F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 11

T.O. GR1F16CJ1

172

GR1F-16CJ-1-0028X37

1. FUEL MASTER Switch

2. TANK INERTING Switch

3. ENG FEED Knob

4. AIR REFUEL Switch

Fuel Control Panel (Typical)

DF

C

DR

1

1

2

3

4

CONTROL

POSITION

FUNCTION

1. FUEL MASTER Switch

(lever lock)

MASTER (guarded)

Opens main fuel shutoff valve which then

opens the engine electronic control cooling fuel

shutoff valve

OFF

Closes main fuel shutoff valve which then

closes the engine electronic control cooling fuel

shutoff valve

2. TANK INERTING Switch

(lever lock to OFF)

TANK INERTING

Reduces internal tank pressurization. If

Halon is available, allows              20,           

30 seconds of initial Halon flow; thereafter,

allows a small metered flow of Halon to

the F1, A1, internalwingtanks,and

CFTs

PX

II

PX

III

PX

III

OFF

Stops Halon flow. Returns internal tank

pressurization to normal schedule

Figure 123.(Sheet 1)

T.O. GR1F16CJ1

173

Fuel Control Panel (Typical)

CONTROL

POSITION

FUNCTION

3. ENG FEED Knob

OFF

Deenergizes all electricdriven pumps. Engine

supplied by FFP

NORM

Energizes all pumps. CG maintained auto

matically

AFT

Energizes pumps in aft tanks and opens cross

feed valve. Fuel is transferred from aft tanks

to the engine and forward tanks. CG moves

forward

FWD

Energizes pumps in forward tanks and opens

crossfeed valve. Fuel is transferred from for

ward tanks to the engine and aft tanks. CG

moves aft

4. AIR REFUEL Switch

OPEN

Opens slipway door. Places FLCS in takeoff

and landing gains when airspeed is below 400

knots

Enables slipway light. Turns on AR floodlight

and vertical tailmounted fuselage floodlight

Reduces internal tank pressurization,

depressurizes external tanks, and allows the

refuel valve in each reservoir to open when a

centerline tank is installed and refuel pres

sure is applied

CLOSE

Reverses the OPEN actions

Figure 123.(Sheet 2)

T.O. GR1F16CJ1

174

DEEC, 

129

GE

 DEC and then returned to the

reservoirs. The remainder of the fuel passes through

a fuel/oil heat exchanger to cool hydraulic systems A

and B, the main generator CSD, and the ADG. Then

fuel flows through an electric main fuel shutoff valve

which has a full travel time of 24 seconds and is

controlled by the FUEL MASTER switch. (The JFS

receives fuel at all times regardless of the FUEL

MASTER switch position.) After passing through the

main fuel shutoff valve, fuel passes through the fuel

flow transmitter (which operates the FUEL FLOW

indicator) to the engine.

FUEL QUANTITY INDICATING SYSTEM

Refer to figure 124. The fuel quantity indicating

system displays the amount and location of fuel

remaining. The totalizer shows all fuel in the

internal and external tanks in pounds. The AL and

FR pointers show the fuel quantity in the tanks as

selected by the FUEL QTY SEL knob. Erroneous fuel

indications may occur during or immediately after

maneuvering flight. The selected tanks should

normally be the fuselage tanks (FUEL QTY SEL

knob in NORM). The difference between the forward

and aft tanks should remain essentially constant

since the FFP maintains an equal flow of fuel. 

PX III

With the FUEL QTY SEL knob in the INT WING &

CFT position, the pointers show the combined total

fuel in both tanks.

C

 Normally, the forward tank fuel quantity is 0600

pounds greater than the aft tank quantity. 

D

Normally, the aft tank fuel quantity is 7001350

pounds greater than the forward fuel quantity. If

these values are exceeded in either direction, a red

portion of the AL pointer becomes visible. Fuel

distribution can be changed by rotating the ENG

FEED knob to the FWD or AFT position until the

imbalance is corrected.

RESERVOIR FUEL LEVEL SENSING SYSTEM

Fuel level sensors in the reservoir tanks are used to

turn on/off the air ejectors and the fuel low caution

lights. When a reservoir tank is not full, the air

ejector in that tank is operating. The reservoir tank

sensors, associated sensor circuitry, and fuel level

sensing unit operate independently of the fuel

quantity indicating system.

Fuel Low Caution Lights

The fuel low caution lights, located on the caution

light panel, indicate either

 

a low fuel quantity in the

reservoir tanks or a reservoir fuel level sensing

system malfunction. The caution lights function

independently of the fuel quantity indicating system.

The FWD FUEL LOW caution light illuminates when

fuel quantity in the forward reservoir drops below 400

( 

D

 250) pounds. The AFT FUEL LOW caution light

illuminates when aft reservoir fuel quantity drops

below 250 ( 

D

 400) pounds. The caution lights are

powered by emergency dc bus No. 1.

