pump, the oil pump assembly, the engine

alternator, and the PTO shaft, which powers the

accessory drive gearbox (ADG).

The ADG powers the main generator through the

constantspeed drive (CSD), hydraulic system A and

B pumps, standby generator, and FLCS PMG. The

JFS is also mounted on the ADG.

ENGINE ALTERNATOR 

PW 229

The engine alternator is driven by the engine gearbox

and provides sole power for the DEEC, engine and AB

ignition, inlet pressure probe heater, and the rpm

signal to the RPM indicator.

ENGINE IGNITION SYSTEM 

PW 229

The ignition system is powered by the engine

alternator and contains four igniter plugs (two for the

engine and two for the AB). With the throttle at or

above IDLE and engine rpm at 12 percent or above,

engine ignition is continuous. When the throttle is

moved into AB, AB ignition is activated by the DEEC

for up to 3 seconds or until the LOD detects an AB

light. In the event of an AB blowout or nolight

condition with the throttle left in AB, AB ignition is

automatically resequenced by the DEEC up to three

additional times. For subsequent AB ignition, the

throttle must be retarded to MIL or below and then

returned to AB.

T.O. GR1F16CJ1

136

JET FUEL STARTER (JFS) 

PW 229

The JFS is a gas turbine which operates on  aircraft

fuel  and  drives  the  engine  through  the ADG. The

JFS is connected by a clutch to the ADG and only

provides torque when required to maintain engine

rpm. If the ADG is not able to rotate (i.e., seized

engine), the JFS runs, but the clutch prevents it from

rotating the ADG. The JFS receives fuel at all times

regardless of the FUEL MASTER switch position.

The JFS is started by power from two brake/ JFS

accumulators used either singly or together. The

brake/JFS accumulators are charged automatically

by hydraulic system B or manually by a hydraulic

hand pump located in the left wheel well. Automatic

recharging takes between 40 seconds (hot ambient

conditions) and 60 seconds (cold ambient conditions).

The JFS is used to start the engine on the ground and

to assist in engine airstart. Refer to JET FUEL

STARTER LIMITS, Section V.

ENG & JET START CONTROL PANEL 

PW 229

Refer to figure 17. The ENG & JET START control

panel  is located on the left console.

JFS Switch 

C

 

DF

 

PW 229

Functions are:

D

OFF - Normal switch position. The JFS can be shut

down at anytime by selecting OFF. The switch

returns to OFF automatically during a normal

ground start at 50 percent rpm.

D

START 1-Vents one of the brake/JFS accumulators

to the hydraulic start motor.

D

START 2-Vents both brake/JFS accumulators to

the hydraulic start motor.

JFS RUN Light 

C

 

DF

 

PW 229

The green JFS RUN light illuminates within 30

seconds after initiating JFS start to indicate that the

JFS has attained governed speed.

GR1F-16CJ-1-1018X37

Standby Generator and FLCS PMG

Hydraulic System A Pump

Constant-Speed Drive

Main Generator

Engine Oil Pump

Tower Shaft (From Engine)

Main Fuel Pump

Engine Gearbox

Engine Alternator

JFS Exhaust Duct

Jet Fuel Starter

PTO Shaft

Hydraulic System B Pump

Accessory Drive Gearbox

7

6

8

9

10

11

12

13

14

1

2

3

4

5

Engine and Accessory Drive Gearboxes

ENGINE F100-PW-229

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

Figure 16.

T.O. GR1F16CJ1

137

JFS Operation 

PW 229

During a ground engine start, the brake/JFS

accumulators begin to recharge after the engine

accelerates through 12 percent rpm. As the engine

accelerates through 50 percent rpm, a sensor causes

the JFS to shut down automatically and the JFS RUN

light goes off.

During inflight operation, the brake/JFS accumula

tors begin to recharge (provided system B hydraulic

pressure is available) when the JFS reaches 70

percent of governed speed (34 seconds before the JFS

RUN light illuminates). If the JFS RUN light does not

illuminate within 30 seconds or the JFS RUN light

goes off once illuminated, the JFS START switch will

not reengage and the JFS cannot be restarted until

the JFS has spooled down. JFS spooldown takes

approximately 17 seconds from full governed speed.

Once running, the JFS does not shut down until the

JFS switch is manually positioned to OFF.

ENGINE CONTROLS AND INDICATORS 

PW 229

Refer to figure 18. The engine instruments are

located on the right side of the instrument panel.

Refer to ENGINE LIMITATIONS, Section V.

ENG CONT Switch 

PW 229

The ENG CONT switch (guarded out of SEC) is

located on the left console. 

DR

 For ENG CONT switch

differences, refer to F16D AIRCRAFT, this section.

Functions are:

D

C

 

DF

 PRI-DEEC in operation (normal position).

D

SEC-SEC operation. Transfer occurs when the

switch is moved to the SEC position.

