F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 51

T.O. GR1F16CJ1

3122Change 1

Trapped CFT Fuel 

PX III

F

With trapped CFT fuel, the totalizer

does not indicate total usable fuel.

Until fuel transfer can be established,

fuselage fuel is the only available

usable fuel.

F

If a trapped CFT 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 CFT

may not occur even if the malfunction

is corrected. Consider fuselage fuel to

be the only usable fuel.

If an external tank transfer valve does not close

when the tank empties, air pressure is routed to the

CFT. This air may completely trap CFT fuel or may

cause as much as 800 pounds per side of CFT fuel to

vent overboard and trap the remaining CFT fuel.

Typically a centerline tank transfer valve failure will

affect both left and right CFT's and an external wing

tank transfer valve failure will affect the CFT on the

same side. A centerline tank failure may trap fuel in

both CFT's and both external wing tanks; in this

condition, the CFT fuel must be transferred before

the external wing tank fuel can be transferred.

1.

Fuel flow-Minimize.

2.

EXT FUEL TRANS switch-CFT FIRST / NO

FILL.

3.

FUEL QTY SEL knob-Check all positions.

If INT WING & CFT quantity remains

greater than 700 pounds and fuselage fuel is

decreasing and an external tank is empty,

fuel is trapped in the CFT.

If FWD FUEL LOW and/or AFT FUEL LOW caution

light is on:

4.

Stores-Retain any external tank containing

fuel; jettison any empty external tank and

other stores. Refer to JETTISON, this section.

5.

AIR REFUEL switch-OPEN for 1 minute

then CLOSE.

Open or close AR door at or below 400

knots/0.85 mach.

NOTE

Opening the AR door for 1 minute vents

pressure that may prevent transfer of

CFT fuel.

If FWD FUEL LOW and AFT FUEL LOW caution

lights are off:

4.

AIR REFUEL switch-OPEN.

Open or close AR door at or below 400

knots/0.85 mach.

NOTE

Opening the AR door depressurizes

external tanks and removes the cause of

trapped CFT fuel. It may take from 1

minute (centerline tank) to 4 minutes

(centerline tank and two 600gallon fuel

tanks) for external tank air pressure to

decrease to zero. With the air source

removed, CFT fuel can be transferred.

The wing turbine pump capability

limits the transfer rate of CFT fuel from

the internal wings to the fuselage.

5.

Fuel quantities-Monitor.

The time required to observe fuel transfer can

vary from 1025 minutes after AR door is

opened. Because CFT fuel is combined with

internal wing fuel, the INT WING & CFT

quantity will not immediately decrease. As fuel

transfers, the INT WING & CFT quantity

indication may be very erratic with jumps of

200 pounds. CFT fuel transfer is best

determined by observing a reduction in

fuselage fuel usage or an increase in fuselage

fuel.

NOTE

If no fuel transfer is apparent after 10

minutes with AR door open, consider

descending. A descent of 1/3 of the

altitude available may speed up the

process by increasing air pressure

behind the CFT fuel.

When each INT WING & CFT quantity is less than

200 pounds:

6.

AIR REFUEL switch-CLOSE.

NOTE

Closing the AR door repressurizes the

external tank(s). Repressurization

may be slow because of the failed

external tank and may not be suffi

cient to obtain normal external tank

transfer rate. With EXT TANK TRANS

switch in CFT FIRST/NO FILL, the

CFT's will remain empty.

T.O. GR1F16CJ1

Change 13122.1/(3122.2 blank)

If fuselage fuel is not sufficient to recover the

aircraft:

NOTE

Jettison of the failed empty external

tank will immediately remove the

source of air trapping the CFT fuel.

Jettison does not improve the fuel

transfer rate. However, once the failed

tank is removed, the AR door can be

closed so that the fuel system pressure

will increase and improve the CFT

transfer rate. Fuel in any remaining

external tank(s) may also transfer to

fill the internal wing.

7.

Jettison empty external tank(s).

8.

AIR REFUEL switch-CLOSE.

