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F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 32

T.O. GR1F16CJ1

214

NOTE

If the FLCS BIT reports a failure

through the FLCS warning light and

the FAIL light on the FLCP, the failure

cannot be reset. The BIT must be

reinitiated. In this case, the RUN light

and the FAIL light are simultaneously

illuminated for the first steps of the BIT,

after which the FAIL light goes off

unless BIT detects a subsequent failure.

If the

PX II

FCC,

PX III

MMC is not

turned on prior to FLCS BIT, an FLCS

MUX DEGR message appears on the

PFLD.

Entering system altitude during FLCS

BIT results in an incorrect system

altitude.

During FLCS BIT, the ECS air ejectors

are turned off. This results in higher

ECS component temperatures and

may cause fumes in the cockpit that

could be described as metallic odors.

This situation is normal and does not

require maintenance action.

PW 229

During FLCS BIT, the CADC

provides a mach signal to the engine

that results in an rpm increase of

approximately 2 percent.

13. ECM panel-As required.

14. SPD BRK switch-Cycle.

*15. WHEELS down lights-Three green.

*16. SAI-Set.

17. FUEL QTY SEL knob-Check.

The following values are based on JP4 or JP5/8:

TEST-FR, AL pointers indicate 2000

(

100) pounds and totalizer indicates 6000

(

100) pounds. FWD and AFT FUEL LOW

caution lights illuminate.

PX III

If CFT's are

installed, CFT pumps operate and shut down

30 seconds after switch is moved out of TEST

(if INT WING & CFT fuel quantity is less

than 1425/1500 pounds).

NORM-AL pointer indicates approxi

mately 2675/2810 pounds. FR pointer

indicates approximately 3100/3250 (

1800/

1890) pounds.

RSVR-Each reservoir indicates approxi

mately 460/480 pounds.

PX II

INT WING-Each wing indicates

approximately 525/550 pounds.

PX III

INT WING & CFT - If CFT's are not

installed (or installed and not filled), each

wing indicates approximately 525/550

pounds. If CFT's are filled, each pointer

indicates approximately 2000/2100 pounds.

EXT WING - Each external wing tank

indicates approximately 2300/2420 pounds

(370gallon fuel tank) or 3750/3925 pounds

(600gallon tank) (for full tanks).

EXT CTR-FR pointer indicates approxi

mately 1800/1890 pounds (for full tank). AL

pointer drops to zero.

NOTE

The sum of the individual fuel tanks

and the totalizer should agree within

100 pounds with only internal fuel or

300 pounds with external fuel.

FUEL QTY SEL knob-As desired.

18. EPU FUEL quantity-95102 percent.

19. Avionics-Program as required and verify

(manual or data transfer cartridge).

SMS.

When AIM9's are loaded, the

PX II

SMS,

PX III

ST STA switch must be

maintained in the

PX II

SMS,

PX III

STA position while taxiing or airborne.

If recycling of the

PX II

SMS,

PX III

STA switch is required, power should

not be off longer than 8 seconds at any

one time.

Communications.

Steerpoints.

Profile data (including bingo fuel).

MFD master mode data.

T.O. GR1F16CJ1

215

*20. MFD's-As desired.

21. VHF radio-As desired.

After FLCS BIT completed:

*22. DBU-Check.

a. DIGITAL BACKUP switch-BACKUP.

Verify that DBU ON warning light

illuminates.

NOTE

The AOA indicator displays the middle

AOA value selected. The indication

may change in gusty wind conditions.

b. Operate controls-All surfaces respond

normally.

c. DIGITAL BACKUP switch-OFF.

Verify that DBU ON warning light goes

off.

23. Trim-Check.

TRIM/AP DISC switch-DISC.

Stick TRIM button-Activate in roll and

pitch.

No control surface motion.

No TRIM wheel or indicator motion.

TRIM/AP DISC switch-NORM.

Stick TRIM button-Check and center.

Control surface motion.

TRIM wheel and indicator motion.

Rudder trim check.

YAW TRIM knob - Check and center.

*24.

FLCS override - Check.

STICK CONTROL - Selected cockpit.

Stick indicator - As selected.

Selected cockpit paddle switch - Depress.