HUD FUEL LOW/BINGO INDICATION

In addition to the fuel low caution lights, a fuel low

condition may be indicated by the word FUEL in the

HUD in conjunction with the home mode of the FCC

or the previously entered bingo fuel value.

Bingo fuel warning is based either on fuselage fuel

with the FUEL QTY SEL knob in NORM or on total

fuel with the FUEL QTY SEL knob out of NORM.
With the FUEL QTY SEL knob in NORM, the bingo

computation is based on the lesser of fuselage fuel

weight or total fuel weight. That is, with the FUEL

QTY SEL knob in NORM, bingo fuel warning will be

triggered when either fuselage fuel or total fuel

decreases below the bingo fuel value.
With the FUEL QTY SEL knob out of NORM, the

warning will only be triggered when total fuel

decreases below the bingo value. With trapped

external fuel, this could lead to fuel starvation before

the bingo warning is triggered.

The VMS provides a BINGOBINGO message in the

headset when the bingo fuel warning is activated

with weight off wheels.

For a more detailed description of the home mode and

the bingo fuel option, refer to T.O. GR1F16CJ3411.

HUD TRP FUEL WARNING

A trapped

 

external fuel condition is indicated by

flashing TRP FUEL and FUEL in the HUD. Five

conditions must be met for a TRP FUEL warning to

occur.

Conditions are:

D

FUEL QTY SEL knob is in NORM.

D

Aerial refueling has not occurred within previous

3090 seconds.

D

Fuselage fuel has been at least 500 pounds less

than fuselage capacity for 30 seconds.

D

Total fuel has been at least 500 pounds greater than

fuselage fuel for 30 seconds.

D

Fuel flow has been less than 18,000 pph for 30

seconds.

T.O. GR1F16CJ1

175

Fuel Quantity Indicator and Select Panel

(Typical)

1

2

3

GR1F-16CJ-1-0029A37

FUEL Quantity Indicator

FUEL QTY SEL Knob

EXT FUEL TRANS Switch

1.

2.

3.

C DF

C

DF

DR

PX II

PX III

CONTROL/INDICATOR

POSITION

FUNCTION

1. FUEL Quantity

Indicator

AL and FR

pointers

Display fuel quantities as determined by the FUEL QTY SEL

knob

Totalizer

Displays total fuel in all fuel tanks (fuselage + wing + external).

The totalizer and the fuel value displayed on the DED BIN

GO page should agree within 100 pounds of each other

Red portion of

AL pointer

showing

Indicates fuel imbalance between forward and aft fuselage

tanks

2. FUEL QTY SEL

Knob

TEST

AL/FR pointers drive to 2000 (

$

100) pounds

Knob

Totalizer drives to 6000 (

$

100) pounds

Both fuel low caution lights illuminate

             (with CFT's installed) CFT pumps operate and continue

to operate for 30 seconds after switch is taken out of TEST 

position; CFT pump indicator lights illuminate (ground test

panel)

PX

III

Figure124. (Sheet 1)

T.O. GR1F16CJ1

176

Fuel Quantity Indicator and Select Panel

(Typical)

CONTROL/INDICATOR

POSITION

FUNCTION

2. FUEL QTY SEL

Knob (Cont)

NORM

AL pointer displays sum of fuel in the aft (left) reservoir and A1

fuselage tanks

FR pointer displays sum of fuel in the forward (right) reservoir

and F1, F2 fuselage tanks

Enables automatic forward fuel transfer system, trapped fuel

warning, and bingo fuel computation based on fuselage fuel

RSVR

AL/FR pointers display fuel in aft/forward reservoir tanks

INT WING

PX

II

AL/FR pointers display fuel in left/right internal wing tanks

             INT

WING & CFT

PX

III

AL pointer displays sum of fuel in the left CFT and left 

internal wing tank

FR pointer displays sum of fuel in the right CFT and right 

internal wing tank

EXT WING

AL/FR pointers display fuel in left/right external wing tanks

EXT CTR

AL pointer drops to zero

FR pointer displays fuel in centerline tank

3. EXT FUEL

TRANS Switch

             CFT

FIRST/NO FILL

PX

III

On transfer, CFT's will transfer prior to external tanks.

On refuel (ground or air), CFT's will not fill

NORM

Centerline tank transfers first and then external wing tanks

WING FIRST

External wing tanks transfer first and then centerline tank

Figure

 

124. (Sheet 2)

T.O. GR1F16CJ1

177

A false TRP FUEL warning may occur after the

following:

D

A fuel leak which exceeds the transfer rate of the

external tank(s).