T.O. GR1F16CJ1

3123

HYDRAULIC MALFUNCTIONS

A hydraulic system failure is indicated by illumina

tion of the HYD/OIL PRESS warning light, FLCS

FAULT caution light, and ISA ALL FAIL PFL. The

HYD/OIL PRESS warning light illuminates when

ever either hydraulic system pressure drops below

1000 psi. The ISA ALL FAIL PFL may occur prior to

the HYD/OIL PRESS warning light.

With system B hydraulic failure, perform alternate

LG extension with the LG handle up. This action

reduces the possibility of failing to unlock a LG door

actuator or the NLG extend/retract actuator due to

low or fluctuating system B hydraulic pressure.

Single Hydraulic Failure

If hydraulic failure is due to structural

damage (e.g., battle damage, midair

collision, bird strike, fire, or hard

landing), the other system may be

damaged and failure can occur with

little warning. The HYD PRESS

indicator may show normal pressure

until system fluid is depleted.

SYSTEM A FAILURE

The FLCS ISA's are operating in the nonredundant

mode and the speedbrakes and FFP are inoperative.

1.

Land as soon as practical.

Make smooth control inputs and plan to fly a

straightin approach.

2.

System B HYD PRESS indicator-Monitor.

3.

Fuel balance-Monitor.

Fuel distribution must be controlled manu

ally.

SYSTEM B FAILURE

NOTE

EPU RUN light on may indicate a dual

hydraulic or PTO shaft failure.

The FLCS ISA's are operating in the nonredundant

mode and normal braking, NWS, AR door operation,

gun operation, and normal LG extension are lost. Low

hydraulic pressure may cause one or more LG

actuators to remain locked in the LG up position. LG

extension  should  be  attempted in sufficient time to

prepare for possible LG up landing. Drag chute

operation is normal using drag chute accumulator

pressure. Braking is available using brake/JFS

accumulator pressure. The fully charged brake/JFS

accumulators contain sufficient fluid for at least 75

seconds of continuous brake application. Use

aerodynamic braking to the maximum extent

possible. A single moderate and steady brake

application without cycling the antiskid should then

be applied. After stopping, engage the parking

brake. If there is reason to believe that the

brake/JFS accumulators are depleted or that

directional control may be a problem, an approach

end arrestment should be considered.

1.

Land as soon as practical.

Make smooth control inputs and plan to fly a

straightin approach.

2.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical).

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension

.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

3.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed resulting in

higher than normal landing thrust.

4.

HOOK switch-DN (if required).

Braking is available using brake/JFS accu

mulators only. To avoid brake activation and

loss of brake/JFS accumulator pressure, do

not rest feet on brake pedals. If the brake/JFS

accumulators are depleted or if directional

control may be a problem, consider an

approachend arrestment. Refer to CABLE

ARRESTMENT, this section.

T.O. GR1F16CJ1

3124

After landing:

5.

Stop straight ahead and engage parking brake.

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brakes and bleeds the

brake/JFS accumulators. To avoid

brake activation and loss of brake/JFS

accumulator pressure, do not rest feet

on brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

Dual Hydraulic Failure

A dual hydraulic system failure can be detected by

sluggishness or lack of response to flight control

inputs, decreasing pressure readings on both HYD

PRESS indicators, and associated warning and

caution lights. The EPU automatically provides

hydraulic pressure for system A when pressure of

both hydraulic systems drops below 1000 psi. The

systems affected by dual hydraulic system failure

after the EPU is running are the same as those

affected by system B failure. Refer to SYSTEM B

FAILURE, this section.

1.

EPU switch-ON (if EPU run light is off).

2.

System A HYD PRESS indicator-Check

pressure increasing.

If hydraulic pressure does not increase or control

response is lost:

3.

Eject.

If system A hydraulic pressure is restored:

3.

EPU run light-Check light on at idle thrust.

NOTE

Before landing, confirm that the EPU

operates (EPU run light is on) with the

throttle in IDLE. If the EPU run light

goes off, refer to ABNORMAL EPU

OPERATION, this section.

4.

Land as soon as possible.

Make smooth control inputs and plan to fly a

straightin approach.

5.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical). 

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension

.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

6.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed resulting in

higher than normal landing thrust.

7.

HOOK switch-DN (if required).

