T.O.

EG1F-16CG-1CL-1

FLIGHT CREW CHECKLIST

EAF SERIES
F-16C/D
AIRCRAFT

BLOCK 40

LOCKHEED MARTIN CORPORATION

F33657-84-C-0192
FA8232-22-D-0004

Commanders are responsible for bringing this publica­

tion to the attention of all Air Force personnel cleared for
operation of subject aircraft.

Continued on T-2 Page

1 DECEMBER 2022
CHANGE 1 15 SEPTEMBER 2023
T.O. EG1F-16CG-1CL-1

DISCLOSURE STATEMENT

This information is furnished upon the condition that

it will not be released to another nation without the
specific authority of the Department of the Air Force
of the United States, that it will be used for military
purposes only, that individual or corporate rights
originating in the information, whether patented or
not, will be respected, that the recipient will report
promptly to the United States, any known or
suspected compromise, and that the information will
be provided substantially the same degree of security
afforded it by the Department of Defense of the United
States. Also, regardless of any other markings on the
document, it will not be downgraded or declassified
without written approval of the originating United
States agency. Any request for this document should
be referred to F‐16 Flight Manual Manager, 6062 Fir
Avenue, Bldg. 1234, Hill AFB, UT 84056‐5838.

SUPERSEDURE NOTICE

Refer to International Digital Technical Order Distribu­

tion (IDTOD) for current status of flight manuals,
operational and safety supplements, and checklists.

T-2
 T.O. EG1F-16CG-1CL-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES

NOTE:Changes to the current issue are indicated by

a vertical line in the outer margins of the page.

Dates of issue for original and changed pages are:

Original . . . . . 0 . . . . 1 December 2022

Change . . . . . 1 . . 15 September 2023

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS

280, CONSISTING OF THE FOLLOWING:

Page * Change Page * Change

No. No. No. No.

Title . . . . . . . . . . . . . 1 P‐1 . . . . . . . . . . . . . . 1
T‐2 . . . . . . . . . . . . . . 0 P‐2 . . . . . . . . . . . . . . 0
A................ 1 P‐3 . . . . . . . . . . . . . . 0
B................ 1 P‐4 . . . . . . . . . . . . . . 0
C................ 1 P‐5 . . . . . . . . . . . . . . 0
D ............... 1 P‐6 . . . . . . . . . . . . . . 0
i ................ 0 P‐7 . . . . . . . . . . . . . . 1
ii . . . . . . . . . . . . . . . . 0 P‐8 . . . . . . . . . . . . . . 0
X‐1 . . . . . . . . . . . . . . 0 P‐9 . . . . . . . . . . . . . . 0
X‐2 . . . . . . . . . . . . . . 0 P‐10 . . . . . . . . . . . . . 0
X‐3 . . . . . . . . . . . . . . 0 P‐11 . . . . . . . . . . . . . 0
X‐4 . . . . . . . . . . . . . . 0 P‐12 . . . . . . . . . . . . . 0
N‐1 . . . . . . . . . . . . . . 0 P‐13 . . . . . . . . . . . . . 1
N‐2 . . . . . . . . . . . . . . 0 P‐14 . . . . . . . . . . . . . 0
N‐3 . . . . . . . . . . . . . . 0 P‐15 . . . . . . . . . . . . . 0
N‐4 . . . . . . . . . . . . . . 0 P‐16 . . . . . . . . . . . . . 0
N‐5 . . . . . . . . . . . . . . 0 P‐17 . . . . . . . . . . . . . 0
N‐6 . . . . . . . . . . . . . . 0 P‐18 . . . . . . . . . . . . . 0
N‐7 . . . . . . . . . . . . . . 0 P‐19 . . . . . . . . . . . . . 0
N‐8 . . . . . . . . . . . . . . 0 P‐20 . . . . . . . . . . . . . 0
N‐9 . . . . . . . . . . . . . . 0 P‐21 . . . . . . . . . . . . . 0
N‐10 . . . . . . . . . . . . . 0 P‐22 . . . . . . . . . . . . . 0
N‐11 . . . . . . . . . . . . . 0 P‐23 . . . . . . . . . . . . . 0
N‐12 . . . . . . . . . . . . . 0 P‐24 . . . . . . . . . . . . . 0
N‐13 . . . . . . . . . . . . . 0 P‐25 . . . . . . . . . . . . . 0
N‐14 . . . . . . . . . . . . . 1 P‐26 . . . . . . . . . . . . . 0
N‐15 . . . . . . . . . . . . . 0 P‐27 . . . . . . . . . . . . . 0
N‐16 . . . . . . . . . . . . . 0 P‐28 . . . . . . . . . . . . . 0
N‐17 . . . . . . . . . . . . . 1 P‐29 . . . . . . . . . . . . . 0
N‐18 . . . . . . . . . . . . . 0 P‐30 . . . . . . . . . . . . . 0
N‐19 . . . . . . . . . . . . . 0 P‐31 . . . . . . . . . . . . . 0
N‐20 . . . . . . . . . . . . . 0 P‐32 . . . . . . . . . . . . . 0
N‐21 . . . . . . . . . . . . . 0 EP‐1 . . . . . . . . . . . . 0
N‐22 . . . . . . . . . . . . . 0 EP‐2 . . . . . . . . . . . . 0

* Zero in this column indicates an original page.

D-1
EAF
Change 1 A
T.O. EG1F-16CG-1CL-1

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES (CONT)

Page * Change Page * Change

No. No. No. No.