D

Prolonged AB use if fuel flow to the engine exceeds

the transfer rate from the external tank(s).

D

Receiving a partial fuel load during air refueling

with an external tank(s).

The TRP FUEL warning clears automatically after

the condition is corrected; the FUEL mnemonic may

be manually reset by placing the WARN RESET

switch to WARN RESET.

FUEL/OIL HOT CAUTION LIGHT

The FUEL/OIL HOT caution light, located on the

caution light panel, illuminates when the tempera

ture of fuel to the engine becomes excessive. 

129

GE

The caution light also comes on as a function of hot oil.

Refer to ENGINE 

129

GE

, this section.

FUEL TANK EXPLOSION SUPPRESSION SYSTEM

The fuel tank explosion suppression system places

the fuel tank vent and pressurization system on a

reduced pressure schedule and inerts the fuel vapors

inside the tanks (if serviced with Halon). The system,

intended for use only in combat or during

emergencies, is controlled by the TANK INERTING

switch on the fuel control panel. The system uses

Halon as an inerting agent which prevents

combustion when mixed with air. For the agent

specification and reservoir location, refer to SER

VICING DIAGRAM, this section. The Halon

reservoir has a heater, controlled by a thermostatic

switch, which assures sufficient operating pressure.

The RMLG WOW switch prevents operation of the

heater while the aircraft is on the ground.

When the TANK INERTING switch is placed to

TANK INERTING, the fuselage tanks, internal wing

tanks, 

PX III

 and CFT's (if present) are placed on a

reduced pressure schedule and a valve at the Halon

reservoir is opened. At each activation of the TANK

INERTING switch, Halon (if available) is released

into the F1, A1, internal wing tanks, 

PX III

 and

CFT's (if present) for 

PX II

 20, 

PX III

 30 seconds for

initial inerting. Thereafter, a continuous metered

flow of Halon is mixed with the pressurization air to

maintain the inert condition. The metered flow

continues until the system is turned off or until the

MAIN PWR switch is positioned to OFF.

Because of limited Halon supply, the system should

be activated after the external tanks have emptied,

but before half of the internal fuel is depleted. 

PX III

Inerting may be selected at any CFT fuel state. Since

the 

PX II

 20, 

PX III

 30 seconds of initial inerting

occurs each time the TANK INERTING switch is

placed to TANK INERTING, do not cycle the switch.

The fuel tank explosion suppression system does not

protect the external fuel tanks.

REFUELING SYSTEM

Ground Refueling

All external and internal fuel tanks can be pressure

filled from a singlepoint ground refueling receptacle

located on the lower left side of the fuselage just

forward of the wing trailing edge. Electrical power is

not required to refuel the aircraft unless fuel quantity

is to be monitored or 

PX III

 CFT's are mounted and it

is desired that they not be filled, in which case power

must be applied and the EXT FUEL TRANS switch

must be placed in the CFT FIRST/NO FILL position.

Terminating refueling with partially filled tanks

could result in fuel imbalance. When a partial fuel

load is required, fuel distribution should be corrected

prior to flight by selective operation of the fuel

transfer pumps controlled by the ENG FEED knob.

Air Refueling (AR) System

The AR system consists of a hydraulically actuated

receptacle and slipway door, a signal amplifier, and

the associated controls and indicators. Hydraulic

system B provides pressure for operation of the door

and latch mechanism. The receptacle is located on the

top fuselage centerline aft of the canopy. When the

slipway door is opened, a mechanical linkage retracts

the aft end of the slipway door into the fuselage,

forming a slipway into the receptacle.

When the AIR REFUEL switch is placed to OPEN,

the external tanks are depressurized, external fuel

does not transfer, and the FLCS is placed in takeoff

and landing gains if airspeed is below 400 knots.

When closed, the slipway door is flush with the

fuselage skin. The AR receptacle is equipped with

four lights, two located on each side. An AR floodlight

is located on the top fuselage centerline immediately

aft of the canopy. A light on the upper leading edge of

the vertical tail floods the AR receptacle area and the

upper fuselage.

T.O. GR1F16CJ1

178

During AR operations, the AR boom enters the

receptacle and is automatically latched in place by a

hydraulic actuating mechanism. The HOT MIC

switch allows intercom communications with com

patible tankers through the AR boom. When the last

refuel shutoff valve closes, a pressure switch

automatically provides a signal to unlatch the boom

from the receptacle. A disconnect signal can be

manually initiated at anytime during AR by the

receiver or by the tanker boom operator.

D

 Disconnect from the boom may occur before all

tanks are full if the external fuel tank configuration

consists of only a centerline fuel tank. Such a

disconnect typically occurs when refueling with an

initial internal fuel load of 4000 pounds or more and

the centerline tank empty. At disconnect, the aircraft

total fuel may be up to 1600 pounds less than full,

with many occurrences resulting in approximately

1000 pounds less than full.

