Content .. 10 11 12 13 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 12

T.O. GR1F16CJ1

180

AIRCONDITIONING

Engine bleed air is directed through a turbine

compressor and airtoair heat exchangers where it is

cooled by ram air. The conditioned air is then used for

the functions shown in figure 125.

A cockpit temperature controller receives signals

from temperature sensors and from a manually

operated control panel to automatically control the

cockpit temperature. Conditioned air enters the

cockpit on both sides, the top rear of the seat, through

the angle vent on the instrument panel, and through

the canopy defogger. In the event of an ECS

malfunction, emergency ram air operation can be

selected for ventilation and cooling.

A ground cooling cart can be connected to the ground

cooling receptacle on the lower left side of the fuselage

just above the nosewheel area to provide cooling air

to the cockpit and avionic equipment.

PRESSURIZATION

Air pressure is provided by the pressurization system

for control/operation of some of the ECS, canopy seal,

gsuit, PBG, fuel tanks, radar and

PX III

OBOGS.

Pressure in the cockpit is controlled automatically

according to the schedule shown in figure 126. A

cockpit pressure safety valve relieves pressure

anytime the cockpit pressure exceeds ambient

pressure by 5.4 psi.

The canopy seal is inflated/deflated with the

mechanical locking/unlocking of the canopy.

1F-16X-1-0001X

AIRCRAFT ALTITUDE 1000 FEET

COCKPIT AL

TITUDE 1000 FEET

Cockpit Pressure Schedule

Figure

126.

T.O. GR1F16CJ1

181

AIR SOURCE Knob

Refer to figure 127. The AIR SOURCE knob is

located on the ECS panel.

Functions are:

OFF - Engine bleed air valves close. All

airconditioning, cooling, and pressurizing func

tions shut off, including gsuit, PBG, canopy seal,

fuel tank pressurization, and

PX III

OBOGS.

NORM - Airconditioning system set for automatic

temperature and pressure regulation.

DUMP - Cockpit pressure dump valve opens to

atmospheric pressure. Cockpit pressure altitude

increases if DUMP is selected above approximately

8000 feet MSL. Conditioned air ventilates cockpit

and performs all other system functions.

RAM - Engine bleed air valves close and the cockpit

pressure dump valve opens to atmospheric

pressure. Cockpit pressure altitude increases if

RAM is selected above approximately 8000 feet

MSL. All airconditioning, cooling, and pressurizing

functions shut off, including gsuit, PBG, canopy

seal, fuel tank pressurization, and

PX III

OBOGS.

The ram air valve opens to admit ram air to

ventilate the cockpit and avionic equipment.

TEMP Knob

Refer to figure 127. The TEMP knob is located on the

ECS panel, only controls cockpit temperature.

Functions are:

AUTO-Cockpit temperature is automatically main

tained (50

F) relative to the setting of the knob.

MAN - The temperature control drives the air

modulating valve to a set position. Cockpit

temperature varies according to throttle setting,

OAT, and cockpit heat load. If WARM is selected, the

cockpit supply air temperature may exceed the

maximum allowable limit of approximately 177

This causes the warm air valve to cycle on and off.

This is a normal occurrence and can be stopped by

selecting a cooler setting.

TEMP OFF - Hot air mixing is shut off. Only air at

approximately 35

F is delivered to cockpit.

Under extreme temperature conditions, system

performance on the ground can be improved by

advancing the throttle 13 percent above idle rpm.

Ground operation with the radar in OFF improves

cockpit cooling and ground operation with the radar

in STBY improves cockpit heating.

1. TEMP Knob

2. AIR SOURCE Knob

GR1F-16CJ-1-0032X37

Environmental Con-

trol System Control

Panel (Typical)

C DF

Figure 127.

DEFOG Lever

Refer to figure 128. The DEFOG lever, located on the

far aft portion of the left console, mechanically

controls a flapper valve in the cockpit air supply line.

Functions are:

MIN - Minimum airflow toward the canopy forward

area and air vent in center pedestal; maximum

airflow to outlets behind seat.

MAX - Most of the cockpit air supply is diverted to

the canopy forward area for defogging and to the air

vent in the center pedestal. A partial opening of the

center pedestal air outlet allows a more balanced

defogging of the right and left sides of the canopy.

When placed in the full forward (MAX) defog

position and with the TEMP knob in AUTO, the

lever activates a switch which shifts the cockpit air

supply control to full warm. The full warm air

supply automatically terminates 3 minutes after

activation. The lever may be cycled to restart the

full warm, 3minute period.

T.O. GR1F16CJ1

182

Under extremely humid conditions or after initial

engine start, fog may form at the cockpit air outlets as

the cold air mixes with the moist cockpit atmosphere.