EP‐3 . . . . . . . . . . . . 0 B‐4 . . . . . . . . . . . . . . 0
EP‐4 . . . . . . . . . . . . 0 B‐5 . . . . . . . . . . . . . . 0
EP‐5 . . . . . . . . . . . . 0 B‐6 . . . . . . . . . . . . . . 1
EP‐6 . . . . . . . . . . . . 0 B‐7 . . . . . . . . . . . . . . 0
EP‐7 . . . . . . . . . . . . 0 B‐8 . . . . . . . . . . . . . . 0
EP‐8 . . . . . . . . . . . . 0 B‐9 . . . . . . . . . . . . . . 1
EP‐9 . . . . . . . . . . . . 0 B‐10 . . . . . . . . . . . . . 0
EP‐10 . . . . . . . . . . . 0 B‐11 . . . . . . . . . . . . . 0
EP‐11 . . . . . . . . . . . . 0 B‐12 . . . . . . . . . . . . . 0
EP‐12 . . . . . . . . . . . 0 B‐13 . . . . . . . . . . . . . 0
EP‐13 . . . . . . . . . . . 0 B‐14 . . . . . . . . . . . . . 0
EP‐14 . . . . . . . . . . . 0 B‐15 . . . . . . . . . . . . . 0
EP‐15 . . . . . . . . . . . 0 B‐16 . . . . . . . . . . . . . 0
EP‐16 . . . . . . . . . . . 0 B‐17 . . . . . . . . . . . . . 0
EP‐17 . . . . . . . . . . . 0 B‐18 . . . . . . . . . . . . . 0
EP‐18 . . . . . . . . . . . 0 B‐19 . . . . . . . . . . . . . 1
A‐1 . . . . . . . . . . . . . . 0 B‐20 . . . . . . . . . . . . . 0
A‐2 . . . . . . . . . . . . . . 0 B‐21 . . . . . . . . . . . . . 1
A‐3 . . . . . . . . . . . . . . 0 B‐22 . . . . . . . . . . . . . 0
A‐4 . . . . . . . . . . . . . . 0 B‐23 . . . . . . . . . . . . . 0
A‐5 . . . . . . . . . . . . . . 0 B‐24 . . . . . . . . . . . . . 1
A‐6 . . . . . . . . . . . . . . 0 B‐25 . . . . . . . . . . . . . 0
A‐7 . . . . . . . . . . . . . . 0 B‐26 . . . . . . . . . . . . . 0
A‐8 . . . . . . . . . . . . . . 0 B‐27 . . . . . . . . . . . . . 0
A‐9 . . . . . . . . . . . . . . 0 B‐28 . . . . . . . . . . . . . 0
A‐10 . . . . . . . . . . . . . 0 C‐1 . . . . . . . . . . . . . . 0
A‐11 . . . . . . . . . . . . . 0 C‐2 . . . . . . . . . . . . . . 0
A‐12 . . . . . . . . . . . . . 0 C‐3 . . . . . . . . . . . . . . 0
A‐13 . . . . . . . . . . . . . 0 C‐4 . . . . . . . . . . . . . . 0
A‐14 . . . . . . . . . . . . . 0 C‐5 . . . . . . . . . . . . . . 0
A‐15 . . . . . . . . . . . . . 0 C‐6 . . . . . . . . . . . . . . 0
A‐16 . . . . . . . . . . . . . 0 C‐7 . . . . . . . . . . . . . . 0
A‐17 . . . . . . . . . . . . . 0 C‐8 . . . . . . . . . . . . . . 0
A‐18 . . . . . . . . . . . . . 0 C‐9 . . . . . . . . . . . . . . 0
A‐19 . . . . . . . . . . . . . 0 C‐10 . . . . . . . . . . . . . 0
A‐20 . . . . . . . . . . . . . 0 C‐11 . . . . . . . . . . . . . 0
A‐21 . . . . . . . . . . . . . 0 C‐12 . . . . . . . . . . . . . 0
A‐22 . . . . . . . . . . . . . 0 C‐13 . . . . . . . . . . . . . 0
A‐23 . . . . . . . . . . . . . 0 C‐14 . . . . . . . . . . . . . 0
A‐24 . . . . . . . . . . . . . 0 C‐15 . . . . . . . . . . . . . 0
A‐25 . . . . . . . . . . . . . 0 C‐16 . . . . . . . . . . . . . 0
A‐26 . . . . . . . . . . . . . 0 C‐17 . . . . . . . . . . . . . 0
A‐27 . . . . . . . . . . . . . 0 C‐18 . . . . . . . . . . . . . 0
A‐28 . . . . . . . . . . . . . 0 C‐19 . . . . . . . . . . . . . 0
A‐29 . . . . . . . . . . . . . 0 C‐20 . . . . . . . . . . . . . 0
A‐30 . . . . . . . . . . . . . 0 C‐21 . . . . . . . . . . . . . 0
B‐1 . . . . . . . . . . . . . . 0 C‐22 . . . . . . . . . . . . . 0
B‐2 . . . . . . . . . . . . . . 0 C‐23 . . . . . . . . . . . . . 0
B‐3 . . . . . . . . . . . . . . 0 C‐24 . . . . . . . . . . . . . 0
* Zero in this column indicates an original page.

B Change 1
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INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES (CONT)

Page * Change Page * Change

No. No. No. No.

