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F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 8

T.O. GR1F16CJ1

148

AB FLAME DETECTOR

129

The AB flame detector provides AB light/nolight

information to the DEC for use in AB sequencing and

autorelight functions during PRI operation.

ENGINE MONITORING SYSTEM (EMS)

129

The EMS is operative in all engine control modes

(PRI, SEC, HYB VSV, and HYB).

The EMS is designed to perform engine diagnostics

and store engine fault data for postflight analysis.

The EMS consists of two primary components:the

digital electronic control (DEC) which is mounted on

the engine and an engine monitoring system

computer (EMSC) which is located in the leading edge

flap drive bay in the forward fuselage section.

In all engine control modes the EMSC receives data

from both the aircraft and the DEC to perform engine

diagnostics and fault detection. Upon detection of a

fault, the EMSC automatically stores approximately

8 seconds of engine data (6 seconds before and 2

seconds after the fault). If the fault is an engine pilot

fault list (PFL) item, the ENGINE FAULT caution

light illuminates.

Event data can also be manually stored at anytime by

momentarily placing the AB RESET switch to ENG

DATA. This function may be especially useful in event

of unusual engine operation where EMS data was not

automatically recorded. This action has no effect on

data that was automatically recorded.

Data recorded by the EMS are parts life tracking

data, engine performance trending data, and event

data, including PFL's and MFL's. This data can be

extracted from the EMS by maintenance personnel

after flight.

During HYB VSV, HYB, and SEC modes, the EMSC

continues the monitoring and reporting function for

faults associated with the particular mode of

operation.

ENGINE OIL SYSTEM

129

The engine is equipped with a selfcontained, dry

sump, full pressure lubrication system which

provides filtered oil for lubricating and cooling the

engine main shaft bearings, oil seals, gearboxes, and

accessories. It also provides oil to the engine

hydraulic pump for nozzle actuation. Engine oil level

decreasing below approximately 40 percent of normal

capacity for 15 seconds results in activation of an

ENG LUBE LOW PFL. Refer to SERVICING

DIAGRAM, this section for servicing/specifications

information.

FUEL/OIL HOT Caution Light

129

The FUEL/OIL HOT caution light, located on the

caution light panel, illuminates when the tempera

ture of the oil becomes excessive (exceeds 300

F). The

caution light also illuminates as a function of

excessive fuel temperature. Refer to FUEL SYSTEM,

this section.

ENGINE ANTIICE SYSTEM

129

The engine antiice system prevents the formation

and accumulation of ice on the front frame struts, the

forward centerbody, and the IGV flaps. Lowpressure

bleed air is directed to a pressure regulating

antiicing valve. Valve actuation is accomplished

either automatically (with the ANTI ICE switch in

AUTO position) by an ice detector in the engine inlet

or manually by the ANTI ICE switch. When the

antiicing valve is open, lowpressure bleed air enters

the front frame at two separate locations. Bleed air is

then distributed radially to each of the front frame

struts, the IGV flaps, and the forward centerbody.

Automatic activation also occurs if emergency dc bus

No. 2 power is lost.

If engine antiicing is either manually or automati

cally demanded while operating at idle rpm, engine

rpm may increase as much as 3 percent when ambient

temperature is below 30

The inlet strut is electrically heated to prevent ice

buildup. The heater is also controlled by the ANTI

ICE switch for manual or automatic operation.

T.O. GR1F16CJ1

149

Engine ANTI ICE Switch

129

The engine ANTI ICE switch is located on the right

console.

Functions are:

ON - The inlet strut electrical heater turns on and

the engine antiice system is activated. If ice

accumulation is detected, the INLET ICING

caution light illuminates. The caution light

remains on for approximately 70 seconds (assum

ing that no additional ice accumulation occurs). If

ice reaccumulates before the 70second cycle

expires, the caution light remains on and the cycle

repeats until icing conditions no longer exist.

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. The caution

light, inlet strut electrical heater, and engine

antiicing system remain on for approximately 70

seconds (assuming that no additional ice accu

mulation occurs). If ice reaccumulates before the

70second 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.

OFF-Ice detector, engine antiice system, and

inlet strut heater are off.

INLET ICING Caution Light

129

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 it may cycle off and

then on again.

ENGINE AND ACCESSORY DRIVE

GEARBOXES

129

Refer to figure 113. The engine gearbox drives the

main fuel pump, the engine fuel boost pump, the AB

fuel pump, the engine/scavenge pump, the engine

alternator, the engine hydraulic pump, the MEC,

and the PTO shaft, which powers the accessory

drive gearbox (ADG).

The ADG powers the main generator through the

constantspeed drive (CSD), system A and B

hydraulic pumps, standby generator, and FLCS

PMG. The JFS is also mounted on the ADG.

ENGINE ALTERNATOR

129

The engine alternator is driven by the engine

gearbox and provides the rpm signal to the RPM

indicator and power for high energy and AB ignition

and the DEC.