This condition can be eliminated by selecting MAN

and moving the TEMP knob toward WARM until the

fog stops forming. In flight, while operating in AUTO,

the most rapid method of eliminating air outlet

fogging is by selecting the MAX position with the

DEFOG lever. Fog may form on the interior surface of

the canopy as a result of moisture in the cockpit air

condensing on the cold surface. To warm the canopy

surface above the dewpoint and permit the cockpit air

to retain more moisture during cold weather

operation, the DEFOG lever should be placed in a

forward position and the TEMP knob positioned to

MAN WARM.

EQUIP HOT Caution Light

The EQUIP HOT caution light, located on the caution

light panel, illuminates when the avionic equipment

cooling air temperature/pressure is insufficient.

Degraded equipment performance and/or damage

can result from overheating. Therefore, when the

EQUIP HOT caution light illuminates, the electronic

equipment should be turned off unless it is essential

for flight. Illumination of the EQUIP HOT caution

light automatically interrupts electrical power to the

radar. Turning the radar to OFF in flight does not

close the radar cooling air shutoff valve.

A short duration or intermittent EQUIP HOT caution

light may occur when ground cooling air is

disconnected.

Cockpit Pressure Altimeter

The cockpit pressure altimeter, located on the right

auxiliary console outboard of the stick, is labeled

CABIN PRESS ALT.

CABIN PRESS Caution Light

The CABIN PRESS caution light, located on the

caution light panel, illuminates when the cockpit

pressure altitude is above 27,000 feet.

ANTIG SYSTEM

The antig system includes the ANTIG panel/valve,

the gsuit, and PBG equipment.

GR1F-16CJ-1-0033X37

1. DEFOG Lever

Defog Control Panel

(Typical)

C DF

Figure 128.

The gsuit connector and TEST button are located on

the ANTIG panel at the aft end of the left console.

The ECS delivers cooled bleed air to the gsuit and to

the oxygen regulator as a control pressure for PBG.

Airflow is proportional to the positive g forces

sensed. If an ECS shutdown occurs, gsuit and PBG

protection are not available.

The system can be manually tested by depressing

the antig TEST button to inflate the gsuit and to

check the PBG function. The system incorporates an

automatic pressure relief valve.

ELECTRICAL SYSTEM

Refer to figure 129. The electrical system consists of

a main ac power system, a standby ac power system,

an emergency ac power system, a dc power system,

an FLCS power supply, and provisions for external

ac power.

MAIN AC POWER SYSTEM

AC power is normally supplied by a 60 kva main

generator located on and driven by the ADG. The

main generator supplies power to the overcurrent

sensing contactors and nonessential, essential, and

emergency ac buses.

T.O. GR1F16CJ1

183

Overcurrent Sensing Contactors

The eight overcurrent sensing contactors protect

certain ac buses; stations 3, 5, and 7; and inlet

stations from overcurrent. The ELEC CAUTION

RESET button on the ELEC control panel is used to

reset a tripped overcurrent sensing contactor on

nonessential ac bus No. 1 and the nacelle

nonessential ac bus. The overcurrent sensing

contactor may not remain reset if the fault persists.

The items with a nonresettable overcurrent sensing

contactor are the radar ac bus; stations 3, 5, and 7;

and left and right inlet stations.

STANDBY AC POWER SYSTEM

The standby ac power system consists of the

essential and emergency ac buses and is powered (if

the main generator is inoperative) by a 10 kva

standby generator which is located on and driven by

the ADG. The standby generator has power

available whenever the ADG is rotating and comes

on line when the main generator is not supplying

power, as long as the MAIN PWR switch is in MAIN

PWR. The standby generator has an integral FLCS

PMG which supplies power to the four FLCS

branches. Refer to FLCS POWER SUPPLY, this

section, for further discussion of the FLCS PMG.

EMERGENCY AC POWER SYSTEM

If the main and standby generators fail, emergency ac

power is supplied automatically by a

PX II

5 kva,

PX III

7 kva EPU generator driven by the EPU. The

system supplies power to the emergency ac buses.

The EPU generator has a PMG which supplies dc

power through an ac to dc converter to the four FLCS

branches. Refer to EMERGENCY POWER UNIT,

this section, for further discussion of the EPU.

DC POWER SYSTEM

DC power is supplied by ac to dc converters or by the

aircraft battery. With the main generator operating,

the ac to dc converters power emergency dc bus No.

1, battery bus No. 1, nonessential dc bus, nacelle dc

bus, emergency dc bus No. 2, essential dc bus, and

battery bus No. 2. With the standby generator

operating, the ac to dc converters power emergency

dc bus No. 1, battery bus No. 1, emergency dc bus No.