Braking is available using brake/JFS

accumulators only. To avoid brake activation

and loss of brake/JFS accumulator pressure,

do not rest feet on brake pedals. If the

brake/JFS accumulators are depleted or if

directional control may be a problem,

consider an approachend arrestment. Refer

to CABLE ARRESTMENT, this section.

After landing:

8.

Stop straight ahead and engage parking brake.

T.O. GR1F16CJ1

3125

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brakes and bleeds the

brake/JFS accumulators. To avoid

brake activation and loss of brake/JFS

accumulator pressure, do not rest feet

on brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

9.

Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

System B and Generator Failure (PTO Shaft)

A PTO shaft failure is indicated by failure of

hydraulic system B, the main and standby

generators, and the FLCS PMG. The EPU should

start automatically to provide emergency hydraulic

and electrical power. After accomplishing the

appropriate emergency procedures, refer to EMER

GENCY POWER DISTRIBUTION, this section, to

determine inoperative equipment.

NOTE

PX II

 The VHF radio is not powered

when the EPU is running or the main

generator is off line.

1.

EPU switch-ON (if EPU run light is off).

If EPU run light is off and control response is lost:

2.

Eject.

If EPU run light is on:

3.

 Throttle-As required.

Stall protection may be lost. Do not

retard throttle below MIL until sub

sonic.

4.

ADI-Check for presence of OFF and/or AUX

warning flags.

If warning flag(s) is in view, refer to EGI

FAILURE/TOTAL INS FAILURE, this section.

PX II

 If only AUX flag is in view, pitch

and roll attitude information is likely

to be erroneous due to INS autorestart

in the attitude mode when other than

straight and level, unaccelerated

flight conditions existed.

5.

Fuel balance-Monitor.

6.

EPU run light-Check light on at idle thrust.

NOTE

Before landing, confirm that the EPU

operates (EPU run light is on) with the

throttle in IDLE. If the EPU run light

goes off, refer to ABNORMAL EPU

OPERATION, this section.

7.

Land as soon as possible.

Make smooth control inputs and plan to fly a

straightin approach.

8.

ALT GEAR handle-Pull (190 knots maxi

mum, if practical). 

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

F

NWS is not available following alter

nate LG extension.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

9.

LG handle-DN. (Use DN LOCK REL button

if required.)

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed, resulting in

higher than normal landing thrust.

T.O. GR1F16CJ1

3126

10. HOOK switch-DN (if required).

Braking is available using brake/JFS

accumulators only. To avoid brake activation

and loss of brake/JFS accumulator pressure,

do not rest feet on brake pedals. If the

brake/JFS accumulators are depleted or if

directional control may be a problem,

consider an approachend arrestment. Refer

to CABLE ARRESTMENT, this section.

After landing:

11. Stop straight ahead and engage parking brake.

F

Brakes should be applied in a single,

moderate, and steady application

without cycling the antiskid.

F

Brake pedal deflection of 1/16 inch

activates the brake/JFS accumulators.

To avoid brake activation and loss of

accumulator fluid, do not rest feet on

the brake pedals.

F

Do not attempt to taxi clear of the

runway. Loss of brake/JFS accumula

tor pressure results in the inability to

stop or steer the aircraft.

12. EPU switch-OFF.

13. Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

EGI FAILURE 

PX III

Most EGI failures are apparent and affect flight

operations significantly.

It is possible for the displayed ADI and/or

HUD attitude to be in error with no ADI

OFF or AUX warning flags in view and

without an EGI or HUD MFL/PFL.

Displayed HSI and/or HUD headings

may also be in error with no HSI OFF or

ADI AUX warning flags in view and

without an EGI or HUD MFL/PFL.

Momentary warning flags may indicate

impending failure. To detect these

failures and maintain proper flight

orientation, basic and backup instru

ments must be crosschecked.

If the autopilot is engaged when an EGI failure occurs

or during an inflight alignment (IFA) or attitude

alignment (ATT), uncommanded pitch and roll flight

control inputs may occur.

The autopilot does not automatically

disengage with EGI failures. Failure

to manually disconnect the autopilot

may result in an unusual aircraft

attitude and disorientation.

