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

T.O. GR1F16CJ1

3114

If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT

FAIL, or SWIM SCP FAIL PFL is displayed:

Paddle switch-Release.

NOTE

If the malfunction was detected by

SWIM and this malfunction is no

longer present, releasing the paddle

switch resets the SWIM monitors,

cancels the flyup, and extinguishes

the TF FAIL warning light.

If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT

FAIL, or SWIM SCP FAIL PFL does not clear or

recurs:

Discontinue TF operations.

If SWIM ATTD FAIL or SWIM VEL FAIL PFL is

displayed:

Paddle switch-Release.

Discontinue TF operations.

Further TF operations should not be

attempted after the occurrence of a

SWIM ATTD FAIL or SWIM VEL FAIL

PFL.

If no SWIM PFL was present (NVP malfunction):

Paddle switch-Release.

Perform TFR BIT.

If NVP malfunction still exists:

Discontinue TF operations.

LEF Malfunction (Symmetric)

A symmetric LEF malfunction may be indicated by

an FLCS warning light and an FLCS LEF LOCK

PFL. These indicate that one or both of the LEF

branches have malfunctioned, that the asymmetry

brakes have been activated, or that the LEF have

been manually locked.

LEF's will stop and remain fixed in position when an

FLCS LEF LOCK PFL occurs. LEF should remain

symmetrical (within 10 degrees).

Certain LEF malfunctions do not activate the FLCS

LEF LOCK PFL. The presence of higher than normal

buffet levels during maneuvering flight and reduced

directional stability in the high AOA region are

indications that the LEF have failed to schedule

properly.

If an FLCS LEF LOCK PFL occurs or a malfunction

is suspected (without an FLCS LEF LOCK PFL):

AOA - 12 degrees maximum.

Exceeding 12 degrees AOA reduces

departure resistance. Limit rolling

maneuvers to a maximum bank angle

change of 90 degrees and avoid rapid

roll rates.

FLCS RESET switch - RESET.

If FLCS warning light resets:

Continue flight.

If the FLCS warning light does not reset or a

malfunction is suspected (without an FLCS LEF

LOCK PFL):

Airspeed - Decelerate to subsonic flight if

supersonic.

LE FLAPS switch - LOCK (after LG is down).

Lock LEF's in landing configuration at final

approach airspeed at a safe altitude. This

makes final approach and landing as normal

as possible and protects against

uncommanded LEF excursions close to the

ground.

Land as soon as practical.

With the LEF at or near full up, there are no

unique control inputs required. A small

increase in airspeed may be noted compared

to a normal landing approach at 11 degrees

AOA. With the LEF at or near full down, the

aircraft may tend to float in ground effect

and a slight forward stick force may be

required.

During engine shutdown:

MAIN PWR switch - Do not place to OFF until

engine rpm has reached zero.

T.O. GR1F16CJ1

3115

Placing MAIN PWR switch to OFF

before hydraulic pressure is lost may

cause damage to two LEF shafts.

LEF Malfunction (Asymmetric)

The most likely cause of asymmetric LEF's is a

mechanical disconnect in one of the LEF drive trains

accompanied by a failure of the asymmetry brake.

This failure may not activate the FLCS LEF LOCK

PFL or illuminate the FLCS warning light. The first

indication of an asymmetry is an uncommanded roll.

The failed LEF may be as much as 90 degrees up or

down. Adequate roll control is available below 10

degrees AOA at subsonic speeds. Use lateral stick for

roll control. Use roll trim to reduce lateral stick force

as required. Do not attempt to achieve coordinated

flight. Avoid using rudder except to reduce sideslip

when stores are jettisoned or to aid in maintaining

desired ground track during the final part of landing

approach. Do not use rudder trim. If the yaw is away

from the failed LEF (i.e., nose left yaw with right LEF

failed up), rudder inputs to reduce resulting sideslip

actually aggravate the situation by increasing roll

control requirements. Accepting some sideslip

reduces roll control requirements. To prevent

excessive sideslip, maintain AOA as low as practical.

Banked flight reduces the amount of heading change

due to sideslipinduced heading drift. Lock the good

LEF as close to symmetrical as possible to aid in roll

control and to prevent transients caused by

automatic scheduling. Monitor fuel consumption

since significantly higher thrust is required to

compensate for the increased drag.

