Content .. 36 37 38 39 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 38

T.O. GR1F16CJ1

320

GR1F-16CJ-1-0114A37

Caution Light Analysis

OVERHEAT

caution light

go off?

Did

overheat

detect circuit

check good?

Did

YES

CONT

AIR SOURCE

KNOB OFF

SEE A

overheat

detect circuit

check good?

CONDITION

IN ECS BAY

Did

OVERHEAT

caution light

go off?

Did

YES

LG DN

OVERHEAT CONDITION

IN MLG WHEEL

LAND AS SOON

AS POSSIBLE

WELLS

YES

SEE A

OVERHEAT

OVERHEAT CONDITION IN ENGINE COM-

PARTMENT, ECS OR EPU BAYS, OR MLG

WHEEL WELLS STILL PRESENT

OVERHEAT CONDITION IN ENGINE COM-

PARTMENT, ECS OR EPU BAYS, OR MLG

WHEEL WELLS STILL PRESENT

CAUTION LIGHT

CAUSE

CORRECTIVE ACTION/REMARKS

ANTI

SKID

ANTI-SKID switch OFF or system

malfunction

Refer to ANTISKID MALFUNCTION

ANTI

SKID

Is switch

in ANTI-SKID

position?

ANTISKID

MALFUNCTION

POSITION TO

ANTI-SKID

SEE A

YES

Figure 32.(Sheet 9)

T.O. GR1F16CJ1

321

GR1F-16CJ-1-0115A37

Caution Light Analysis

OXY

LOW

Is oxygen

quantity below

0.5 liter?

QUANTITY

INDICATION

Is oxygen

pressure below

42 psi?

SEE A

YES

MALFUNCTION

ATF NOT

ENGAGED

RADAR

ALT

OXY

LOW

Malfunction of radar altimeter

Oxygen pressure is below 42 psi or

quantity is below 0.5 liter

Move RDR ALT switch to OFF

Descend to 10,000 feet cockpit pres-

sure altitude. Activate emergency

oxygen if required

NVP or FLCS cannot support ATF

CAUTION LIGHT

CAUSE

CORRECTIVE ACTION/REMARKS

If in ATF, climb to a safe altitude and

AIR REFUEL switch CLOSE

ALT FLAPS switch NORM

TRIM/AP DISC switch NORM

No CADC failures

NOTE

Deselect ATF until the cause of the

caution light illumination can be

determined.

verify:

PX II

PX III

OBOGS

The ECS air supply for OBOGS has

dropped below 10 psi

Oxygen production stops. BOS provides

oxygen for 35 minutes. Expect OXY LOW

warning light if regulator pressure drops

below 5 psi. Attempt to increase ECS air

pressure by increasing throttle setting,

increasing airspeed, and/or decreasing

altitude

NOTE

The OBOGS caution light may illuminate as

a result of ECS cycling or temporary ECS

shutdown. This is normal as long as the

OXY LOW warning light does not illuminate.

Figure 32.(Sheet 10)

T.O. GR1F16CJ1

322

Pilot Fault List-Engine

PW 229

FAULT

CAUSE

CORRECTIVE ACTION/REMARKS

ENG A/B FAIL and
ENG THST LOW

Engine hardware deterioration/detected

performance loss

Reduce engine rpm to 85% or less, unless re

quired to sustain flight. High thrust levels may

result in further deterioration/performance loss.

Land as soon as possible

ENG A/I TEMP

Antiice valve failed open and/or bleed air

temperature greater than 850

Reduce throttle setting to midrange unless

required to sustain flight. Operating the engine

above midrange with anti ice system failed on

above midrange with antiice system failed on

may result in engine stall. Land as soon as prac

tical

ENG A/I FAIL

Engine antiice valve failed in closed

position

Avoid areas of known or suspected icing

conditions

ENG MACH FAIL

The CADC supplied mach number to the

DEEC is no longer available

Supersonic stall protection is inoperative. Do not

retard throttle below MIL while supersonic. If

CADC caution light is also on, refer to CADC

MALFUNCTION, this section

ENG A/B FAIL

AB system failure detected

AB RESET switch-AB RESET. Land as soon as

practical if fault does not clear. AB operation is

partially or fully inhibited

ENG THST LOW

Loss of redundant FTIT signals received by

DEEC
DEEC has detected a failed open or miss

ing nozzle

MIL rpm is reduced 7 percent by DEEC. Land as

soon as practical
If a failed open or missing nozzle is suspected,

refer to NOZZLE FAILURE, this section

ENG BUS FAIL

Communication lost between EDU and

MUX bus

Illuminates AVIONICS FAULT caution light. A

subsequent engine fault causes a nonresettable

ENGINE FAULT caution light and is not displayed

on the PFLD

ENG PFL DGRD

Communication lost between EDU and

DEEC

Do not retard throttle below MIL while super

sonic. Only ENG A/I TEMP PFL can subsequently

be displayed

NOTE:

A short duration fault condition may cause display of a PFL without illumination of the ENGINE FAULT caution light.