OVRD lights - On (both cockpits).

Selected cockpit stick - Operative.

Other cockpit stick - Inoperative.

*25. MPO - Check.

Stick - Full forward and hold; note

horizontal tail deflection.

MPO switch - OVRD and hold.

Confirm that horizontal tail trailing edges

move farther down.

Stick and MPO switch - Release.

Confirm that the horizontal tail returns to

its original position.

*26. Operate controls - All surfaces respond

normally; no FLCS lights on.

*27. AR system (if required) - Check.

AIR REFUEL switch - OPEN, RDY light on,

DISC light off.

NOTE

If both the RDY and DISC lights are on,

then one or more relays are failed. This

condition must be corrected prior to

AR.

A/R DISC button - Depressed. DISC light

on, RDY light off; 3 seconds later, RDY light

on, DISC light off.

AIR REFUEL switch - CLOSE, RDY light

off.

*28. Brakes - Check both channels; then return to

CHAN 1.

One brake pedal - Depress.

Confirm (ground crew) - Brake activates.

Opposite brake pedal - Depress.

Confirm (ground crew) - Initial brake does

not activate.

Repeat above steps for opposite brake.

T.O. GR1F16CJ1

216

29. Antiice - Check.

PW 229

Perform the following:

Insure that the engine has been stabilized at

idle rpm for at least 1 minute with ANTI ICE

switch ON.

ANTI ICE switch - OFF.

Monitor FTIT when the ANTI ICE switch

is moved to OFF. If FTIT does not decrease

by at least 10

C within 15 seconds, abort

the aircraft.

ANTI ICE switch - AUTO or ON as required.

129

Perform the following:

Insure that the engine is stabilized at idle

rpm.

ANTI ICE switch - OFF, then ON for 45

seconds.

If ENG A/I FAIL PFL occurs:

Stabilize engine at 80 percent rpm.

ANTI ICE switch - OFF for 15 seconds,

then note FTIT.

ANTI ICE switch - ON while monitoring

FTIT.

If FTIT fails to increase a minimum of 10

within 30 seconds, abort the aircraft if

flight may encounter areas of known or

suspected icing conditions.

ANTI ICE switch - AUTO/ON.

30. EPU GEN and EPU PMG lights - Confirm off.

If either light is illuminated, cycle the EPU

switch to OFF, then back to NORM. If either

light stays on, abort the aircraft.

31. EPU switch-OFF.

NOTE

To prevent inadvertently selecting

ON, lift only the aft section of the split

guard.

32. Ground safety pins (ground crew) - Remove.

33. EPU switch-NORM.
34. Intercom (ground crew) - Disconnect.
35. Avionic BIT's - As desired.

TACAN preflight check - Complete.

TACAN power knob - CW. (Allow 90

seconds for warmup.)

HSI CRS knob - Set COURSE 180.

INSTR MODE knob - TCN.

Select TACAN BIT on MFD test page.

HSI range and course warning flags - In

view.

HSI bearing pointer may temporarily slew

to 270 degrees.

HSI range and course warning flags - Out

of view.

HSI range indicator - Indicates 000 (

0.5)

nm.

HSI bearing pointer - Indicates 180 (

degrees.

HSI CDI - Center within

1/2 dot.

HSI TOFROM indicator - TO.

36.

Seat - Adjust to design eye.

37.

PX III

OBOGS-Check (at least 2 minutes

after engine start).

OBOGS BIT switch-BIT.

Verify that OXY LOW warning light

illuminates for 10 seconds, then goes off.

Pressure-Check 2540 psi.

Mode lever-PBG/ON (as required).

Diluter lever-NORM.

EMERGENCY lever-NORM.

FLOW indicator-Check.

EMERGENCY lever-EMERGENCY.

Check for positive pressure and mask and

hose/connector leakage.

EMERGENCY lever-NORM.

T.O. GR1F16CJ1

Change 1217

BEFORE TAXI

1. Canopy - Close and lock.

The canopy may be partially opened for

taxiing if required for increased visibility.

2. HAVE QUICK radio - Set and check (if

required).