2. JFS Switch

3. ENG CONT Switch

4. AB RESET Switch

5. MAX POWER Switch

2

1

5

3

GR1F-16CJ-1-1019X37

ENG & JET START Control Panel (Typical)

DF

DR

ENGINE F100-PW-229

C

NOTE:

DR

    For ENG CONT switch,

refer to F-16D AIRCRAFT,

this section.

3

4

1. RUN Light (Green)

Figure 17.

T.O. GR1F16CJ1

138

ENG CONT Switch

Throttle

Caution Lights (Amber)

ANTI ICE Switch

7

13

5

12

2

2

        F-ACK Button,

Pilot Fault List Display

5. ENG FIRE and ENGINE Warning

6. HYD/OIL PRESS Warning Light (Red)

7. FUEL FLOW Indicator

OIL Pressure Indicator

FTIT Indicator

RPM Indicator

NOZ POS Indicator

3

Engine Controls and Indicators (Typical)

C DF

DR

8.

9.

10.

11.

12.

13.

       FAULT ACK Button

C DF

DR

GR1F-16CJ-1-1020X37

6

11

10

9

8

5

6

7

8

3

9

10

11

12

1.

2.

3.

4.

4

4

ENGINE F100-PW-229

Lights (Red)

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

1

1

Figure 18.

T.O. GR1F16CJ1

139

AB RESET Switch 

C

 

DF

 

PW 229

The AB RESET switch, located on the left console, is

a threeposition toggle switch, springloaded to the

center (NORM) position.

Functions are:

D

AB RESET-This position is used to attempt to

clear DEEC faults.

D

NORM-Normal (deenergized) position.

D

ENG DATA-This position may be used to record

engine data in the EDU.

ENGINE FAULT Caution Light 

PW 229

The ENGINE FAULT caution light, located on the

caution light panel, indicates that an engine PFL item

was detected. The caution light goes off when the fault

is acknowledged.

Pilot Fault List Display (PFLD) 

PW 229

The PFLD, located on the 

C

 

DF

 right auxiliary console,

DR

 instrument panel, displays engine PFL's. Refer to

WARNING, CAUTION, AND INDICATOR LIGHTS,

this section, for a description of the PFLD. Refer to

PILOT FAULT LIST-ENGINE, Section III, for a

description of engine PFL's.

SEC Caution Light 

PW 229

The SEC caution light, located on the caution light

panel, indicates that the engine is operating in SEC

or that main fuel pump pressure is low.

EEC Caution Light 

PW 229

The EEC caution light, located on the caution light

panel, is deactivated.

BUC Caution Light 

PW 229

The BUC caution light, located on the caution light

panel, is deactivated.

MAX POWER Switch 

C

 

DF

 

PW 229

The MAX POWER switch, located on the left console,

is inoperative.

RPM Indicator 

PW 229

The RPM indicator has a pointer display and the rpm

signal is supplied by the engine alternator. RPM is

expressed in percent from 0100. The indicator is

powered by battery bus No. 1.

NOZ POS Indicator 

PW 229

The NOZ POS indicator displays the position of the

CENC exhaust nozzle drive shafts which are

calibrated from 0 percent (closed) to 100 percent (fully

open). The indicator accurately reflects exhaust

nozzle position in PRI and SEC unless both drive

shafts are failed. The indicator is powered by

emergency ac bus No. 2.

FTIT Indicator 

PW 229

The FTIT indicator displays an average FTIT in

degrees C. The indicator has a range of 200

_

1200

_

C

in major increments of 100

_

C and is powered by

battery bus No. 1.

FUEL FLOW Indicator 

PW 229

The FUEL FLOW indicator is a digital indicator which

displays the total fuel flow to the engine, including AB,

in pph. The indicator has a range of 080,000 pph and

is powered by emergency ac bus No. 1.

OIL Pressure Indicator 

PW 229

The OIL pressure indicator displays engine oil

pressure from 0100 psi and is powered by emergency

ac bus No. 2.

HYD/OIL PRESS Warning Light 

PW 229

The HYD/OIL PRESS warning light, located on the

edge of the right glareshield, serves as a monitor of

engine oil pressure and hydraulic system pressure.

For engine oil pressure, the warning light illumi

nates when oil pressure has been below approxi

mately 10 psi for 30 seconds (time delay minimizes

warning light illuminating during maneuvering).

The light goes out when oil pressure exceeds

approximately 20 psi. For hydraulic pressure, the

warning light illuminates when either A or B system

pressure decreases below 1000 psi. The light goes out

when both system A and B pressures are above 1000

psi.

 

During engine start, the light usually goes off

before reaching idle rpm; however, acceptable

operation is indicated if the warning light goes off

before exceeding 70 percent rpm and remains off

when the throttle is retarded to IDLE. The warning

light is powered by battery bus No. 1.