Figure 33.(Sheet 1)

T.O. GR1F16CJ1

323

Pilot Fault List-Engine

129

FAULT

CAUSE

CORRECTIVE ACTION/REMARKS

ENG LUBE LOW

Oil quantity below preset limit

Refer to OIL SYSTEM MALFUNCTION, this

section

ENG A/I FAIL

Engine antiice valve failed in closed posi

Avoid areas of known or suspected icing condi

ENG A/I FAIL

Engine antiice valve failed in closed posi

tion or indication malfunction

Avoid areas of known or suspected icing condi

tions

ENG MACH FAIL

The CADC supplied mach number to the

DEC is no longer available

Supersonic stall protection is inoperative. Do not

retard throttle below MIL while supersonic. If

CADC caution light is also on, refer to CADC

MALFUNCTION, this section

ENG BUS FAIL

Communication between engine and

MUX bus lost

Illuminates AVIONICS FAULT caution light.

Other engine PFL's cannot be displayed

ENG A/B FAIL

AB system failure detected

Land as soon as practical if fault does not clear.

AB operation inhibited. If nozzle remains closed

at idle below 0.5 mach, refer to ABNORMAL EN

GINE RESPONSE, this section

ENG EMS FAIL

Data transmission from DEC lost

BIT/selftest received from DEC

indicates a failure

EMSC BIT/selftest detects a failure

Other PFL's either cannot be displayed or, if dis

played, are not reliable

ENG HYB MODE

A PRI fuel flow scheduling problem was

detected

Supersonic stall protection is inoperative. Do not

retard throttle below MIL while supersonic.

Check engine response to throttle movement

when subsonic. If engine responds normally,

land as soon as practical. If engine does not re

spond normally, refer to ABNORMAL ENGINE

RESPONSE, this section

NOTE:

A short duration fault condition may cause display of a PFL without illumination of the ENGINE FAULT caution light.

Figure 33.(Sheet 2)

T.O. GR1F16CJ1

324

Pilot Fault List - FLCS

(FLCS warning light illuminated)

FAULT

CAUSE

CORRECTIVE ACTION/REMARKS

FLCS AOA WARN

Dual AOA failure

Refer to AOA MALFUNCTIONS

FLCS DUAL FAIL

Dual electronic, sensor, or power failure in

one or more axes

Refer to FLCS DUAL ELECTRONIC FAILURE

FLCS LEF LOCK

LEF's are locked due to multiple failures,

LE FLAPS switch position, or asymmetry

Refer to LEF MALFUNCTIONS

STBY GAIN

Dual air data failure

Refer to AIR DATA MALFUNCTIONS

FLCS BIT FAIL

FLCS BIT has detected a failure

Perform a second FLCS BIT. If fault does not clear,

notify maintenance. Fault only occurs on ground

(TF FAIL warning light illuminated)

FAULT

CAUSE

CORRECTIVE ACTION/REMARKS

SWIM NVP FAIL

NVP data bad, AMUX wraparound failure,

NVP selfmode failure, or cyclic test prob

lem monitor failure

Refer to TF FAIL WARNING LIGHT

SWIM RALT FAIL

SDC monitor failure or CARA data bad

SWIM SCP FAIL

Below set clearance failure

SWIM ATTD FAIL

INS attitude estimator failure

SWIM ATF FAIL

NVP ATF select failure

SWIM VEL FAIL

GPS/INS failure

Figure 33.(Sheet 3)

T.O. GR1F16CJ1

325

Pilot Fault List - FLCS

(FLCS FAULT caution light illuminated for all except FLCS BUS FAIL)

FAULT

CAUSE

CORRECTIVE ACTION/REMARKS

FLCS ADC FAIL

First failure of triplex air data input

signal

Refer to AIR DATA MALFUNCTIONS

FLCS AOA FAIL

First failure of triplex AOA input signal

Refer to AOA MALFUNCTIONS

FLCS AOS FAIL

AOS feedback function is inoperative due

to failure

Perform FLCS reset to attempt to clear fault;

fault cannot be reset if INS or CADC is failed
If fault does not clear, the autopilot cannot be

engaged. Position the STORES CONFIG switch

to CAT III if the aircraft is configured with a

GP/STORE/LINE loading. Refer to T.O.