C‐25 . . . . . . . . . . . . . 0 E‐12 . . . . . . . . . . . . . 1
C‐26 . . . . . . . . . . . . . 0 E‐13 . . . . . . . . . . . . . 1
C‐27 . . . . . . . . . . . . . 0 E‐14 . . . . . . . . . . . . . 1
C‐28 . . . . . . . . . . . . . 0 E‐15 . . . . . . . . . . . . . 1
C‐29 . . . . . . . . . . . . . 0 E‐16 . . . . . . . . . . . . . 1
C‐30 . . . . . . . . . . . . . 0 E‐17 . . . . . . . . . . . . . 1
C‐31 . . . . . . . . . . . . . 0 E‐18 . . . . . . . . . . . . . 0
C‐32 . . . . . . . . . . . . . 0 E‐19 . . . . . . . . . . . . . 0
C‐33 . . . . . . . . . . . . . 0 E‐20 . . . . . . . . . . . . . 0
C‐34 . . . . . . . . . . . . . 1 E‐21 . . . . . . . . . . . . . 0
C‐35 . . . . . . . . . . . . . 0 E‐22 . . . . . . . . . . . . . 0
C‐36 . . . . . . . . . . . . . 0 E‐23 . . . . . . . . . . . . . 0
C‐37 . . . . . . . . . . . . . 0 E‐24 . . . . . . . . . . . . . 0
C‐38 . . . . . . . . . . . . . 0 E‐25 . . . . . . . . . . . . . 0
C‐39 . . . . . . . . . . . . . 0 E‐26 . . . . . . . . . . . . . 0
C‐40 . . . . . . . . . . . . . 0 E‐27 . . . . . . . . . . . . . 0
D‐1 . . . . . . . . . . . . . . 0 E‐28 . . . . . . . . . . . . . 0
D‐2 . . . . . . . . . . . . . . 0 E‐29 . . . . . . . . . . . . . 0
D‐3 . . . . . . . . . . . . . . 0 E‐30 . . . . . . . . . . . . . 1
D‐4 . . . . . . . . . . . . . . 1 E‐31 . . . . . . . . . . . . . 0
D‐5 . . . . . . . . . . . . . . 1 E‐32 . . . . . . . . . . . . . 1
D‐6 . . . . . . . . . . . . . . 1 E‐33 . . . . . . . . . . . . . 1
D‐7 . . . . . . . . . . . . . . 1 E‐34 . . . . . . . . . . . . . 1
D‐8 . . . . . . . . . . . . . . 1 E‐35 . . . . . . . . . . . . . 1
D‐9 . . . . . . . . . . . . . . 1 E‐36 . . . . . . . . . . . . . 0
D‐10 . . . . . . . . . . . . . 1 E‐37 . . . . . . . . . . . . . 0
D‐11 . . . . . . . . . . . . . 1 E‐38 . . . . . . . . . . . . . 0
D‐12 . . . . . . . . . . . . . 1 E‐39 . . . . . . . . . . . . . 1
D‐13 . . . . . . . . . . . . . 1 E‐40 . . . . . . . . . . . . . 1
D‐14 . . . . . . . . . . . . . 1 E‐41 . . . . . . . . . . . . . 1
D‐15 . . . . . . . . . . . . . 1 E‐42 . . . . . . . . . . . . . 0
D‐16 . . . . . . . . . . . . . 1 F‐1 . . . . . . . . . . . . . . 0
D‐17 . . . . . . . . . . . . . 1 F‐2 . . . . . . . . . . . . . . 0
D‐18 . . . . . . . . . . . . . 0 F‐3 . . . . . . . . . . . . . . 0
D‐19 . . . . . . . . . . . . . 0 F‐4 . . . . . . . . . . . . . . 0
D‐20 . . . . . . . . . . . . . 0 F‐5 . . . . . . . . . . . . . . 0
D‐21 . . . . . . . . . . . . . 0 F‐6 . . . . . . . . . . . . . . 0
D‐22 . . . . . . . . . . . . . 0 F‐7 . . . . . . . . . . . . . . 0
E‐1 . . . . . . . . . . . . . . 0 F‐8 . . . . . . . . . . . . . . 0
E‐2 . . . . . . . . . . . . . . 0 F‐9 . . . . . . . . . . . . . . 1
E‐3 . . . . . . . . . . . . . . 0 F‐10 . . . . . . . . . . . . . 1
E‐4 . . . . . . . . . . . . . . 1 F‐11 . . . . . . . . . . . . . 0
E‐5 . . . . . . . . . . . . . . 1 F‐12 . . . . . . . . . . . . . 1
E‐6 . . . . . . . . . . . . . . 0 F‐13 . . . . . . . . . . . . . 1
E‐7 . . . . . . . . . . . . . . 0 F‐14 . . . . . . . . . . . . . 0
E‐8 . . . . . . . . . . . . . . 1 F‐15 . . . . . . . . . . . . . 0
E‐9 . . . . . . . . . . . . . . 1 F‐16 . . . . . . . . . . . . . 1
E‐10 . . . . . . . . . . . . . 1 F‐17 . . . . . . . . . . . . . 1
E‐11 . . . . . . . . . . . . . 1 F‐18 . . . . . . . . . . . . . 0
* Zero in this column indicates an original page.

Change 1 C
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INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

LIST OF EFFECTIVE PAGES (CONT)

Page * Change Page * Change

No. No. No. No.

F‐19 . . . . . . . . . . . . . 0
F‐20 . . . . . . . . . . . . . 0
F‐21 . . . . . . . . . . . . . 0
F‐22 . . . . . . . . . . . . . 1
F‐23 . . . . . . . . . . . . . 1
F‐24 . . . . . . . . . . . . . 0
AR‐1 . . . . . . . . . . . . 0
AR‐2 . . . . . . . . . . . . 0
AR‐3 . . . . . . . . . . . . 0
AR‐4 . . . . . . . . . . . . 0
AR‐5 . . . . . . . . . . . . 0
AR‐6 . . . . . . . . . . . . 0
AR‐7 . . . . . . . . . . . . 0
AR‐8 . . . . . . . . . . . . 0
AR‐9 . . . . . . . . . . . . 0
AR‐10 . . . . . . . . . . . 0

* Zero in this column indicates an original page.

D Change 1
 T.O. EG1F-16CG-1CL-1
INTRODUCTION
Refer to T.O. EG1F‐16CG‐1 for a complete block desig­
nation code/serial number/tail number cross‐refer­
ence listing.

This checklist does not replace the amplified version of

the procedures in the Flight Manual. To fly the aircraft
safely and efficiently, read and thoroughly understand
why each step is performed and why it occurs in a certain
sequence. Changes to the checklist are made automati­
cally to reflect changes to the Flight Manual.

