F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 16

T.O. GR1F16CJ1

1112

GR1F-16CJ-1-1042-1X37

WHEEL

SPEED

SENSOR

PREBRAKE

RESTRICTOR

VALVE

LG UP

PRESSURE

SHUTTLE

VALVE

PARK

VALVE

BRAKE CONTROL/

ANTI-SKID ASSY

TOE

BRAKES

FLCS

INVERTERS

BRAKE

CHAN 2

BRAKE

CHAN 1

CHANNEL SELECTOR

CHANNEL 1

CHANNEL 2

ANTISKID

CAUTION

LIGHT

RELAY

28 VDC

BATTERY

BUS

NO. 2

26 VAC 800 H

4 INDEPENDENT EXCITATION POWER

SOURCES FROM FLCS INVERTERS

z

GROUND

AIR

>1 INCH ABOVE

NEAR IDLE

THROTTLE

POSITION

SWITCH

MLG WOW

L

R

B

D

A

C

ANTI

SKID

CHANNEL 1

OR

CHANNEL 2

OUTPUT

28 VDC

BATTERY

BUS

NO. 1

Wheel Brake Schematic (Typical)

IDLE

Figure 140.(Sheet 1)

T.O. GR1F16CJ1

1113

GR1F-16CJ-1-1042-2X37

HYD SYS B PRESSURE

HYD

RETURN

HAND

PUMP

TO JFS

SHUTOFF VALVE

RIGHT

METERING

VALVE

LEFT

METERING

VALVE

SHUTOFF VALVE

SUPPLY HYDRAULIC CIRCUITS

WHEEL

SPEED

SENSOR

RIGHT

BRAKE

SHUTTLE

VALVE

LEFT

BRAKE

SHUTTLE

VALVE

HYD POWER

SUPPLY

HYD RETURN

BRAKE HYD

CIRCUIT

PARKING BRAKE

CIRCUIT

LEGEND:

ELECTRICAL

MECHANICAL

CHECK VALVE

ACCUMULATOR

ACCUMULATOR

Figure 140.(Sheet 2)

T.O. GR1F16CJ1

1114

GR1F-16CJ-1-0042-1A37

WHEEL

SPEED

SENSOR

PREBRAKE

RESTRICTOR

VALVE

LG UP

PRESSURE

SHUTTLE

VALVE

PARK

VALVE

BRAKE CONTROL

BOX

TOE

BRAKES

FLCS

INVERTERS

BRAKE

CHAN 2

BRAKE

CHAN 1

CHANNEL SELECTOR

CHANNEL 1

CHANNEL 2

ANTISKID

CAUTION

LIGHT

RELAY

ANTISKID

CONTROL

BOX

28 VDC

BATTERY

BUS

NO. 2

26 VAC 800 H

4 INDEPENDENT EXCITATION POWER

SOURCES FROM FLCS INVERTERS

z

GROUND

AIR

>1 INCH ABOVE

NEAR IDLE

THROTTLE

POSITION

SWITCH

MLG WOW

L

R

B

D

A

C

ANTI

SKID

CHANNEL 1

OR

CHANNEL 2

OUTPUT

28 VDC

BATTERY

BUS

NO. 1

Wheel Brake Schematic (Typical)

IDLE

LESS

Figure 140.(Sheet 3)

T.O. GR1F16CJ1

1115

GR1F-16CJ-1-0042-2X37

HYD SYS B PRESSURE

HYD

RETURN

HAND

PUMP

TO JFS

SHUTOFF VALVE

RIGHT

METERING

VALVE

ACCUMULATOR

LEFT

METERING

VALVE

ACCUMULATOR

SHUTOFF VALVE

SUPPLY HYDRAULIC CIRCUITS

WHEEL

SPEED

SENSOR

RIGHT

BRAKE

SHUTTLE

VALVE

LEFT

BRAKE

SHUTTLE

VALVE

HYD POWER

SUPPLY

HYD RETURN

BRAKE HYD

CIRCUIT

PARKING BRAKE

CIRCUIT

LEGEND:

ELECTRICAL

MECHANICAL

CHECK VALVE

Figure 140.(Sheet 4)

T.O. GR1F16CJ1

1116

ANTISKID SYSTEM

The antiskid system is available in either brake

channel anytime the toe brakes are powered.

b2t

 The antiskid system will deliver a corresponding

deceleration rate to a given pedal deflection. The

deceleration skid control will dampen brake pedal

inputs to the brakes resulting in a smoother, more

efficient stop than with previous antiskid systems. To

optimize braking performance and reduce wear on

aircraft brakes and tires, smoothly apply brakes in a

single application.