Selectively jettison stores to reduce asymmetry and

sideslip and reduce fuel weight as necessary to

reduce approach speed. Perform a controllability

check. The aircraft tends to roll into the wing with

the least lift (i.e., the heavy wing). If the LEF is failed

up, lift on that wing is less. If the LEF is failed down,

lift on that wing is more or less depending on the

failed LEF position and the position at which the

other LEF is locked. If there is a significant

crosswind, diminish crosswind effects, if possible, by

landing with the heavy wing upwind.

Fly a shallow, straightin approach at approximately

8 degrees AOA (fly no lower than 6 degrees AOA) with

minimum roundout for touchdown. Immediately

prior to touchdown, use rudder as required to align

the aircraft with the runway. Reduce the rate of

descent somewhat prior to touchdown, as required,

but do not flare or raise the nose above 10 degrees

AOA because available roll control is reduced and

heading drift will increase as AOA increases. Lower

the nose immediately after touchdown. Directional

control should not be a problem.

If LEF asymmetry occurs:

AOA - 610 degrees.

Exceeding 10 degrees AOA may result

in insufficient roll authority. Limit

rolling maneuvers to gentle roll in with

a maximum bank angle of 30 degrees.

Flying a fast approach (lower than 6

degrees AOA) presents additional

control difficulties caused by a change

in the path of the disturbed airflow

coming off the failed LEF.

Lateral stick/roll trim - As required.

Minimize rudder inputs. Use rudder as

required to reduce sideslip when jettison

ing stores or to aid in maintaining desired

ground track during the final part of

landing approach. Do not use rudder trim.

LE FLAPS switch - LOCK.

Lock operating LEF as near symmetrical as

possible.

Stores - Jettison (if required).

Consider selective jettison of stores from the

heavy wing as a means to reduce roll control

requirements. Refer to SELECTIVE JETTI

SON, this section.

Fuel weight - Reduce (if feasible/required).

Reduce fuel weight if fatigue is not a

factor. Fuel flow is significantly higher

with an LEF failed full up or down and

must be considered during recovery.

Controllability - Check.

Lower LG at a safe altitude and check

handling qualities at 68 degrees AOA.

Land as soon as practical.

T.O. GR1F16CJ1

3116

Prior to landing with a significant

asymmetric LEF condition, consider

aircraft configuration, pilot experience

level, pilot arm fatigue, airfield facili

ties, weather, winds, and light condi

tions (day/night). If conditions are not

favorable, a controlled ejection is

recommended.

If crosswind component is greater than

10 knots, choose a runway, if possible,

which allows landing with the heavy

wing upwind. Fly a shallow, straightin

approach at approximately 8 degrees

AOA (fly no lower than 6 degrees AOA)

with minimum roundout for touch

down. Use rudder, as required, to align

aircraft with the runway immediately

prior to touchdown.

Stick - Lower the nose immediately after

touchdown.

Until WOW, forward stick pressure in

excess of approximately 2 pounds

results in full trailing edge down

deflection of the horizontal tails with

reduced directional control and wheel

braking effectiveness.

If departureend arrestment is required:

HOOK switch - DN.

Trim Malfunction

Trim malfunction is detected by an increase in stick

pressure required to maintain the desired attitude or

by a lack of response to stick trim inputs.

TRIM/AP DISC switch - DISC, then NORM.

If normal operation is not restored:

TRIM/AP DISC switch - DISC.

Autopilot cannot be engaged.

ROLL and PITCH TRIM wheels - As required.

Stick Interference

Prior to any ejection seat movement,

clear the area around the stick.

Stick interference can occur at anytime for a number

of reasons. Known hazards include intentional or

unintentional input by the passenger/pilot not in

control, the utility light/adjustable sliding holder, or

the right lapbelt buckle.

Contact between the right leg/knee and the stick can

result in an unintentional right roll command. The

resulting right roll may be perceived as a flight

control problem especially in the

aircraft when a

passenger/pilot not in control unknowingly interferes

with the stick. The probability of interference is

increased with feet on the floor versus feet on the

rudder pedals, bulky personal equipment, or gsuit

inflation.

The passenger/pilot not in control

must take care not to interfere with the

stick as a result of leg/knee movement

or gsuit inflation. If stick interference

is suspected, the pilot in control should

depress the paddle switch to eliminate

undesired inputs.

Contact between the utility light/adjustable sliding

holder and the stick can result in unintentional stick

commands. Unintentional stick commands may be

perceived as a flight control problem. If

uncommanded stick inputs are encountered, check

for interference between the stick and utility

light/adjustable sliding holder.

Failure to properly secure utility

light/adjustable sliding holder can

result in stick interference. The

adjustable sliding holder may become

loose and come in contact with the

stick.