ENGINE IGNITION SYSTEM

129

The ignition system contains three igniter plugs (two

for the engine and one for the AB). The engine igniters

are controlled by engine rpm and operate completely

independent of throttle position or throttle move

ment.

During engine start, high energy ignition, which is

turned on at approximately 10 percent rpm and is

automatically turned off at 59 percent rpm. The

ignition system also provides an automatic relight

feature which selects high energy ignition when the

engine rpm deceleration rate exceeds 5 percent per

second, or when the engine rpm goes below 59 per

cent.

A low energy ignition system is used as a backup to

the high energy system. The low energy system is

energized if the engine decelerates through approxi

mately 55 percent rpm while airborne. The ignition

system is powered by emergency ac bus No. 1.

AB ignition is powered by the engine alternator and

provides energy to the AB spark igniter. AB ignition

is automatically controlled by the DEC.

T.O. GR1F16CJ1

150

Standby Generator and FLCS PMG

System A Hydraulic Pump

Constant-Speed Drive

Main Generator

AB Fuel Pump

Tower Shaft (From Engine)

Fuel Boost Pump

Engine Alternator

Main Engine Control

Main Fuel Pump

Engine Gearbox

Engine Lube/Scavenge Pump

Engine Hydraulic Pump

14. JFS Exhaust Duct

15. Jet Fuel Starter

16. PTO Shaft

17. System B Hydraulic Pump

18. Accessory Drive Gearbox

Engine and Accessory Drive Gearboxes

ENGINE F110-GE-129

10.

11.

12.

13.

GR1F-16CJ-1-0018X37

Figure 113.

JET FUEL STARTER (JFS)

129

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 condi

tions). 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

129

Refer to figure 114. The ENG & JET START control

panel is located on the left console.

JFS Switch

129

Functions are:

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 approximately 55 percent rpm.

START 1 - Vents one of the brake/JFS accumulators

to the hydraulic start motor.

START 2 - Vents both brake/JFS accumulators to

the hydraulic start motor.

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151

1. RUN Light (Green)

2. JFS Switch

3. ENG CONT Switch

4. AB RESET Switch

5. MAX POWER Switch

GR1F-16CJ-1-0019X37

ENG & JET START Control Panel (Typical)

ENGINE F110-GE-129

NOTE:

For ENG CONT switch,

refer to F-16D AIRCRAFT,

this section.

Figure 114.

JFS RUN Light

129

The green JFS RUN light illuminates within 30

seconds after initiating JFS start to indicate that the

JFS has attained governed speed.

JFS Operation

129

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 approximately 55 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

129

Refer to figure 115. The engine instruments are

located on the right side of the instrument panel.

Refer to ENGINE LIMITATIONS, Section V.

ENG CONT Switch

129

The ENG CONT switch (guarded out of SEC) is

located on the left console.

For ENG CONT switch

differences, refer to F16D AIRCRAFT, this section.

Functions are:

PRI - PRI operation (normal position).

SEC - SEC operation. Transfer occurs when the

switch is moved to the SEC position.

T.O. GR1F16CJ1

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ENG CONT Switch

Throttle

Caution Lights (Amber)

ANTI ICE Switch

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

Engine Controls and Indicators (Typical)

C DF

10.

11.

12.

13.

FAULT ACK Button

C DF

GR1F-16CJ-1-0020X37

8 3

ENGINE F110-GE-129

Lights (Red)

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

ENGINE

FAULT

SEC

FUEL/OIL

HOT

INLET

ICING

OVERHEAT

Figure

115.

T.O. GR1F16CJ1

153

SEC Caution Light

129

The SEC caution light, located on the caution light

panel, indicates that the engine is operating in SEC.

EEC Caution Light

129

The EEC caution light, located on the caution light

panel, is deactivated.

BUC Caution Light

129

The BUC caution light, located on the caution light

panel, is deactivated.

MAX POWER Switch

129

The MAX POWER switch, located on the left console,

is inoperative.

AB RESET Switch

129

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

a threeposition toggle switch, springloaded to center

(NORM) position.

Functions are:

AB RESET - Inoperative position.

NORM - Normal (deenergized) position.

ENG DATA - This position is used to record engine

data in the EMSC. When ENG DATA is

momentarily selected, ENG 066 MFL is generated

and engine data is recorded for an 8second period.

Recorded data begins 6 seconds prior to selecting

ENG DATA.

ENGINE FAULT Caution Light

129

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)

129

The PFLD, located on the

right auxiliary

console,

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.

RPM Indicator

129

The RPM indicator has a pointer display expressed in

percent rpm from 0110. The rpm signal is supplied by

the engine alternator. The indicator is powered by

battery bus No. 1.

NOZ POS Indicator

129

The NOZ POS indicator is a direct display of actual

nozzle position ranging from 0 percent (closed) to 100

percent (full open). The indicator is powered by

emergency ac bus No. 2.