GR1F16CJ12 *

FLCS FLUP OFF

MANUAL TF FLYUP switch moved to DIS

ABLE

FLCS BIT detects MANUAL TF FLYUP switch

in DISABLE

Position the MANUAL TF FLYUP switch as re

quired. A FLCS reset extinguishes FLCS FAULT

caution light
Position MANUAL TF FLYUP switch to ENABLE.

Rerun FLCS BIT

FLCS A/P DEGR

Autopilot operating outside of attitude

limits or unable to hold commanded

mode

Refer to AUTOPILOT MALFUNCTIONS

FLCS A/P FAIL

Autopilot has disconnected or cannot be

engaged due to loss of needed data

Refer to AUTOPILOT MALFUNCTIONS

FLCS BUS FAIL

Communication lost between FLCC and

MUX bus

Illuminates AVIONICS FAULT caution light.

Other FLCS PFL's may not be displayed on the

PFLD. Refer to FLCS page on MFD for FLCS PFL's

BRK PWR DEGR

Power supply failure detected in one or

more branches

Refer to FLCS SINGLE ELECTRONIC FAILURE

FLCS CCM FAIL

Erroneous output command detected by

CCM

Refer to FLCS SINGLE ELECTRONIC FAILURE

FLCS HOT TEMP

FLCC sensors detect two branches in

excess of 75

Refer to FLCS TEMPERATURE MALFUNCTIONS

ISA ALL FAIL

Two or more ISA's have reported a first

servo valve failure

Refer to SERVO MALFUNCTIONS

ISA LHT FAIL

ISA RHT FAIL

ISA LF FAIL

ISA RF FAIL

ISA RUD FAIL

Indicated ISA has reported a first servo

valve failure

Refer to SERVO MALFUNCTIONS

FLCS SNGL FAIL

Indicates single electronic or sensor fail

ure in one or more axes

Notify maintenance. Fault only occurs on

ground

FLCS MUX DEGR

BIT detected degradation of FLCC MUX

interface

FLCS reset will not clear fault. Perform a second

FLCS BIT. If fault does not clear and no other

faults are reported, the system redundancy is

adequate for flight. Notify maintenance after

flight. Fault only occurs on ground

NOTE:

The potential for a departure from controlled flight is significantly increased if the AOS feedback function is inoperative and maneuvering
with

GP/STORE/LINE loadings occurs with the STORES CONFIG switch in CAT I.

Figure 33.(Sheet 4)

T.O. GR1F16CJ1

326Change 1

GROUND EMERGENCIES

FIRE/OVERHEAT/FUEL LEAK (GROUND)

An engine or JFS fire/overheat can be detected by

flames, smoke, explosion, signal from ground crew,

or radio call. FTIT may exceed

PW 229

800

129

935

C and, if ac power is available, ENG

FIRE warning or OVERHEAT caution light may

illuminate.

Throttle-OFF.

JFS switch-OFF.

FUEL MASTER switch-OFF.

ENG FEED knob-OFF (if external power

applied).

If fire continues:

Abandon aircraft.

HOT START (GROUND)

PW 229

Hot start-FTIT over 800

C. During engine

start, if the FTIT increases at an abnormally rapid

rate through 750

C, a hot start can be anticipated.

129

Hot start-FTIT over 935

C. During engine

start, if the FTIT increases through 750

C while

engine rpm is less than 40 percent, a hot start can be

anticipated.

Throttle-OFF.

FTIT indicator-Monitor.

If FTIT remains above 500

JFS switch-START 2.

Motor engine with JFS until FTIT reaches

200

C or for four minutes (JFS ground

operating limit), whichever occurs first.

HUNG START/NO START

PW 229

Hung start-RPM has stopped increasing below

IDLE and FTIT is stabilized at less than 800

No start-Lightoff does not occur within 20 seconds.

Throttle-OFF. Notify maintenance.

HUNG START/NO START

129

Hung start-RPM has stopped increasing below

IDLE and FTIT is stabilized at less than 935

No start-Lightoff does not occur within 10 seconds.

Throttle-OFF. Notify maintenance.

ENGINE AUTOACCELERATION (GROUND)

If the engine autoaccelerates on the ground, primary

consideration should be given to shutting the engine

down as quickly as possible. With engine shut down,

only the brake/JFS accumulators are available to

supply hydraulic pressure for braking. Stop the

aircraft by making one steady brake application.