NOTE

PX III

The HAVE QUICK radio accepts

the first TOD signal that is received

after power up. When the EGI is first

powered on, the first EGI TOD signal

will likely not be synchronized with the

GPS constellation universal time

coordinated (UTC) time since 3045

seconds are typically required for

satellite acquisition. To insure that the

HAVE QUICK radio is using a

synchronized UTC TOD, another TOD

should be manually received after an

adequate GPS track has been

achieved. The best indication of an

adequate GPS track is to access the

NAV STATUS DED page (LIST 4) and

verify the horizontal accuracy status.

A GPS HIGH estimated horizontal

accuracy status (or less than 300 feet if

the selected accuracy display format is

in feet) should ensure that the EGI

TOD signal is synchronized with UTC

time. Alternatively, verify that 4

satellites are being tracked by the EGI

by confirming that a 4 is displayed for

EGI Miscellaneous Parameter (EGIM)

200.

Upfront controls:

Select the UHF page on DED by depressing

the COM 1 override button.

PX II

CNI,

PX III

C & I knob - BACKUP.

Mode knob - PRESET.

After the MWOD and current date (if

required) are entered, select channel 20,

manually set 220.000 MHz, and depress the

PRESET button (failure to do this renders

the UHF radio inoperative).

PX II

CNI,

PX III

C & I knob - UFC.

Update the TOD by positioning the DED

asterisks around the TOD label on either the

UHF or HAVE QUICK pages and then

depressing the ENTR or MSEL button.

Request a TOD transmission from another

user. In either mode, the transmission must

be received within 1 minute of depressing the

ENTR or MSEL button.

Operating mode - UHF (normal) or HQ (AJ).

Transmission status - MAIN or BOTH.

Select an AJ net number with the manual

frequency knob.

Bandwidth - NB or WB.

Backup controls:

PX II

CNI,

PX III

C & I knob - BACKUP.

Function knob - MAIN or BOTH.

Mode knob - PRESET.

After the MWOD and current date are

entered, select channel 20, manually set

220.000 MHz, and depress the PRESET

button (failure to do this renders the UHF

radio inoperative).

Enter the TOD by requesting a TOD

transmission. To receive TOD update for the

normal mode (UHFTOD), position the

PX II

A32T knob,

PX III

TTONE switch to T and

then return to a normal channel in either

manual frequency or preset channel mode.

To receive TOD update for the AJ mode

(HQTOD),

PX II

rotate the A32T knob to

T and then back to A,

PX III

place TTONE

switch to T. A TOD abbreviated time update

can be received on the selected AJ net on

which the TOD is being transmitted. In

either mode, the transmission must be

received within 1 minute of selecting T.

Select an AJ net number with the manual

frequency knobs.

PX II

A32T,

PX III

A32 knob-A.

T.O. GR1F16CJ1

218

*3. Altimeterand altitude indications - Set and

check.

Check that the altimeter readings in

ELECT and PNEU are

75 feet of a known

elevation and are

75 feet of one another.

Also check that the ELECT mode altimeter

reading is

75 feet of the altitude displayed

in the HUD.

4. Exterior lights-As required.

PX II

INS,

PX III

EGI knob-NAV.

ATF or manual TF is prohibited

following any INS/EGI alignment

other than a full performance NORM

gyrocompass ground alignment with

flashing RDY/ALIGN displayed.

6. Chocks (ground crew)-Remove.

If the aircraft has flown in the past 2

hours, do not use the parking brake

except for an emergency. (Does not

apply if drag chute was used.) Parking

brake use may cause residual heat

damage to brakes and may increase the

probability of a subsequent brake fire.

TAXI

Refer to figure 26 for turning radius and ground

clearance.

*1. Brakes and NWS-Check.

To minimize heat buildup in the brake

assemblies, do not ride the brakes to

control taxi speed. Use one firm

application of the toe brakes to slow

the aircraft.

Hydraulic fluid ignites at relatively

low temperatures. If advised of a

hydraulic leak around the brakes,

request firefighting equipment and do

not taxi.

NOTE

Constant rudder pedal pressure

should not be required to maintain a

straight ground track during taxi

(based on level surface and no asym

metries or crosswind).

*2. Heading-Check.

*3. Flight instruments-Check for proper

operation.