FTIT Indicator

129

The FTIT indicator displays exhaust gas temperature

(EGT) in degrees C. The indicator has a range of

200

1200

C in major increments of 100

C and is

FUEL FLOW Indicator

129

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

129

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

129

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 warning 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.

T.O. GR1F16CJ1

154

ENGINE Warning Light

129

The ENGINE warning light, located on the edge of

the right glareshield, illuminates when RPM and

FTIT indicator signals indicate that an engine

overtemperature or flameout has occurred. Illumina

tion also occurs for an engine alternator failure and

may occur as a result of an RPM or FTIT indicator

failure. The warning light illuminates when the rpm

decreases to subidle (below 60 percent) or approxi

mately 2 seconds after FTIT indication exceeds

1100

C. The warning light goes off when the

condition that turned it on is eliminated. The warning

light is powered by battery bus No. 1.

Throttle

129

Refer to figure 116. The engine is controlled by a

throttle mounted above the left console with detents

at OFF, IDLE, MIL, and MAX AB. The OFF position

inhibits fuel flow. The IDLE position commands

minimum thrust and is used for all ground starts.

From IDLE to MIL, the throttle controls the output

of the engine. Forward of the MIL position, the

throttle modulates the operation of the AB while

maintaining constant basic engine operation.

The throttle must be rotated outboard to allow

advancement from OFF to IDLE and from MIL to

AB. Retarding the throttle from AB to MIL

automatically rotates the throttle. At IDLE, a cutoff

release at the base of the throttle must be actuated

to allow the throttle to be rotated outboard and

retarded to OFF.

For throttle differences, refer to

F16D AIRCRAFT, this section.

Both electrical and mechanical throttle positions are

transmitted to the engine. The electrical input is

used by the DEC as the primary throttle position

signal to compute various engine operating values.

The throttle is also mechanically connected to the

engine via a cable to the MEC. This mechanical

throttle position input is used for main fuel cutoff

and during SEC and HYB operation. It also provides

a backup electrical signal to the DEC during PRI

operation.

A single white reflective stripe

is located on

both the upper surface of the throttle foot and on the

sidewall fairing,

on both the lower throttle radius

next to the console and on the panel outboard of the

throttle radius. Alignment of the two stripes aids in

identifying the IDLE position.

Six switches are located on the throttle.

throttle friction control is located inboard at the base

of the throttle.

The throttles are mechanically

linked together.

ENGINE OPERATING CHARACTERISTICS

129

Ground Operations

129

During engine start, the SEC caution light remains

on until approximately 20 percent rpm. Since the

DEC maintains constant idle thrust and minimum

bleed air pressure, rpm varies with temperature and

pressure altitude (higher temperature or pressure

altitude results in higher rpm). While VSV reset is

active, idle rpm is 23 percent higher than normal.

During cold weather operations below 30

F, the DEC

logic, when either commanded manually or automat

ically, increases antiice bleed air pressure to

improve system performance at idle rpm. Engine

rpm may increase as much as 3 percent during

antiice operations.

Engine vibration/rumble may be sensed in flight or on

the ground while accelerating or decelerating the

engine, when transferring to SEC, or when stabilized

below MIL power in either PRI or SEC. The

vibration/rumble at a stabilized rpm has no adverse

effect on the engine or aircraft structure. The

vibration/rumble should disappear when the throttle

is advanced slightly (approximately 5 percent rpm

increase). Vibration that persists or becomes

appreciably more intense when the throttle is

advanced may indicate a potential engine malfunc

tion.

NonAB Operation in Flight

129

Regardless of temperature, stabilized NOZ POS

indicator indications should not exceed 15 percent

open in MIL.

Engine operation is continually optimized as flight

conditions change. This is evident by slight changes

in the NOZ POS, RPM, and FTIT indicator

indications.

As altitude increases, idle rpm increases in order to

maintain the required bleed air pressure for

satisfactory ECS operation and stall margin for the

engine. As a result, rpm and FTIT response during

throttle movement between low throttle settings is

significantly reduced.

T.O. GR1F16CJ1

155

GR1F-16CJ-1-0021X37

Throttle Cutoff Release

UHF VHF IFF Transmit Switch (4-Way, Momentary Rocker)

MAN RNG/UNCAGE Knob/Switch (Rotate, Depress)

ANT ELEV Knob (Rotate, Center Detent)

DOG FIGHT Switch (3-Position, Slide)

SPD BRK Switch (3-Position, Aft Momentary)

RDR CURSOR/ENABLE Switch (Depress, Multidirectional)

Throttle Foot

Throttle

Throttle Friction Control

OFF

IDLE

MAX AB

MIL (ADJUSTABLE)

For throttle differences, refer to THROTTLE and F-16D AIRCRAFT, this section.

Throttle (Typical)

ENGINE F110-GE-129

10.

IDLE Stripe

11.

Throttle Stripe

12.

C DF

NOTE:

Figure 116.

Content .. 6 7 8 9 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 8

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 8