If stick interference is

confirmed, undesired inputs may be

eliminated by placing the STICK

CONTROL switch to the appropriate

position and depressing the paddle

switch.

T.O. GR1F16CJ1

3117

If the seat is moved after an object (especially the

right lapbelt buckle) becomes lodged between the seat

and stick, unintended stick inputs can occur.

Reversing the direction of the initial seat movement

should correct the situation.

The lapbelt should remain fastened at

all times. If the lapbelt is opened in

flight, caution must be taken to insure

the right lapbelt buckle does not

become lodged between the ejection

seat and stick.

Do not move the seat with the lapbelt

disconnected.

FUEL MALFUNCTIONS

Fuel Management System PFL

An FMS FAIL PFL indicates that the fuel reference

voltage supplied to the

PX II

FCC,

PX III

MMC is out

of tolerance. Fuel system effects associated with the

PFL range from degraded FCC fuel computations

(e.g., BINGO fuel) to degradation/failure of the fuel

quantity indicating system. If an FMS FAIL PFL

occurs, monitor the FUEL quantity indicator for

proper operation.

Fuel Leak

A fuel leak may first be noticed by visual means, fuel

imbalance, an unexpected FWD or AFT FUEL LOW

caution light, or an unusually high fuel flow

indication. Monitor the totalizer to determine

whether or not a leak exists.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

Range - Maximize.

If a suitable landing field is not within gliding

distance, consider increasing airspeed and

altitude (without the use of AB) to maximize

range by using fuel which would otherwise be

lost.

Avoid negative g flight when either

reservoir is not full.

If fuel flow is abnormally high:

ENG FEED knob - OFF.

Leak is in the engine feed line or engine

components.

Land as soon as possible.

Consider stores jettison if range is critical.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If fuel flow is normal:

ENG FEED knob - NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

If leak is from the forward system:

FUEL QTY SEL knob - Out of NORM.

This action stops automatic forward fuel

transfer.

If external tanks contain fuel:

TANK INERTING switch - TANK INERTING

to reduce internal tank pressurization.

If external tanks are not installed or when they are

empty:

AIR REFUEL switch - OPEN.

Land as soon as possible.

Consider stores jettison if range is critical.

If aft fuel imbalance exists (aft CG):

AOA - 15 degrees maximum.

Aft fuel heavy (red portion of AL

pointer showing) results in increased

susceptibility to departure and deep

stall conditions. Limit AOA and avoid

maximum command rolling maneu

vers.

If twopoint aerodynamic braking is

used with an aft CG, pitch overshoots

may occur and the nozzle,

speedbrakes, and ventral fins may

contact the runway.

T.O. GR1F16CJ1

3118

Fuel Low

A fuel low caution light may be caused by a fuel leak,

trapped external fuel,

PX III

trapped CFT fuel, a fuel

imbalance between the forward and aft systems,

prolonged AB operation, or a fuel sensing problem.

The FWD FUEL LOW and AFT FUEL LOW caution

lights indicate either a reservoir fuel level sensing

system malfunction or that reservoir tank quantities

are less than:

FWD 400 pounds FWD 250 pounds

AFT 250 pounds AFT 400 pounds

If FWD FUEL LOW and/or AFT FUEL LOW caution

light illuminates:

Fuel flow - Reduce to the minimum required to

sustain flight below 6000 pph.

Limit fuel flow to the minimum

required to sustain flight while the

cause of the fuel low light(s) is

determined. Avoid negative g flight

when either reservoir is not full.

ENG FEED knob - NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

FUEL QTY SEL knob - RSVR.

Leave FUEL QTY SEL knob out of NORM if

FUEL quantity indicator displays erroneous

information.

If either or both reservoir tanks are low:

NOTE

Fuel flow indications may fluctuate

with either reservoir empty.

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

Go to FUEL LEAK, this section.

If external fuel has not transferred:

Go to TRAPPED EXTERNAL FUEL, this

section.

PX III

If CFT fuel has not completely transferred:

Go to TRAPPED CFT FUEL, this section.

If forward and aft fuselage fuel is not properly

balanced:

Go to FUEL IMBALANCE, this section.

If fuel is properly balanced:

NOTE

A fuel line between the reservoir and

FFP may be ruptured, causing fuel to

cycle between tanks in the same

system.

Land as soon as possible.

If reservoir tanks indicate full:

FUEL QTY SEL knob - TEST.

If AL and/or FR pointers test bad, or FUEL quantity

indicator is inoperative:

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

If AL and FR pointers test good:

Individual fuel quantities - Check and

compare with totalizer.