CONFERENCE HOTEL
Conference Hotel calls can be initiated for in‐flight
emergency assistance to provide direct contact with LM
Aero Flight Safety and subject matter experts. The
Conference Hotel phone number is +1‐817‐777‐3060.
The DSN number is 312‐838‐5140.

i
T.O. EG1F-16CG-1CL-1

TABLE OF CONTENTS
Page

FAMILIARIZATION PROCEDURES . . . . . . . . X-1

NORMAL PROCEDURES . . . . . . . . . . . . . . . . . N-1

PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . P-1

EMERGENCY PROCEDURES . . . . . . . . . . . . EP-1

AIR REFUELING PROCEDURES . . . . . . . . . . AR-1

AIRCRAFT MODIFICATION/RETROFIT
INFORMATION
TV CODE INFORMATION

TV CODE SHORT TITLE

Integration of pressure breathing for G

(31)
(PBG)

(39) RLG capability

(48) Improved fuel master switch guard

Move HUD power from essential DC bus

(81)
to emergency DC bus No. 2

(118) Block 40P3 software update

Modification of the ejection mode selector

(125)
valve console

(151) Peace Vector VI follow‐on buy

(218) Installation of V‐83 airborne video tape re­

corder and color cockpit television system

ii
 T.O. EG1F-16CG-1CL-1

SECTION X

FAMILIARIZATION PROCEDURES
This section is furnished for familiarization use. It will
normally be inserted between BEFORE ENTERING
COCKPIT and COCKPIT INTERIOR CHECK. It may
also be inserted in another part of the checklist, re­
moved, parts removed, or discarded as desired.

TABLE OF CONTENTS
Page

COCKPIT INTERIOR CHECK . . . . . . . . . . . . . X-2

X-1
T.O. EG1F-16CG-1CL-1
COCKPIT INTERIOR CHECK
*1. Loose or foreign objects - Check.
*2. Harness and personal equipment - Fasten.
*3. Rudder pedals - Adjust.

Left Console

1. PROBE HEAT switch - OFF.

2. DF STICK CONTROL switch - As briefed when
DR occupied; FWD for solo flight.
3. FLCS PWR TEST switch - NORM.
4. DEFOG lever - Midrange.
5. DIGITAL BACKUP switch - OFF.
*6. ALT FLAPS switch - NORM.
7. MANUAL TF FLY UP switch - ENABLE.
8. LE FLAPS switch - AUTO.
9. BIT switch - OFF.
10. TRIM/AP DISC switch - NORM.
11. ROLL, YAW, and PITCH TRIM - Center.
*12. FUEL MASTER switch - MASTER (guard down
and C , DF and (48) DR safety‐wired).
13. TANK INERTING switch - OFF.
14. ENG FEED knob - NORM.
15. AIR REFUEL switch - CLOSE.
16. IFF MASTER knob - STBY.
17. CNI knob - BACKUP.
*18. TACAN - As desired.
19. EXT LIGHTING control panel - As required.
20. MASTER light switch - NORM.
21. EPU switch - NORM (guard down).
22. MAIN PWR switch - OFF.
23. AVTR power switch - LESS (152)/LESS (218)
OFF, (152)/(218) UNTHRD.
24. LESS (152)/LESS (218) AVTR DISPLAY SE­
LECT knob - HUD.
25. ECM power - OFF.
*26. COMM 1 power knob - CW.
*27. COMM 1 mode knob - SQL.
*28. COMM 2 power knob - CW.
*29. COMM 2 mode knob - SQL.
*30. TACAN power knob - CW.
*31. ILS power knob - CW.
32. AB RESET switch - NORM.
33. C DF ENG CONT switch - PRI (guard down).
34. DR ENG CONT switch - NORM (guard down).

(Cont)

X-2
 T.O. EG1F-16CG-1CL-1

35. JFS switch - OFF.

36. UHF radio backup control panel:
a. Function knob - BOTH.
b. Frequency - As desired.
37. Throttle - Verify freedom of motion (IDLE to full
AB), then OFF.
*38. SPD BRK switch - Forward.
*39. DOG FIGHT switch - Center.

Left Auxiliary Console

*1. ALT GEAR handle - In.

2. (152) CMDS switches (9)-OFF.
3. LESS (152) CHAFF/FLARE switches (4) - OFF.
4. STORES CONFIG switch - As required.
5. LANDING TAXI LIGHTS switch - OFF.
*6. LG handle - DN and locked.
*7. GND JETT ENABLE switch - OFF.
8. BRAKES channel switch - CHAN 1.
9. ANTI‐SKID switch - ANTI‐SKID.
*10. EMER STORES JETTISON button - Cover
intact.
*11. HOOK switch - UP.

Instrument Panel

1. ROLL switch - ATT HOLD.

2. PITCH switch - A/P OFF.
3. MASTER ARM switch - OFF/SIM.
4. DR ARMT CONSENT switch - ARMT CONSENT
(guard down).
5. LASER ARM switch - OFF.
6. RF switch - NORM.
*7. HUD/ASHM - Set.
*8. Altimeter - Set.
9. FUEL QTY SEL knob - NORM.
10. EXT FUEL TRANS switch - NORM.
*11. INSTR MODE knob - As desired.

Right Auxiliary Console

*1. Clock - Set.

X-3
T.O. EG1F-16CG-1CL-1
Right Console

1. SNSR PWR switches (4) - OFF.

2. HUD control panel - Set.
3. MASTER ZEROIZE switch - OFF.
*4. Wristrest and armrest - As desired.
*5. Interior LIGHTING control panel - As desired.
6. C DF VOICE MESSAGE switch - VOICE
MESSAGE.
7. TEMP knob - AUTO.
8. AIR SOURCE knob - NORM.
9. AVIONICS POWER switches (7) - OFF.
10. ANTI ICE switch - AUTO/ON.
11. IFF ANT SEL switch - NORM.
12. UHF ANT SEL switch - NORM.
*13. Oxygen system - Check.