The most likely cause of an EGI failure is loss of

primary and backup power to the EGI, causing a

shutdown. The EGI may also fail or shutdown due to

internal failures. The primary indication of an EGI

failure is the loss of attitude information (OFF and

AUX flags may be displayed on the ADI) and HSI

data. With ADI OFF and AUX flags displayed or

during an HSI failure, EGI MFL/PFL's may be

displayed.

NOTE

The EGI may continue to provide useful

attitude and navigation data with the

occurrence of EGI MFL/PFL's. If the

ADI OFF and AUX flags are not

displayed and data on the ADI and HSI

can be confirmed as valid, selection of

IFA or ATT will result in loss of the

existing attitude and navigation data

and the fault condition may prevent

successful completion of the alignment.

The emergency procedures for an EGI failure with

ADI OFF and AUX flags in view require either an

inflight or an ATT alignment. An inflight alignment

is preferred as it will provide complete navigation

capability (heading, attitude, steerpoint steering). In

addition, an inflight alignment uses GPS informa

tion and aircraft movement to derive an attitude

referenced to the horizon.

The attitude information derived from an ATT

alignment is based on the aircraft attitude that

existed when the ATT alignment was accomplished.

T.O. GR1F16CJ1

3127

The ATT alignment can provide attitude information

in approximately 10 seconds whereas an inflight

alignment requires approximately 1 minute to obtain

attitude information.

There are two inflight alignment selections - AUTO

IFA and MAN IFA. AUTO IFA is a GPSbased

alignment internal to the EGI. MAN IFA is a master

navigation filter based alignment that can use GPS

data or manual fix taking if GPS is unavailable. The

four options (listed from best to worst performance)

are AUTO IFA, MAN IFA (with GPS), MAN IFA (with

fix taking), and ATT. Refer to T.O. GR1F16CJ3411

for more detailed inflight alignment procedures.

If ADI OFF and AUX flags are in view or attitude is

erroneous:

1.

EGI knob-OFF for 10 seconds.

2.

Attitude-Establish straight, level, and unac

celerated flight.

3.

EGI knob-AUTO IFA.

4.

Attitude-Maintain straight, level, and unac

celerated flight until ALIGN replaces STBY in

the HUD and ADI AUX flag is out of view.

5.

Inflight alignment-Accomplish.

NOTE

Constant altitude (

$

 200 feet) coordi

nated turns (bank angle less than 45

degrees) to change heading by 45 to 90

degrees and holding the heading for 1

minute will assist completion of the

alignment.

6.

EGI knob-NAV after Maxg replaces ALIGN in

the HUD and RDY is removed from the DED EGI

page.

7.

ADI, HUD, and HSI-Verify accuracy of

attitude and navigation data.

If the AUTO IFA fails to complete after 10 minutes,

consider attempting a MAN IFA with GPS or with fix

taking:

8.

EGI knob-OFF for 10 seconds.

9.

Attitude-Establish straight, level, and unac

celerated flight.

10. EGI knob-MAN IFA.

11. Enter best available magnetic heading on the

DED MAN INFLT ALIGN page.

12. Attitude-Maintain straight, level, and unac

celerated flight until ALIGN replaces STBY in

the HUD and ADI AUX flag is out of view.

13. Inflight alignment-Accomplish.

NOTE

F

Fix taking procedures may be required

as indicated on the DED MAN INFLT

ALIGN page.

F

Constant altitude (

$

 200 feet) coordi

nated turns (bank angle less than 45

degrees) to change heading by 45 to 90

degrees and holding the heading for 1

minute will assist completion of the

alignment.

14. EGI knob-NAV after Maxg replaces ALIGN

in the HUD and RDY is removed from the DED

EGI page.

15. ADI, HUD, and HSI-Verify accuracy of

attitude and navigation data.

If the MAN IFA fails to complete after 10 minutes, the

attitude mode should be attempted:

16. EGI knob-OFF for 10 seconds.

17. Attitude-Establish straight, level, and unac

celerated flight.

18. EGI knob-ATT.

19. Attitude-Maintain straight, level, and

unaccelerated flight until ADI OFF warning

flag goes out of view after approximately 10

seconds.

20. ADI and HUD-Verify attitude information is

correct.