PX III

 When CFT's are present, the option to fill or

prevent filling of the CFT's is available. By placing

the EXT FUEL TRANS switch in CFT FIRST/NO

FILL, the CFT's will not fill. If the EXT FUEL TRANS

switch is in NORM or WING FIRST, the CFT's will

fill.

Fuel venting from under the left wing can occur

during AR, particularly when the aircraft is

configured with external fuel tank(s). Terminating

the AR operation in a partially filled condition could

result in fuel imbalance. When a partial fuel load is

required, fuel distribution should be monitored and

corrected as required by use of the ENG FEED knob.

NWS A/R DISC MSL STEP BUTTON

The NWS A/R DISC MSL STEP button is located on the

outboard side of the stick. The A/R DISC function of the

switch is activated when the aircraft is airborne and the

AIR REFUEL switch is positioned to OPEN. The

button provides a means of manually disconnecting the

AR boom. Depressing the switch causes the boom

latching mechanism to unlatch and release the boom.

AIR REFUELING (AR) STATUS INDICATOR

The AR status indicator, located to the right of the

HUD, contains three lights.

Functions are:

D

RDY - Illuminates blue when the AR slipway door

is open and the system is ready.

D

AR/NWS - Illuminates green when the boom is

latched in place.

D

DISC - Illuminates amber when a disconnect

occurs. After the disconnect, the system automati

cally recycles to ready, and the RDY light

illuminates after a 3second delay.

A lever for dimming the three lights is located on the

right side of the unit.

ENVIRONMENTAL CONTROL SYSTEM

(ECS)

Refer to figure 125. The ECS combines aircondition

ing and pressurization functions to provide tempera

turecontrolled, pressureregulated air for heating,

cooling, ventilating, canopy defogging, cockpit

pressurization, canopy sealing, gsuit pressurization,

fuel tank pressurization, electronic equipment

cooling, pressure breathing for g (PBG), and 

PX III

OBOGS. Most of these functions are lost when the

AIR SOURCE knob is placed to OFF or RAM. Refer

to AIR SOURCE KNOB, this section.

Above 35,000 feet MSL, automatic changes in

operation of the ECS may appear as short duration

(approximately 15 seconds) losses of cockpit airflow

alternating with normal cockpit airflow levels. These

airflow changes are normal and are designed to

prevent total ECS shutdowns.

ELECTRICAL FAILURES

When the ECS loses electrical power, cabin

temperature control and water separator antiicing

become inoperative. The cockpit receives cold air only.

The water separator coalescer sock freezes at

altitudes where there is enough moisture in the air

(below 30,000 feet) and the builtin bypass valve

opens allowing air to flow to the cockpit and avionics.

There is no interruption of bleed air flow due to a loss

of electrical power. All pressurization functions (servo

air, canopy seal, antig, PBG,

 

and fuel tank

pressurization) operate normally since the bleed air

function continues to operate. 

PX III

 OBOGS also

continues to receive ECS air; however, a problem that

causes loss of power to the ECS may also cause a loss

of power to OBOGS.

T.O. GR1F16CJ1

179

R

R

R

R

R

M

M

M

M

M

WS

Hx

E

C

C

SERVO AIR

FUEL TANK

PRESSURIZATION

Environmental Control System (Typical)

CAUTION LIGHT

LOW

PRESSURE

HIGH

PRESSURE

CAUTION LIGHT

AVIONIC

EQUIP

TOTAL

TEMP

FROM

TT PROBE

RAM AIR

RAM AIR

AIR OVERTEMP

RELAY

ENGINE

COMPRESSOR

BLEED AIR

EPU

NACELLE

EJECTOR

COCKPIT

Hx

Hx

T

C

LEGEND:

BLEED AIR
WARM AIR
COOL AIR
RAM AIR

M

R

SOLENOID VALVE

MODULATING VALVE

PRESSURE REGULATOR

WS
T/C

C

Hx

SENSOR/CONTROLLER

TEMP/PRESS SENSOR

CHECK VALVE

WATER SEPARATOR

TURBINE/COMPRESSOR

GR1F-16CJ-1-0030A37

AIR-TO-AIR

HEAT EXCHANGER

GROUND

SERVICING

CONNECTION

GROUND

COOLING

RECEPTACLE

ELECTRICAL
ENVIRONMENTAL

DIGITAL CONTROL SET

E

MECHANICALLY OPERATED

FLAPPER VALVE

ANTI-G VALVE

AND CANOPY

SEAL

R

R

E

MECHANICAL

CABIN

PRESS

EQUIP

HOT

E

C

OBOGS

PX III

Figure 125.