Functions are:

D

Touchdown skid control - Prevents brake applica

tion prior to wheel spinup even if brake pedals are

fully depressed.

D

b2t

 Deceleration skid control-Active when either

brake pedal deflection is less than 85 percent of

maximum and runway surface can provide the

requested deceleration.

D

b2t

 Maximum performance skid control-Active

when both brake pedal deflections are equal to or

greater than 85 percent or runway surface cannot

provide requested deceleration.

D

b2t

 Antiskid failure detection-Detects a failure

affecting braking or in a system component.

D

LESS

 

b2t

 Proportional skid control-Prevents

skidding due to overbraking at 5 knots groundspeed

or greater.

D

LESS

 

b2t

 Locked wheel skid control-Backs up the

proportional skid control and operates at 20 knots

groundspeed and greater.

D

LESS

 

b2t

 Antiskid failure detection-Detects an

antiskid system malfunction.

b2t

 If a failure affecting braking performance is

detected while the aircraft is moving above 5 knots

groundspeed, the ANTI SKID caution light illumi

nates. In most cases this represents the loss of a wheel

speed sensor signal, and the system switches to an

alternate braking mode. In this mode, if differential

braking is applied (15 percent or greater difference

between pedals), both brakes alternate between

pedal pressure as metered and no pressure. Braking

effectiveness is reduced by 50 percent or greater. If

brake pedals are within 15 percent, the system uses

the information from the remaining good wheel speed

sensor and stopping distance is increased by

approximately 25 percent on both wet and dry

runways.

b2t

 The alternate mode continues until the BRAKES

channel switch is switched to CHAN 2 and the

ANTISKID switch is placed to OFF. The ANTI SKID

caution light remains on and braking is manual. The

brakes then can be locked by applying too much pedal

pressure, which may result in blown tires.

b2t

 The antiskid system incorporates a hydroplaning

protection function which prevents brake application

until the wheels have spun up, even if WOW has

occurred before spinup.

b2t

 Full antiskid function becomes active at 12 knots

groundspeed when accelerating and is available to

below 5 knots when decelerating. Maximum braking

below 12 knots groundspeed may result in tire flat

spotting.

LESS

 

b2t

 If a failure is detected, the ANTI SKID

caution light illuminates and the brake system

automatically switches to pulsating pressure

(constant frequency pulsating onoff pressure). In

this mode, braking effectiveness is reduced approxi

mately 50 percent; however, in most cases, braking

effectiveness is as good as can be obtained with

ANTISKID switch in OFF while avoiding wheel

lockup and its associated risk of control difficulty.

Short field landing distances are increased approxi

mately 60 percent for dry runway and 25 percent for

wet runway from those normally computed. The

amount of pulsating braking is dependent on the toe

pressure applied. Pulsating braking continues until

the ANTISKID switch is placed to OFF. At that time,

the ANTI SKID caution light remains on, and the

brake system reverts to manual control. The brakes

then can be locked by applying too much pedal

pressure, which may result in blown tires.

LESS

 

b2t

 The antiskid system does not provide skid or

locked wheel protection if MLG wheels are not

spinning due to hydroplaning. If WOW occurs prior to

spinup of at least one MLG wheel, wheel brakes

become operative without antiskid protection.

LESS

 

b2t

 Antiskid protection and failure detection are

intentionally diminished as speed decreases below 20

knots to allow a complete stop without continuous

brake release or an ANTI SKID caution light.

Consequently, maintaining maximum toe pressure

while the aircraft comes to a complete stop may cause

wheel lockup during the last 510 feet before stopping

with resultant tire flat spotting. A dragging brake not

correctly releasing in response to antiskid signals

may also cause wheel lockup without an illuminated

ANTI SKID caution light at speeds below 20 knots.