BEFORE TAKEOFF

*1. ALT FLAPS switch-NORM.

2. MANUAL TF FLYUP switch-ENABLE.

3. Trim-Check pitch and yaw trim centered

and roll trim as required.

Failure to center yaw trim may result

in severe control difficulties during

takeoff.

ENG CONT switch-PRI (guard down).

ENG CONT switch-NORM (guard down).

6. Speedbrakes-Closed.

7. Canopy-Close, lock, light off.

8. IFF-Set and check.

9. External tanks (ifinstalled)-Verifyfeeding.

If three tanks are installed, verify that the

centerline tank is feeding. This action

checks that pressurization is available to all

tanks.

10. FUEL QTY SEL knob - NORM.

NOTE

The FUEL QTY SEL knob must be in

NORM for operation of the automatic

forward fuel transfer system, trapped

fuel warning, and for the BINGO fuel

warning computation to be based on

fuselage fuel.

11. STORES CONFIG switch-As required.

T.O. GR1F16CJ1

219

*12. GND JETT ENABLE switch-As required.

NOTE

Selecting ENABLE starts the DWAT

3minute timer.

*13. Harness, leads, and antig system-Check.

OXYGEN mode lever-PBG.

Antig system-Test.

Depress TEST button to check that gsuit

inflates, comfort zippers are closed and

remain closed, and hose remains con

nected and that pressure is supplied to

mask, helmet bladder, and vest.

Delayed or slow inflation of the gsuit

could indicate impending antig sys

tem failure. Complete loss of gprotec

tion could occur with no warning.

OXYGEN mode lever-As required.

Failure to select PBG when PBG

operation is desired can contribute to

gray/blackout or loss of consciousness.

Placing the OXYGEN mode lever to

PBG without wearing the CRU94/P

harnessmounted connector can ex

pose the pilot to injury producing levels

of oxygen pressure should a failure

occur within the oxygen regulator.

14. EPU-Check:

NOTE

EPU may be checked anytime after

engine start.

EPU safety pin (ground crew)-Check

removed.

OXYGEN-100%.

Engine rpm-Increase

PW 229

5 percent,

129

10 percent above normal idle.

Attempting EPU/GEN TEST at idle

rpm results in abnormally low EPU

run speed. Low EPU speed may cause

electrical bus cycling and possible

damage to electrical equipment.

Indications may include blinking EPU

GEN light or audible clicking of

electrical contactors as the bus cycles.

If electrical bus cycling is experienced,

abort the aircraft and do not taxi.

EPU/GEN TEST switch-EPU/GEN and

hold. Check lights:

EPU AIR light-On.

EPU GEN and EPU PMG lights-Off (may

come on momentarily at start of test).

FLCS PWR lights-On.

EPU run light-On for a minimum of 5

seconds.

NOTE

If EPU run light does not come on

within 10 seconds after EPU/GEN is

selected, release EPU/GEN TEST

switch, advance the throttle to idle

rpm plus

PW 229

10 percent (85

percent rpm maximum),

129

percent (90 percent rpm maximum),

and reselect EPU/GEN. If the EPU run

light does not illuminate within 10

seconds or if it cycles on and off, abort

the aircraft.

EPU/GEN TEST switch-OFF.

Throttle-IDLE.

Voltage transients may cause fault light

indications. Reset CADC, AVIONICS FAULT

and

PW 229

ENGINE FAULT caution lights

as necessary and check MSL ALOW value. A

power cycle of individual systems may also be

required if MFL's occur and remain after the

MFD TEST page is cleared.

OXYGEN-NORMAL.

EPU exhaust (ground crew)-Check for no

airflow.

T.O. GR1F16CJ1

220

Airflow is indicative of a failed high

pressure bleed valve which could

result in an EPU overspeed in flight. If

airflow is detected, abort the aircraft.

If required to shut down and restart the

engine after completing the EPU check

or if the EPU safety pin is reinstalled for

any reason, the EPU check must be

reaccomplished prior to flight to insure

proper EPU operation and closure of the

highpressure bleed valve.

15. FLIR-As required.

16. TFR-As required.

17. PROBE HEAT switch-PROBE HEAT.

Turn probe heat on at least 2 minutes prior

to takeoff anytime icing of probes is possible.