2, essential dc bus, and battery bus No. 2. With the

EPU generator operating, the ac to dc converters

power emergency dc bus No. 1, battery bus No. 1,

emergency dc bus No. 2, and battery bus No. 2. With

the main, standby, or EPU generator operating, the

aircraft battery is disconnected and charged by the

battery charger/control assembly. If all generators

fail, the aircraft battery is connected and powers

battery bus No. 1 and battery bus No. 2. The battery

buses are powered in all cases to provide a source of

power to the FLCS power supply (if needed) and start

power to the EPU.

FLCS POWER SUPPLY

The primary FLCS power supply includes a

dedicated FLCS PMG and two dualchannel

converter regulators and four branch power supplies

within the FLCC.

The FLCS PMG is the primary power source for the

FLCS during normal operations. The FLCS PMG is

integral with the standby generator and generates

power whenever the ADG is rotating. The PMG has

four outputs, one for each branch of the FLCS, and

generates sufficient power to operate the FLCS at 40

percent rpm or greater.

Other FLCS power sources are the main generator,

the standby generator, the EPU generator, the EPU

PMG, and the aircraft battery.

Two converter/regulators, having two channels

each, provide a separate channel for each branch of

the FLCS. Both converter/regulators receive power

from the FLCS PMG, the aircraft battery, and if the

EPU is running, the EPU PMG. The branch A and B

converter/regulator also receives power from emer

gency dc bus No. 1, and the branch C and D

converter/regulator also receives power from emer

gency dc bus No. 2. Each converter/regulator

channel converts ac power from the FLCS PMG to dc,

selects the power source with the highest voltage

(within limits), and provides dc power to the

respective FLCC branch. Converter/regulator out

put voltages are regulated to prevent overvoltage to

the FLCS. The converter/regulators also provide

fault indications for display on the ELEC control

panel and provide test indications to the TEST

switch panel.

The aircraft battery can provide temporary emer

gency power to the FLCS. The length of time that the

aircraft battery is able to power the FLCS is a

function of the state of charge. The FLCS

incorporates four latching relays which function to

prevent depletion of the aircraft battery during

ground maintenance. The relays prevent the FLCC

from being connected to the aircraft battery until a

JFS start is initiated.

T.O. GR1F16CJ1

184

EXTERNAL PWR

CABLE RECEPTACLE

STANDBY GENERATOR

FLCS PMG

EPU CONTROLLER

EPU GENERATOR

PMG

AC TO DC CONVERTER

CONVERTER/

REGULATOR

FLCC

AIRCRAFT BATTERY

CONVERTER/

REGULATOR

EPU

STBY

ADG

CSD

MAIN GENERATOR

PMG

BATTERY CHARGER, CONTROL

ASSEMBLY, AND FLCS RELAYS

MONITOR UNIT

MAIN POWER

CONTACTORS

Electrical Power Distribution Diagram

EPU ON

(EXCEPT

DURING GND

TEST) OR

STBY ON

GR1F-16CJ-1-0034-1B37

OVERCURRENT

SENSING

CONTACTORS

LEFT

INLET

RIGHT

INLET

NONESS DC

BUS

EMERGENCY

DC BUS NO. 1

NONESS AC

BUS NO. 1

EMERGENCY

AC BUS NO. 1

RADAR

AC BUS

AC TO DC CONVERTER

BATT BUS

NO. 1

Figure 129.(Sheet 1)

T.O. GR1F16CJ1

185

NONESS AC

BUS NO. 2

EMERGENCY

AC BUS NO. 2

ESS AC

BUS

EPU

STBY

EMERGENCY

DC BUS NO. 2

ESS DC

BUS

MAIN POWER

CONTACTORS

AC TO DC CONVERTER

BATT BUS

NO. 2

EPU ON

(EXCEPT

DURING GND

TEST)

GR1F-16CJ-1-0034-2A37

*OVERCURRENT SENSING CONTACTORS

NACELLE NON

ESS AC BUS

NACELLE ESS

AC BUS

NACELLE

NONESS DC

BUS NO. 1

STBY

NACELLE

NONESS

DC BUS

NO. 2

OVERCURRENT

SENSING

STATIONS 3, 5 & 7

ELECTRICAL

MECHANICAL

RESETTABLE*
NONRESETTABLE*

LEGEND:

Can be powered by EPU

Powered thru NONESS AC

Bus No. 2
Powered thru Nacelle OCSC

Powered thru Fwd OCSC

CONTACTORS

Figure 129.(Sheet 2)

T.O. GR1F16CJ1

186

EXTERNAL POWER PROVISIONS

The external power provisions include a standard

external power cable receptacle and a monitor unit

which is part of the airframe. The monitor unit

allows external power to be connected to the aircraft

buses if the phasing, voltage, and frequency of the

external power are correct. When connected, the

external power provides the same power as the main

generator.