X-4
 T.O. EG1F-16CG-1CL-1

SECTION N

NORMAL PROCEDURES

TABLE OF CONTENTS

Page

COCKPIT DESIGNATION CODE . . . . . . . . . . N-3

PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . N-3

BEFORE STARTING ENGINE . . . . . . . . . . . . . N-4

STARTING ENGINE . . . . . . . . . . . . . . . . . . . . . N-4

AFTER ENGINE START . . . . . . . . . . . . . . . . . . N-5

BEFORE TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . N-6

TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-6

BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . N-7

TAKEOFF ROLL TRIM WITH

ASYMMETRIC STORES . . . . . . . . . . . . . . . N-8

TAKEOFF AND LANDING CROSSWIND

LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-9

CLIMB/IN-FLIGHT/OPERATIONAL
CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-10

DESCENT/BEFORE LANDING . . . . . . . . . . . . N-10

AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . N-10

(Cont)

N-1
T.O. EG1F-16CG-1CL-1
Page

PRIOR TO ENGINE SHUTDOWN . . . . . . . . . . N-10

ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . N-11

SCRAMBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-11

INTEGRATED COMBAT TURN . . . . . . . . . . . . N-12

QUICK TURNAROUND . . . . . . . . . . . . . . . . . . . N-13

SUPPLEMENTAL PROCEDURES . . . . . . . . . N-13

STRANGE FIELD PROCEDURES . . . . . . . . . N-13

EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . N-14

AIRCRAFT SERVICING . . . . . . . . . . . . . . . . . . N-18

TAKEOFF AND LANDING DATA CARD . . . . N-19

ENGINE LIMITATIONS . . . . . . . . . . . . . . . . . . . N-20

N-2
 T.O. EG1F-16CG-1CL-1
COCKPIT DESIGNATION CODE
An asterisk (*) preceding steps is used to highlight pro­
cedures for D aircraft which apply to both cockpits.

PREFLIGHT CHECK
Check AFTO Form 781 for aircraft release and stores
status.

EXTERIOR INSPECTION
Refer to figure N‐3, page N‐14.

COCKPIT ACCESS
1. Canopy - Open by positioning external canopy
switch to the up position.
2. Ladder - Position on cockpit sill.

BEFORE ENTERING COCKPIT

*1. Ejection seat - Check.
2. DR EJECTION MODE SEL handle - (125)
NORM or AFT (as briefed), LESS (125) AFT.
3. MAIN PWR switch - OFF.
4. LESS (152) Chaff/flare programmer - Check IAW
T.O. EG1F‐16CG‐34‐1‐1CL‐1.
DR For solo flight:
5. Loose or foreign objects - Check.
6. Ejection seat - Safe, straps secure, pins removed.
7. CANOPY JETTISON T‐handle - Secure, safety
pin removed.
8. SPD BRK switch - Center.
9. FUEL MASTER switch - MASTER (guard down
and (48) safety‐wired).
10. ENG CONT switch - NORM (guard down).
11. Audio panels - Set.
12. ALT GEAR handle - In.
13. ALT FLAPS switch - NORM.
14. GND JETT ENABLE switch - OFF.
15. HOOK switch - UP.
16. ARMT CONSENT switch - ARMT CONSENT
(guard down).
*17. SAI - Uncaged.
18. EJECTION MODE SEL handle - SOLO.
19. Interior LIGHTING control panel - All knobs off.
20. OXYGEN REGULATOR - OFF and 100%.
21. Utility light - OFF and secured.

N-3
T.O. EG1F-16CG-1CL-1
COCKPIT INTERIOR CHECK
1. Interior check - Complete.

AFTER COCKPIT CHECK IS COMPLETE − VERIFY

*1. FUEL MASTER switch - MASTER (guard down
C , DF and (48) DR safety‐wired).
2. ENG FEED knob - NORM.
3. EPU switch - NORM (guard down).
4. C DF ENG CONT switch - PRI (guard down).
5. DR ENG CONT switch - NORM (guard down).
*6. Throttle - OFF.
*7. LG handle - DN and locked.
*8. HOOK switch - UP.
9. MASTER ARM switch - OFF/SIM.
10. AIR SOURCE knob - NORM.
*11. Loose or foreign objects - Check.

BEFORE STARTING ENGINE

1. MAIN PWR switch - BATT.
2. FLCS PWR TEST switch - TEST and hold.
3. FLCS PWR TEST switch - Release.
4. JFS RUN light - Check off.
5. MAIN PWR switch - MAIN PWR.
6. EPU GEN and EPU PMG lights - Confirm off.
7. Communications - Established.
8. Canopy - As desired.
9. Chocks in place, fireguard posted, and intake and
other danger areas clear (ground crew).

STARTING ENGINE
1. JFS switch - START 2.
2. Throttle - Advance to IDLE at either 20 percent
rpm minimum (ambient temperature less than
90F) or maximum motoring rpm (ambient
temperature 90F or greater).
3. SEC caution light - Off.
4. ENGINE warning light - Off (approximately
60% rpm).
*Engine at idle and check:
5. JFS switch - Confirm OFF.
6. HYD/OIL PRESS warning light - Off.
7. FUEL FLOW - 700‐1700 pph.
8. OIL pressure - 15 psi (minimum).

(Cont)

N-4
 T.O. EG1F-16CG-1CL-1
9. NOZ POS - Greater than 94%.
10. RPM - 62‐80%.
11. FTIT - 650C or less.
12. HYD PRESS A & B - 2850‐3250 psi.
13. Six fuel pump lights (ground crew) - On.
14. Main fuel shutoff valve (ground crew) - Check.
15. JFS doors (ground crew) - Verify closed.
16. Throttle cutoff release - Check.