When the aircraft is fully stopped, have chocks

installed or engage parking brake. Leave the battery

on until chocks are installed.

Throttle-OFF.

FUEL MASTER switch-OFF.

ANTISKID MALFUNCTION (GROUND)

b2t

If a failure affecting braking performance is

detected while the aircraft is moving above 5 knots,

the ANTI SKID caution light illuminates. 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 oscillate between 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. An ANTI

SKID caution light which only illuminates below 5

knots indicates a malfunction that does not affect

braking performance. Normal braking and antiskid

are available; however, system redundancy may

have been lost.

b2t

Below 20 knots ground speed the alternate

braking mode is less effective. Place BRAKES

channel switch to CHAN 2 and ANTISKID switch to

OFF. Braking will be manual.

LESS

b2t

In case of an antiskid failure, the ANTI

SKID caution light illuminates and the brake system

automatically switches to pulsating 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.

T.O. GR1F16CJ1

327

If the ANTI SKID caution light illuminates (with the

ANTISKID switch in ANTISKID):

DRAG CHUTE switch-DEPLOY (if re

quired).

Brakes-Apply as needed.

NOTE

b2t

Use of maximum symmetric pedal

pressure provides the best stopping

performance. Differential brake only

when essential for directional control.

If the ANTI SKID caution light

illuminated above 5 knots

groundspeed, the aircraft may oscillate

due to pulsating brake pressure (if 15

percent or greater differential pedal

pressure is applied). Changing brake

channels may restore normal braking.

LESS

b2t

Maximum pedal pressure is

required to obtain approximately 50

percent of normal braking force. If less

than maximum pedal pressure is used,

braking is extremely degraded. The

aircraft will oscillate due to pulsating

brake pressure. Changing brake chan

nels will not restore normal braking

since the same antiskid signal is used

in both brake channels.

NWS-Engage (if required).

If manual braking is desired or after aircraft is

stopped:

b2t

BRAKES channel switch-CHAN 2.

ANTISKID switch-OFF.

No antiskid protection is available

with the ANTISKID switch in OFF

b2t

and BRAKES channel switch in

CHAN 2. Brakes should be applied

with caution to avoid wheel lockup and

blown tires.

NOTE

LESS

b2t

Below normal taxi speed,

pulsating braking is only marginally

effective. Stopping distance may be

shortened with antiskid off.

BRAKE FAILURE

Malfunctions in systems which affect normal braking

are described in the emergency procedure which

addresses each specific system. One of the brake

failure modes is the loss of one brake circuit. With this

failure, both brakes are still available; however,

significantly more pedal force than normal is

required to achieve a specific braking effectiveness.

Another failure mode is loss of brakes on one or both

MLG. Changing brake channels may return the

system to normal operation. Turning the ANTI

SKID switch to OFF

b2t

and confirming BRAKES

channel switch in CHAN 2 may also restore braking;

however, the system reverts to manual control and

antiskid protection is lost. (Status of the power

source for toe brake transducers can be determined

by testing the FLCS PWR lights on the TEST switch

panel.) Release brake pedal pressure before

changing channels or turning off the ANTISKID

switch to avoid immediate brake lockup if braking

returns. When moving the ANTISKID switch, be

very careful not to select the PARKING BRAKE

unless that is what is intended. If directional control

is a problem (such as with one brake inoperative on

landing roll), do not hesitate to use NWS. If

conditions permit, consider a goaround if the brakes

are found to be inoperative on landing. Lower hook

if a cable is available. If normal brakes cannot be

restored, do not hesitate to use the parking brake if

a cable is not available. The lower the groundspeed,

the less chance there is for aircraft damage when

using the parking brake. If the aircraft is

accelerating, use the parking brake early. It may be

possible to cycle the parking brake on and off and

stop the aircraft; however, regardless of technique,

use of the parking brake may result in blown tires.

Another failure mode is a hydraulic leak in the brake

itself, which might not be apparent until after

twopoint aerodynamic braking. In this case, if a

cable is not available, the aircraft should be stopped

using the good brake and NWS for directional

control. Once the aircraft is stopped, do not engage

the parking brake; use continuous pedal pressure on

the good brake only. Failure to do so could deplete the

hydraulic system and result in total brake failure

prior to chock installation.

Accomplish as many steps as required:

NOTE

If conditions permit, consider a go

around if the brakes are found to be

inoperative on landing. An approach

end cable arrestment is recommended.

Content .. 36 37 38 39 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 38

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 38