Monitor reservoir tanks to insure they are

maintained full.

Land as soon as practical.

Hot Fuel/Oil or Gravity Feed

Gravity feed from the reservoirs to the engine occurs

after loss of the main and standby generators and

failure of either hydraulic system A or the FFP.

Failure of the FFP may be detected by improper fuel

balance. Fuel continues to be transferred to both

reservoirs by siphoning action. Fuel distribution

cannot be manually or automatically controlled

during gravity feed. Minimize aircraft maneuvering

for duration of flight. Due to the ingestion of air into

the engine fuel system, engine flameout may occur

when either reservoir tank empties. If the standby

generator is operating, one boost pump continues to

transfer fuel from the

forward,

aft reservoir

to the FFP.

T.O. GR1F16CJ1

Change 13119

Hot fuel, as indicated by the FUEL/OIL HOT caution

light, may result from high speed flight or fuel

system/heat exchanger malfunctions. Excess fuel

temperatures may result in engine malfunctions.

Engine flameout may occur at low flow rates

associated with the landing pattern due to hot fuel.

Fuel flow above 4000 pph minimizes fuel tempera

ture rise.

129

Hot engine oil, as indicated by the

FUEL/OIL HOT caution light, may also result from

high speed flight or fuel/oil heat exchanger

malfunctions. Sustained engine operation with

excessive oil temperature may result in engine

damage and/or failure.

If FUEL/OIL HOT caution light illuminates or

gravity feed situation exists:

Engine flameout may occur at low fuel

flow rates when in a hot fuel situation.

Engine flameout may occur when

either reservoir tank empties if a

gravity feed condition exists.

AIR REFUEL switch-Check CLOSE.

TANK INERTING switch-Check OFF.

Altitude-10,000 feet maximum (if practical).

Minimize aircraft maneuvering for duration

of flight.

Fuel flow-4000 pph minimum until landing

is assured when in a hot fuel situation.

If FUEL/OIL HOT caution light goes off:

Land as soon as practical.

If FUEL/OIL HOT caution light remains on or

gravity feed situation exists:

Land as soon as possible.

Consider an SFO. Refer to SIMULATED

FLAMEOUT (SFO) LANDING, this section.

Fuel Imbalance

Refer to figure 315. A fuel imbalance when not

carrying an external fuel tank(s) indicates a system

malfunction. A fuel imbalance when carrying an

external fuel tank

(

)

may be the result of normal

system operating tolerances.

Fuel Imbalance Indications

GR1F-16CJ-1-0127X37

FUEL IMBALANCE WARNING (AFT CG)

Fuel imbalance warning (red portion of AL

pointer) shows when forward fuselage fuel

(FR) indication is less than aft fuselage

fuel (AL) indication.

FUEL IMBALANCE WARNING (AFT CG)

Fuel imbalance warning (red portion of AL

pointer) shows when forward fuselage fuel

(FR) indication is more than 1350 pounds

less than aft fuselage fuel (AL) indication.

Figure 315.

T.O. GR1F16CJ1

3120

NOTE

Any correction required per total fuel

quantity usage with internal fuel only

indicates a system malfunction.

More than one correction per total fuel

quantity usage with either a 300gal

lon fuel tank or two 370gallon fuel

tanks indicates a system malfunction.

More than two corrections per total

fuel quantity usage with either a

300gallon fuel tank and two 370gal

lon fuel tanks or two 600gallon fuel

tanks indicate a system malfunction.

More than three corrections per total

fuel quantity usage with a 300gallon

fuel tank and two 600gallon fuel tanks

indicate a system malfunction.

PX III

Placing the ENG FEED knob to

either FWD or AFT during external

tank fuel transfer may cause some fuel

to enter empty CFT's.

A fuel imbalance is indicated by the red portion of the

AL pointer. This may be caused by an FFP

malfunction, fuel leak, uneven or partial refueling

(either ground or AR), or a malfunction of the

automatic forward fuel transfer system. A fuel

imbalance may also occur as a result of a main

generator failure and an inoperative FFP (FFP

malfunction or system A hydraulic failure). In this

case, boost pump No. 3 still transfers fuel from the

forward,

aft reservoir to the engine, creating the

imbalance.

An unexpected FWD or AFT FUEL LOW caution

light may also be an indication of fuel imbalance;

however, verify that forward fuselage fuel and aft

fuselage fuel (as indicated by AL and FR pointers

with FUEL QTY SEL knob in NORM) are not

properly balanced and that a leak does not exist

before selecting FWD or AFT ENG FEED.