AFTER ENGINE START

1. TEST switch panel - Check:
a. PROBE HEAT switch - PROBE HEAT.
b. PROBE HEAT switch - TEST.
c. PROBE HEAT switch - OFF.
d. FIRE & OHEAT DETECT button - Test.
e. OXY QTY test switch - Test and check.
*f. MAL & IND LTS button - Test.
2. SEC-Check. Check must be completed within
30 seconds after selecting SEC, but may be
delayed until the BEFORE TAKEOFF check.
3. EPU GEN and EPU PMG lights-Confirm off.
4. EPU switch-OFF.
5. Ground safety pins (ground crew)-Remove.
*6. OXYGEN-100%.
7. EPU switch-NORM.
8. EPU-Check.
9. AVIONICS POWER panel - Set:
a. FCC switch - FCC.
b. SMS switch - SMS.
c. MFD switch - MFD.
d. UFC switch - UFC.
10. INS - Align.
11. SNSR PWR panel:
a. (118) LEFT HDPT switch - OFF, unless
required.
b. RIGHT HDPT switch - As required.
c. FCR switch - FCR.
d. RDR ALT switch - RDR ALT.
*12. HUD/ASHM - As desired.
13. IFF MASTER knob - STBY.
14. CNI knob - UFC.
15. MFL - Clear.
16. Flight controls - Cycle.
17. FLCS BIT - Initiate and monitor.
18. ECM knobs - As required.
19. SPD BRK switch - Cycle.
(Cont)

N-5
T.O. EG1F-16CG-1CL-1

20. TWS - As desired.

*21. WHEELS down lights - Three green.
*22. SAI - Set.
23. FUEL QTY SEL knob - Check.
24. EPU FUEL quantity - 95‐102 percent.
25. Avionics - Program as required and verify
(manual or data transfer cartridge).
*26. MFDs - As desired.
27. VHF radio - As desired.

After FLCS BIT completed:

*28. DBU - Check:

a. DIGITAL BACKUP switch - BACKUP.
b. Operate controls - All surfaces respond
normally.
c. DIGITAL BACKUP switch - OFF.
29. Trim - Check.
30. D FLCS override - Check.
*31. MPO - Check.
*32. Operate controls - All surfaces respond normally;
no FLCS lights on.
*33. AR system (if required) - Check.
*34. Brakes - Check both channels, then return to
CHAN 1.
35. Anti‐ice - Check.
36. Intercom (ground crew) - Disconnect.
37. Avionic BITs - As desired.
38. C DF Seat - Adjust to design eye.

BEFORE TAXI
1. Canopy - Close and lock.
2. UHF radio - Set and check.
*3. Altimeter and altitude indications - Set and
check.
4. Exterior lights - As required.
5. INS knob - NAV.
6. IFF MASTER knob - As required.
7. Chocks (ground crew) - Remove.

TAXI
*1. Brakes and NWS - Check.
*2. Heading - Check.
*3. Flight instruments - Check for proper operation.

N-6
 T.O. EG1F-16CG-1CL-1

BEFORE TAKEOFF
*1. ALT FLAPS switch - NORM.
2. (118) MANUAL TF FLYUP switch-ENABLE.
3. Trim - Check pitch and yaw trim centered and
roll trim as required. Refer to figure N‐1, page
N‐8.
4. C DF ENG CONT switch - PRI (guard down).
5. DR ENG CONT switch - NORM (guard down).
6. Speedbrakes - Closed.
7. Canopy - Close, lock, light off.
8. IFF - Set and check.
9. External tanks (if installed) - Verify feeding.
10. FUEL QTY SEL knob-NORM.
11. STORES CONFIG switch - As required.
*12. GND JETT ENABLE switch - As required.
*13. Harness, leads, and anti‐g system - Check.
14. (118) TFR-As required.
15. PROBE HEAT switch - PROBE HEAT.
*16. Ejection safety lever - Arm (down).
*17. Flight controls - Cycle.
*18. OIL pressure - Check psi.
*19. HYD pressures-Check psi.
*20. All warning and caution lights - Check.
21. Adjustable sliding holder (when utility light is
not in use) - C DF Full forward, rotated cw, and
secured.
22. TGP-Stow.

N-7
T.O. EG1F-16CG-1CL-1

Takeoff Roll Trim With Asymmetric Stores

DATA BASIS FLIGHT TEST
CONFIGURATION:
LEFs SCHEDULED TEFs AT 20 DEGREES
NOTES:
INCREASE TAKEOFF SPEED 2 KTS FOR EACH DOT OF
ROLL TRIM APPLIED TO COMPENSATE FOR REDUCED
LIFT. TAKEOFF DISTANCE INCREASES PROPORTION−
ATELY TO THE SPEED INCREASE.
IT IS POSSIBLE TO EXCEED THE LATERAL TRIM AU−
THORITY OF THE AIRCRAFT FOR ONSPEED TAKEOFF
WITH A NET ASYMMETRIC (ROLLING) MOMENT LESS
THAN AIRCRAFT TAKEOFF LIMITS.

120

140
TAKEOFF SPEED − KIAS

160

180

200
BASELINE
4/6
STORE STATION

3/7

2/8
0 1 2 3 FULL
DOTS OF ROLL TRIM
1F−16X−1CL−1−0003X

Figure N‐1.

N-8
 T.O. EG1F-16CG-1CL-1

Takeoff and Landing Crosswind Limits

NOTES:
CROSSWIND LIMITS FOR RCR VALUES 4-23 MAY BE
OBTAINED BY INTERPOLATING BETWEEN THE LIMITS
SHOWN.
ENTER CHART WITH STEADY WIND TO DETERMINE
HEADWIND COMPONENT AND WITH MAXIMUM GUST
VELOCITY TO DETERMINE CROSSWIND COMPONENT.

35

30

25
HEADWIND COMPONENT − KNOTS

20

15

10

0
0 5 10 15 20 25 30
CROSSWIND COMPONENT − KNOTS

1F−16X−1CL−1−0004A

Figure N‐2.

N-9
T.O. EG1F-16CG-1CL-1
CLIMB/IN-FLIGHT/OPERATIONAL
CHECKS
1. Fuel - Check quantity/transfer/balance.
2. FUEL QTY SEL knob-NORM.
3. Oxygen system - Check.
4. Cockpit pressurization - Check.
5. Engine instruments - Check.
6. HYD PRESS A & B-Check.

DESCENT/BEFORE LANDING
1. Fuel - Check quantity/transfer/balance.
2. Final approach airspeed - Compute.
3. DEFOG lever/cockpit heat - As required.
4. Landing light - On.
*5. Altimeterand altitude indications -Check al­
timeter setting, ELECT versus PNEU mode
altimeter readings, and ELECT mode altitude
versus altitude displayed in HUD/ASHM.
*6. Attitude references - Check ADI/HUD/ASHM/SAI.
7. ANTI ICE switch - As required.
8. TGP - Stow.