21.

C

 

DF

 

INSTR HDG knob-Slew HSI to match

best available magnetic heading.

INS FAILURES 

PX II

Most INS failures are apparent and affect flight

operations significantly.

An FLCS A/P FAIL PFL occurs if the autopilot is

engaged during an inflight alignment. The PFL can

be cleared after a full alignment is achieved by doing

an FLCS reset.

T.O. GR1F16CJ1

3128

Total INS Failure 

PX II

A total INS failure is normally indicated by the INS

BUS FAIL PFL. The ADI freezes with OFF and AUX

warning flags in view; the HSI compass card and

bearing pointer freeze; the HUD pitch ladder,

heading scale, roll scale, and FPM also blank;

magnetic heading is displayed only on the magnetic

compass; the FLCC AOS feedback function is

deactivated; and attitude reference is available only

on the SAI. When the INSTR MODE knob is in TCN

the HSI course deviation indicator, RANGE indicator,

and TOFROM indicator are operative, and the

capability to fly an inbound (or outbound) radial to (or

from) a TACAN station is available.

It is possible for the displayed ADI

and/or HUD attitude to be in error with

no ADI OFF or AUX warning flags in

view and without an INS or HUD PFL.

Displayed HSI and/or HUD headings

may also be in error with no HSI OFF

or ADI AUX warning flags in view and

without an INS or HUD PFL. Momen

tary warning flags may indicate

impending failure. To detect these

failures and maintain proper flight

orientation, basic and backup instru

ments must be crosschecked. Refer to

T.O. GR1F16CJ3411 for more de

tailed inflight alignment procedures.

1.

INS knob-OFF for 10 seconds.

2.

Attitude-Straight, level, and unaccelerated.

3.

INS knob-IN FLT ALIGN.

4.

Magnetic heading - Enter.

5.

Attitude-Straight, level, and unaccelerated

until ADI OFF warning flag goes out of view

after approximately 10 seconds.

6.

Auto or manual inflight alignment-Accom

plish.

Minimum performance is available with

return of the HUD FPM; return of MAX G

indicates full performance. INS knob can

remain in IN FLT ALIGN to insure the

highest performance by continuing the INS

updating process.

NOTE

Limit vertical maneuvering until the

FPM is displayed on the HUD. Failure to

do so could delay or prevent completion

of the inflight alignment.

If ADI OFF and/or AUX warning flag remains in view,

alignment is not possible and the attitude mode

should be attempted:

7.

INS knob-OFF for 15 seconds.

8.

INS knob - ATT.

9.

Attitude - Straight, level, and unaccelerated

until ADI OFF warning flag goes out of view

after  approximately 10 seconds.

10. ADI and HUD- Verify attitude information

correct.

11.

C

 

DF

 INSTR HDG knob-Slew HSI to match

best available magnetic heading.

OUTOFCONTROL RECOVERY

Refer to OUTOFCONTROL CHARACTERISTICS,

Section VI, for a detailed discussion of flight

characteristics and indications during departures,

deep stalls, spins, and recoveries.

In order to prevent a departure, immediately initiate

recovery after the low speed warning tone comes on.

Prompt recovery is even more critical with

heavyweight loadings or during hard maneuvering

since the airspeed bleedoff is more rapid. Additional

ly, a yaw departure may be prevented if controls are

promptly neutralized following an uncommanded

nose slice or roll hesitation.

In order to minimize time and altitude loss following

a departure, immediately release the stick and

rudder controls. The aircraft should be allowed the

opportunity to selfrecover. Selfrecoveries usually

occur within the first two postdeparture pitch

oscillations, and may take up to 1020 seconds.

Recovery is indicated by the nose dropping and the

AOA remaining below 25 degrees. Fly the aircraft at

a low AOA until airspeed reaches 200 knots or more

(if altitude permits) and recover from the resulting

dive. If the departure does not result in selfrecovery,

then the aircraft is in a deep stall or spin.

PW 229

 Departures at high altitude may result in an

engine stall. If in AB during an outofcontrol

situation, retard the throttle to MIL. If at MIL or

below, do not move the throttle. Do not advance the

throttle until beginning the dive recovery.