If fuel imbalance is indicated by AL and FR pointers

with FUEL QTY SEL knob in NORM:

Fuel flow-Reduce to the minimum required

to sustain flight below 6000 pph.

Limit fuel flow to the minimum

required to sustain flight while the

cause is determined. Avoid negative g

flight when either reservoir is not full.

If aft fuel imbalance exists (aft CG):

AOA-15 degrees maximum.

Aft fuel heavy (red portion of AL pointer

showing) results in increased suscepti

bility to departure and deep stall

conditions. Limit AOA and avoid

maximum command rolling maneuvers.

If a fuel leak is suspected (indicated by abnormally

high fuel flow, by totalizer decreasing at abnormal

rate, or by visual means):

Go to FUEL LEAK, this section.

If a fuel leak is not suspected:

Fuel quantities-Check.

Use the FUEL QTY SEL knob to determine if

a trapped fuel condition exists. Refer to

TRAPPED EXTERNAL FUEL, this section, if

required.

ENG FEED knob-FWD or AFT.

Use only to correct a forward and aft fuselage

fuel imbalance and not to correct imbalances

between reservoirs. Do not exceed 25,000 pph

fuel flow while balancing fuel.

If imbalance is not corrected:

Land as soon as practical.

If twopoint aerodynamic braking is used

with an aft CG, pitch overshoots may

occur and the nozzle, speedbrakes, and

ventral fins may contact the runway.

If proper distribution is attained:

ENG FEED knob-NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

Fuel balance-Monitor.

T.O. GR1F16CJ1

3121

Trapped External Fuel

A TRP FUEL indication in the HUD

may be a symptom of an external fuel

leak. If a fuel leak is suspected

(indicated by abnormally high fuel

flow, by totalizer decreasing at abnor

mal rate, or by visual means), refer to

FUEL LEAK, this section.

With trapped external fuel, the total

izer does not indicate total usable fuel.

Usable fuel is the totalizer quantity

less the external fuel quantity.

NOTE

PX III

If either INT WING & CFT

indication is greater than 700 pounds

and an external tank is empty, go to

TRAPPED CFT FUEL, this section.

Certain malfunctions can cause fuel to be trapped in

the external tank(s). The tank(s) in which fuel is

trapped can be detected by a periodic check of

external tank fuel quantities.

Accomplish steps 1 through 8 and 9 (if required)

without delay:

NOTE

Repeating or undoing any steps may

delay transfer.

Fuel flow-Minimize.

AIR REFUEL switch-Confirm in CLOSE.

AIR SOURCE knob-Confirm in NORM or

DUMP.

TEMP knob-MAN and adjust for comfort.

This action usually increases ECS air

pressure for external fuel transfer.

TANK INERTING switch-TANK INERT

ING to reduce internal tank pressurization.

EXT FUEL TRANS switch-WING FIRST.

NOTE

Selecting WING FIRST bypasses elec

trical components that, if malfunction

ing, can prevent fuel transfer from

external wing tanks, the centerline

tank, or all three external tanks. With

a three tank configuration, the first

indication that the centerline tank is

feeding is after the external wing

tanks are emptied.

ENG FEED knob-NORM.

A NVP TFR FAIL PFL and a flyup can occur

when NORM is reselected while operating in

TFR.

Stick-Pulse aircraft in pitch several times by

applying differential g forces of approximately

2g.

If the AIR REFUEL switch was initially found in

CLOSE (step 2), perform step 9. If the AIR REFUEL

switch was initially found in OPEN (step 2), omit

step 9.

AIR REFUEL switch-OPEN (1 second), then

CLOSE.

Open or close AR door at or below 400

knots/0.85 mach.

10. External tank fuel quantity-Monitor.

The time required to observe fuel transfer if

the malfunction is corrected can vary from

13 minutes (for a full centerline tank) to

1012 minutes (for three external tanks with

500 pounds fuel in each) if reservoir tanks

are full (i.e., both air ejectors are off).

If a trapped external fuel condition is

not discovered until either reservoir

tank is less than full or a fuel low light

is on, sufficient fuel transfer from the

external tank(s) may not occur even if

the malfunction is corrected. Consider

fuselage fuel to be the only usable fuel.

NOTE

If trapped external fuel occurs after air

refueling and completion of checklist

steps did not correct the malfunction,

consider descending well below the

freezing level to unfreeze the external

pressurization and vent valve. Cycling

the AR door at lower altitude may

restore normal operation.

11. Stores-Jettison (if required).

Content .. 48 49 50 51 ..

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

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