ELECTRICAL SYSTEM CONTROLS AND INDICA

TORS

Refer to figure 130.

ELECTRICAL POWER DISTRIBUTION

Refer to figures 131 and 132.

ELECTRICAL SYSTEM NORMAL OPERATION

Prior to engine start, the MAIN PWR switch is

placed to BATT to permit a check of the aircraft

battery. The ELEC SYS, MAIN GEN, STBY GEN,

and FLCS RLY lights come on. The FLCS RLY light

illuminates because the four FLCS relays are open

and the FLCC is not connected to the aircraft battery.

The FLCS PMG light is not illuminated since it

requires FLCS power. The ACFT BATT TO FLCS

light does not illuminate since the FLCS relays are

open. With the FLCS PWR TEST switch held in

TEST, the FLCS relays close but do not latch. The

FLCS PMG and the ACFT BATT TO FLCS lights

illuminate and the FLCS RLY light goes off. The

FLCS PWR lights on the TEST switch panel

illuminate, indicating that the power output of the

FLCC is good.

With the FLCS PWR TEST switch in NORM and the

MAIN PWR switch positioned from BATT to MAIN

PWR, the lights do not change. If external power is

connected, the MAIN GEN light goes off.

If the FLCS PWR TEST switch is placed to TEST

with the MAIN PWR switch in MAIN PWR, the

FLCS relays are latched closed. The FLCS RLY light

remains off when the FLCS PWR TEST switch is

returned to NORM. The aircraft battery is now

powering the FLCC and depletes more rapidly. To

eliminate the increased battery load, cycle the MAIN

PWR switch to BATT and back to MAIN PWR to open

the FLCS relays (FLCS RLY light illuminates).

When the JFS switch is moved to either start

position, the FLCS PMG light (and ACFT BATT TO

FLCS light if engine is started on battery power)

illuminates and the FLCS RLY light goes off,

indicating that the FLCS relays have closed.

During engine start, the FLCS PMG light (and

ACFT BATT TO FLCS light if engine is started on

battery power) goes off at approximately

PW 229

40,

129

44 percent engine rpm. The STBY GEN light

goes off at approximately

PW 229

55,

129

percent engine rpm; the MAIN GEN light goes off

approximately 10 seconds later if both generators

are operating normally. External power, if used, is

disconnected from the aircraft buses when the main

generator comes on line.

Anytime after selecting MAIN PWR, including in

flight, the FLCS PWR TEST switch may be held

momentarily in TEST to check FLCC power output.

During the EPU test, the FLCS PWR lights come on

to indicate that EPU PMG power is available to the

FLCS.

During engine shutdown, the ELEC SYS caution

light and FLCS PMG, MAIN GEN, and STBY GEN

lights come on as the engine spools down. The ACFT

BATT TO FLCS light also illuminates.

T.O. GR1F16CJ1

187

GR1F-16CJ-1-0035X37

MAIN PWR Switch

FLCS PMG Indicator Light

MAIN GEN Indicator Light

STBY GEN Indicator Light

EPU GEN Indicator Light

EPU PMG Indicator Light

ACFT BATT Indicator Lights

ELEC SYS Caution Light

ELEC CAUTION RESET Button

FLCS PWR TEST Switch

FLCS PWR Indicator Lights

Electrical System Controls and Indicators

(Typical)

C DF

10.

11.

3
4

5
6

CONTROL/INDICATOR

POSITION/INDICATION

FUNCTION

1. MAIN PWR Switch

NOTE:

During ground operation, if

the MAIN PWR switch is

d f

MAIN PWR t

MAIN PWR

Connects external power or the main genera

tor to the electrical system and enables

standby generator. Determines function of

FLCS PWR TEST switch. If ac power is not

available, connects aircraft battery to the

battery buses

moved from MAIN PWR to

OFF without a delay of 1 se

cond in BATT, the EPU does

not activate and electrical

power for braking, NWS,

hook, and radios is lost.

BATT

Connects aircraft battery to the battery

buses, disconnects main generator or exter

nal power, resets main generator, disables

standby generator, and determines function

of FLCS PWR TEST switch

OFF

In flight-disconnects main generator from

electrical system and disables standby gener

ator

On ground-disconnects main generator or

external power from aircraft electrical sys

tem and disables standby generator. Discon

nects the aircraft battery from the battery

buses. Canopy operation is available after

engine shutdown

Figure 130.(Sheet 1)

Content .. 10 11 12 13 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 12

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 12