Avoid maximum braking at speeds below 20 knots

whenever possible to prevent tire flat spotting and

possible blowout.

T.O. GR1F16CJ1

1117

ANTISKID Switch 

C

 

DF

The ANTISKID switch, located on the LG control

panel, is not leverlocked in the ANTISKID position

and can be bumped to OFF.

Functions are:

D

PARKING BRAKE - Full unmetered brake pressure

is applied with the throttle in the OFF to IDLE range

and WOW. Advancing the throttle more than 1 inch

beyond IDLE automatically returns the switch to

ANTISKID which releases the parking brake.

D

ANTISKID - Antiskid protection is available.

D

b2t

 OFF-Parking brake feature is deactivated and

antiskid functions are as follows:

S

With BRAKES channel switch in CHAN 1-

Touchdown skid control is not available, but

deceleration and maximum performance skid

control remain active.

S

With BRAKES channel switch in CHAN 2-All

antiskid functions are deactivated.

D

LESS 

b2t

 

OFF-Antiskid and parking brake

features are deactivated.

ANTI SKID Caution Light

b2t

 The ANTI SKID caution light, located on the

caution light panel, illuminates at groundspeeds

above 5 knots when a malfunction affecting braking

performance is detected. If a system malfunction not

affecting braking performance (e.g. loss of redundan

cy) is detected, the light illuminates when

groundspeed is below 5 knots. The caution light is not

latched and will extinguish above 5 knots if a failure

that does not affect braking performance is present.

b2t

 The ANTI SKID caution light illuminates when

power is applied to the brake control/antiskid

assembly and goes off when powerup BIT has been

successfully completed (approximately 1/2 second

later). This brief illumination of the ANTI SKID

caution light may be observed when power is first

applied or after the LG handle is placed down with the

BRAKES channel switch in CHAN 1.

LESS

 

b2t

 The ANTI SKID caution light, located on the

caution light panel, illuminates when a malfunction

occurs with the ANTISKID switch in ANTISKID.

The ANTI SKID caution light illuminates when the

LG handle is down and the switch is in OFF.

SPEEDBRAKE SYSTEM

The speedbrake system consists of two pairs of

clamshell surfaces located on each side of the engine

nozzle and inboard of the horizontal tail and is

powered by hydraulic system A. The speedbrakes

open to 60 degrees with the right MLG not down and

locked. With the right MLG down and locked,

speedbrake opening is limited to 43 degrees to

prevent the lower surfaces from striking the runway

during landing. This limit can be overridden by

holding the SPD BRK switch in the open (aft)

position. When the NLG strut compresses on landing,

the speedbrakes can be fully opened and remain fully

open without holding the SPD BRK switch.

SPD BRK Switch

C

 

DF

 The SPD BRK switch, located on the throttle,

is a thumbactivated, threeposition slide switch. The

open (aft) position is springloaded to off (center) and

allows the speedbrakes to be incrementally opened.

The closed (forward) position has a detent, allowing

a single motion to close the speedbrakes. To prevent

possible creeping, the switch should be left in the

closed position. 

DR

 For SPD BRK switch differences,

refer to F16D AIRCRAFT, this section.

D

 The speedbrake switches are connected in parallel

and function so that either can override the other by

holding in the open position. If one switch is in the

closed position, the speedbrakes close when the other

is released from the open position.

SPEED BRAKE Position Indicator

A threeposition SPEED BRAKE indicator is located

on the LG control panel.

Positions are:

D

CLOSED - Both speedbrakes closed.

D

Speedbrake symbol - Speedbrakes not closed.

D

Diagonals - Electrical power removed from the

indicator. Diagonals also appear momentarily

during switching.

DRAG CHUTE SYSTEM

A drag chute is provided to minimize stopping

distance. Drag chute deployment is obtained when

hydraulic system B pressure is routed to the drag

chute actuator by placing the DRAG CHUTE switch

to DEPLOY. Drag chute accumulator pressure is

available in case of hydraulic system B failure.

T.O. GR1F16CJ1

1118

Extension of the actuator closes a set of jaws onto the

parachute Dring and pulls the ripcord that releases

a springloaded pilot chute. The pilot chute functions

to pull the main canopy from deployment bag located

in an aerodynamic fairing below the rudder.