When probe icing is not suspected, delay

selection of probe heat as long as possible

prior to takeoff.

Probe internal icing must be suspected

anytime the aircraft has been exposed

to near or below freezing conditions on

the ground. Internal icing may be

difficult to see and may remain present

even when current conditions do not

appear conducive to ice formation.

AOA probes may become hot enough to

shut off probe heaters and cause

illumination of the PROBE HEAT

caution light. Refer to CAUTION

LIGHT ANALYSIS, Section III, to

determine if the shutdown was due to

overheat or system failure.

If probe heat is on or has been on, heat

in probes may be sufficient to cause

injury if touched.

*18. Ejection safety lever-Arm (down).

*19. Flight controls-Cycle.

*20. OIL pressure-Check psi.

*21.

PX III

ALOW MSL FLOOR Data-Check.

NOTE

PX III

MSL FLOOR value of 0 feet may

indicate a MMC autorestart occurred,

and mission planning data has been lost.

*22. All warning and caution lights-Check.

23. Adjustable sliding holder (when utility light

is not in use)-

Full forward, rotated cw,

and secured.

Failure to properly secure utility light

and adjustable sliding holder can

result in stick interference.

24. TGP-Stow.

TAKEOFF

NORMAL TAKEOFF

Refer to figure 22. When ready for takeoff:

Advance throttle to approximately

PW 229

85,

129

90 percent rpm.

Verify parking brake disengaged.

Check engine instruments for normal indications.

Release brakes prior to exceeding

PW 229

85,

129

90 percent rpm.

Advance throttle to desired thrust.

NOTE

An engine runup check is not required

if conditions require a rolling takeoff.

Maximum FTIT and rpm vary with temperature and

pressure altitude but stabilize in 515 seconds.
Normal engine operation during an MIL takeoff is

indicated by a exhaust nozzle position of:

PW 229

20 percent or less.

129

15 percent or less after 5 seconds at MIL.

Normal engine operation during an AB takeoff is

indicated by:

PW 229

The nozzle beginning to open within 5

seconds after selecting AB.

T.O. GR1F16CJ1

221

129

The nozzle preopening up to 10 percent

more than MIL nozzle position when AB is first

selected. AB lightoff should occur within 5 seconds

(greater than 40

F) or 10 seconds (40

F or less)

after AB selection and is indicated by increasing

fuel flow and nozzle position.

NOTE

Spacing of less than 15 seconds

between aircraft when AB is used by

preceding aircraft increases the proba

bility of an AB blowout or no light due

to hot gas ingestion.

When airspeed is approximately 10 knots below

computed takeoff speed for nonAB or 15 knots for

AB, initiate rotation to establish takeoff attitude

(812 degrees). Do not apply aft stick at airspeed

lower than 1015 knots below computed takeoff

speed. Early rotation can lead to overrotation,

skipping, wallowing due to early liftoff, and

increased takeoff distance.

As aircraft lifts off, LEF's extend downward. Retract

LG when safely airborne. Insure LG is up and locked

before exceeding 300 knots. TEF's retract when the

LG handle is raised.

Since LG and TEF retraction occurs

simultaneously, LG retraction should

not be rushed after takeoff. The

reduction in lift may cause the aircraft

to descend and contact the runway.

Due to low aft stick forces required for

takeoff, use caution to avoid early

rotation.

If any FLCS PFL occurs during

takeoff, a WOW switch problem may

be indicated. If the fault clears, the

mission may be continued. Notify

maintenance of the occurrence after

the flight.

Insure that the LG handle is placed

fully up. The handle can stop in an

intermediate position which retracts

the LG; however, the handle is not

locked and may lower under high g

conditions.

GR1F-16CJ-1-0098X37

Normal Takeoff (Typical)

TAKE OFF AT

PREDETERMINED

TAKEOFF SPEED

ROTATE AT

PREDETERMINED

ROTATION SPEED

USE NWS UNTIL RUDDER IS

EFFECTIVE (APPROXIMATELY

70 KNOTS)

Figure 22.

Content .. 30 31 32 33 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 32

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 32