AFTER LANDING
1. PROBE HEAT switch - OFF.
2. ECM power - OFF.
3. Speedbrakes - Close.
*4. Ejection safety lever - Safe (up).
5. IFF MASTER knob - As required.
6. LANDING TAXI LIGHTS switch - As required.
7. MASTER ZEROIZE switch - As required.
8. Armament switches - Off, safe, or normal.

PRIOR TO ENGINE SHUTDOWN

1. Canopy handle - Up.
2. EPU safety pin (ground crew) - In.
3. INS - Check.
4. MFL - Record (as required).
5. AVTR power switch - LESS (152)/LESS (218)
OFF, (152)/(218) UNTHRD.
6. IFF M‐4 CODE switch - HOLD.
7. IFF MASTER knob - OFF.
8. CNI knob - BACKUP.
9. TWS switches - OFF.
10. INS knob - OFF.
11. Avionics - OFF.
*12. SAI - Cage

N-10
 T.O. EG1F-16CG-1CL-1
ENGINE SHUTDOWN
1. Throttle - OFF.
2. JSF RUN light - Check.
After main generator drops off line:
3. EPU GEN and EPU PMG lights - Confirm off.
4. MAIN PWR switch - OFF.
*5. Oxygen hose, survival kit straps, lapbelt, g‐suit
hose, (31) and vest hose - Disconnect, stow.
*6. OXYGEN REGULATOR-OFF and 100%.
7. Canopy - Open.

SCRAMBLE
PREFLIGHT
Perform the following preflight inspections prior to
placing the aircraft on quick response status:
1. EXTERIOR INSPECTION.
2. BEFORE ENTERING COCKPIT.
3. COCKPIT INTERIOR CHECK.
4. BEFORE STARTING ENGINE.
5. STARTING ENGINE.
6. AFTER ENGINE START (include EPU check if
EPU safety pin was installed since last EPU check,
but do not remove MLG ground safety pins).
7. Aircraft cocked for scramble - Per local policies
and directives.

AIRCRAFT ON QUICK RESPONSE STATUS

If the above actions were not completed prior to scram­
ble, normal preflight procedures should be used.
1. FLCS power - Check.
2. MAIN PWR switch - MAIN PWR.
3. Engine - Start.
4. Canopy - Close and lock.
5. Instruments - Check.
6. EPU GEN and EPU PMG lights - Confirm off.
7. EPU - Check (if EPU safety pin was installed
since last EPU check).
8. SNSR PWR switches - As required.
9. AVIONICS POWER switches - As required.
10. INS knob - STOR HDG.
11. FLCS BIT - Accomplish.
12. MFDs - As desired.

(Cont)

N-11
T.O. EG1F-16CG-1CL-1

13. SMS - As desired.

*14. HUD/ASHM - As required.
15. INS knob - NAV.
16. Chocks and safety pins (ground crew) - Remove.
*17. Brakes and NWS - Check.
*18. Ejection safety lever - Armed (down).
*19. Flight control surfaces - Cycle.
20. IFF - As required.

INTEGRATED COMBAT TURN

PRIOR TO HOT REFUELING/REARMING ENTRY
1. AFTER LANDING checks - Complete.
2. INS - Check.
3. Avionics - OFF.
4. AIR REFUEL switch - OPEN; RDY light on.
5. RF switch - SILENT.
*6. GND JETT ENABLE switch - OFF.
7. MASTER ARM ‐ OFF.
PRIOR TO HOT REFUELING/REARMING
Perform the following actions prior to refueling/
rearming:
1. EPU safety pin (ground crew) - Installed.
*2. Personal equipment leads (except oxygen and
communication) - As desired.
3. Canopy - As desired.
4. Brake and tire inspection (ground crew) - Complete.
5. Intercom with refueling/rearming supervisor -
Established.
DURING HOT REFUELING/REARMING
*1. Be alert for visual or voice signals from
refueling/rearming supervisor.
*2. Terminate refueling/rearming if intercom con­
tact is lost - Visual signal.
*3. Ground control radio frequency - Monitor.
*4. Ensure hands are visible to ground crew.
HOT REFUELING/REFUELING COMPLETE
1. AIR REFUEL switch - CLOSE (if hot refueling).
2. EPU GEN and EPU PMG lights - Confirm off.
3. EPU switch - OFF.
4. EPU safety pin (ground crew) - Removed.
5. EPU switch - NORM.

(Cont)

N-12
 T.O. EG1F-16CG-1CL-1
6. EPU check - Required if flight is planned after
hot pit refueling/rearming and may be delayed
until BEFORE TAKEOFF check with avionics
and SNSR PWR off.
7. Intercom (refueling/rearming supervisor) -
Disconnect.
8. Taxi clear of refueling/rearming area and
configure aircraft as required.
9. RF switch - As required.
10. AFTER ENGINE START, TAXI and BEFORE
TAKEOFF checks - Perform as required.

QUICK TURNAROUND
PRIOR TO ENGINE SHUTDOWN
1. AFTER LANDING checks - Complete.
2. PRIOR TO ENGINE SHUTDOWN checks -
Complete.
3. Communication with ground crew - Establish (if
required).
4. ENGINE SHUTDOWN checks - Complete.
5. Aircraft setup - IAW local procedures.

SUPPLEMENTAL PROCEDURES
ILS PROCEDURES
1. DED - Verify CNI display.
2. T‐ILS button - Depress and release. OFF status
displayed if ILS is off.
3. ILS frequency - Key in and ENTR.
4. DCS - Position asterisks about selectable items.
5. HSI - Set inbound localizer course.
6. INSTR MODE knob - ILS/TCN or ILS/NAV.

EXTERIOR INSPECTION
Refer to figure N‐3, page N‐14.
AIRCRAFT SERVICING
Refer to figure N‐7, page N‐18.
TAKEOFF AND LANDING DATA CARD
Refer to figure N‐8, page N‐19.
ENGINE LIMITATIONS
Refer to figure N‐9, page N‐20.