Deployment below 90 knots may result in improper

deployment and damage to the drag chute.

The drag chute system has safety provisions for

accidental deployments, both commanded and

uncommanded:

D

Above 190 knots , the mechanical fuse section on the

Dring fails and releases the chute.

D

A deployed drag chute (or some residue thereof)

resulting from placing the DRAG CHUTE switch to

DEPLOY can be released by moving the switch

to

C

 

DF

NORM/REL or

DR

REL at any airspeed.

D

If the drag chute is deployed uncommanded (i.e.,

ripcord failure) and airspeed is above 60 knots, the

Dring pulls out of the jaw mechanism.

DRAG CHUTE Switch

Refer to figure 141. 

C

 

DF

 The DRAG CHUTE switch,

located on the MISC panel, is a twoposition guarded

switch used to deploy and release the drag chute. The

switch is powered by battery bus No. 1.  

DR

 For DRAG

CHUTE switch differences, refer to F16D AIR

CRAFT, this section.

ARRESTMENT SYSTEM

The hook is electrically controlled and pneumatically

operated. Pneumatic pressure is supplied by the

LG/hook emergency pneumatic bottle which contains

sufficient pressure to lower the LG and hook.

When extended, pneumatic pressure holds the hook

on the runway. When subsequently retracted, the

hook rises enough to allow the cable to drop off the

hook or to be disengaged. The hook is springloaded

partially up to allow taxiing over a cable. The hook

must be raised manually to reset it to the stowed

position.

HOOK Switch

The HOOK switch , located on the LG control panel,

is leverlocked in the UP or DN position. Positioning

the switch to DN causes the hook to extend.

Returning the switch to UP partially retracts the

hook, allowing for cable disengagement and for taxi

over the cable. 

D

 Either HOOK switch may be used

to extend the hook. Both switches must be positioned

to UP to raise the hook.

HOOK Caution Light

The HOOK caution light, located on the caution light

panel, illuminates anytime the hook is not up and

locked.

WING FLAP SYSTEM

LEADING EDGE FLAPS (LEF'S)

The LEF's consist of a spanwise flap on each wing

leading edge controlled as a function of mach number,

AOA, and altitude by command signals from the

FLCC.

An asymmetry sensing and braking mechanism

prevents LEF asymmetry. If an asymmetry is sensed,

the LEF's lock, FLCS LEF LOCK PFL is displayed,

and the FLCS warning light illuminates.

The LEF's are automatically programmed when the

LE FLAPS switch is in AUTO.

Exceptions are:

D

When weight is on both MLG (the LEF's are 2

degrees up).

D

When the throttle is at IDLE and MLG wheel speed

is greater than 60 knots groundspeed (the LEF's are

2 degrees up).

D

LEF asymmetry brakes are locked.

D

When the FLCS is operating on standby gains.

Refer to STANDBY GAINS, this section.

LE FLAPS Switch

The LE FLAPS switch  is covered as a part of the FLT

CONTROL panel.

FLCS LEF LOCK PFL

The FLCS LEF LOCK PFL is activated by

malfunctions in the flap drive unit or flap commands.

The FLCS LEF LOCK PFL is also activated if the

LEF's are manually locked or the asymmetry brakes

are activated. The FLCS warning light illuminates

when the FLCS LEF LOCK PFL occurs.

T.O. GR1F16CJ1

1119

Drag Chute Controls (Typical)

GR1F-16CJ10043X37

1.         DRAG CHUTE Switch

2.     DRAG CHUTE Switch

1

2

DR

C DF

C

DR

DF

DR

NOTE:

For DRAG CHUTE switch,

refer to F-16D AIRCRAFT, this
section.

SWITCH

POSITION

FUNCTION

NORM

Chute stowed

Attachment jaws at midrange

DEPLOY

Hydraulic actuator extends

Ripcord pulled to release springloaded pilot chute

Attachment jaws close on Dring

REL

Hydraulic actuator retracts for 2 seconds, releasing the Dring from the attachment jaws

and then returns to midrange

Figure 141.