STRANGE FIELD PROCEDURES

Refer to Air Force/Command guidance.

N-13
T.O. EG1F-16CG-1CL-1
Exterior Inspection (Typical)
Note: Check aircraft for loose doors and fasteners,
cracks, dents, leaks, and other discrepancies.

EG1F−16CG−1CL−1−0003X27

NOSE − A

1. FORWARD FUSELAGE:
A. EXTERNAL CANOPY JETTISON D-HANDLES (2) −
ACCESS DOORS CLOSED.
B. PITOT-STATIC PROBES (2) − COVERS REMOVED.
C. AOA PROBES (2) – COVERS REMOVED; SLOTS CLEAR;
CHECK FREEDOM OF MOVEMENT; CHECK ALIGNMENT
(ROTATE PROBES FULLY TOWARD FRONT OF AIR-
CRAFT (CCW ON THE LEFT; CW ON THE RIGHT) AND
VERIFY BOTTOM SLOTS SLIGHTLY AFT OF 6 O’CLOCK
AND TOP SLOTS FORWARD) (REFER TO FIGURE N-4);
SET IN NEUTRAL POSITION (BOTTOM SLOT AT 8
O’CLOCK ON THE LEFT SIDE AND 4 O’CLOCK ON THE
RIGHT SIDE).
D. STATIC PORTS (2) − CONDITION.
E. RADOME − SECURE.
F. ENGINE INLET DUCT − CLEAR.
G. PODS AND PYLONS − SECURE (PREFLIGHT IAW T.O.
EG1F-16CG-34-1-1CL-1).
H. EPU ACTIVATED INDICATOR − CHECK.
I. ECS RAM INLET DUCTS − CLEAR.

Figure N‐3.(Sheet 1)

N-14 Change 1
 T.O. EG1F-16CG-1CL-1
Exterior Inspection (Typical)
CENTER FUSELAGE & RIGHT WING − B

1. RIGHT MLG:
A. TIRE, WHEEL, AND STRUT − CONDITION.
B. LG SAFETY PIN − INSTALLED.
C. DRAG BRACE AND OVERCENTER LOCK, BOLTS, NUTS
AND COTTER KEYS − CHECK SECURITY.
D. UPLOCK ROLLER − CHECK.
E. DOOR AND LINKAGE − SECURE.
2. RIGHT WING:
A. HYDRAZINE LEAK DETECTOR − CHECK.
B. EPU NITROGEN BOTTLE − CHARGED (REFER TO FIG-
URE N-5).
C. EPU OIL LEVEL − CHECK.
D. HYD SYS A QTY AND ACCUMULATOR − CHECK.
E. GUN-RNDS COUNTER AND RNDS LIMIT − SET.
F. EPU EXHAUST PORT − CONDITION.
G. LEF − CONDITION.
H. STORES AND PYLONS − SECURE (PREFLIGHT IAW T.O.
EG1F-16CG-34-1-1CL-1).
I. NAV AND FORM LIGHTS − CONDITION.
J. FLAPERON − CONDITION.

AFT FUSELAGE − C

1. TAIL:
A. ADG − CHECK.
B. CSD OIL LEVEL − CHECK.
C. BRAKE/JFS ACCUMULATORS − CHARGED (3000 (+/−100)
PSI).
D. HOOK − CONDITION AND PIN FREE TO MOVE.
E. VENTRAL FINS, SPEEDBRAKES, HORIZONTAL TAILS,
AND RUDDER − CONDITION.
F. ENGINE EXHAUST AREA − CONDITION.
G. NAV AND FORM LIGHTS − CONDITION.
H. VERTICAL TAIL LIGHT − CONDITION.
I. FLCS ACCUMULATORS − CHARGED (REFER TO FIGURE
N-6).
J. JFS DOORS − CLOSED.

Figure N‐3.(Sheet 2)

N-15
T.O. EG1F-16CG-1CL-1
Exterior Inspection (Typical)
LEFT WING & CENTER FUSELAGE − D

1. LEFT WING:
A. FLAPERON − CONDITION.
B. NAV AND FORM LIGHTS − CONDITION.
C. STORES AND PYLONS − SECURE (PREFLIGHT IAW T.O.
EG1F-16CG-34-1-1CL-1).
D. LEF − CONDITION.
E. FUEL VENT OUTLET − CLEAR.
F. HYD SYS B QTY AND ACCUMULATOR − CHECK.
2. LEFT MLG:
A. TIRE, WHEEL, AND STRUT − CONDITION.
B. LG SAFETY PIN − INSTALLED.
C. DRAG BRACE AND OVERCENTER LOCK, BOLTS, NUTS
AND COTTER KEYS − CHECK SECURITY.
D. UPLOCK ROLLER − CHECK.
E. DOOR AND LINKAGE − SECURE.
F. LG PIN CONTAINER − CHECK CONDITION.
3. FUSELAGE:
A. GUN PORT − CONDITION.
B. IFF − CHECK.
C. AVTR − CHECK.
D. DOOR 2317, ENGINE AND EMS GO-NO-GO
INDICATORS − CHECK.
4. UNDERSIDE:
A. NLG TIRE, WHEEL, AND STRUT − CONDITION.
B. NLG PIN − VERIFIED REMOVED.
C. NLG TORQUE ARMS − CONNECTED, PIN SECURE, AND
SAFETIED.
D. NLG DOOR AND LINKAGE − SECURE.
E. LANDING AND TAXI LIGHTS − CONDITION.
F. LG/HOOK EMERGENCY PNEUMATIC BOTTLE PRES-
SURE − WITHIN PLACARD LIMITS (REFER TO FIGURE
N-5).

Figure N‐3.(Sheet 3)

N-16
 T.O. EG1F-16CG-1CL-1
AOA Probe Alignment Check

SHOWN FULL CCW (LEFT) SHOWN FULL CW (RIGHT)

(LINES SHOWN FOR REFERENCE)
AOAPROBES40−52

Figure N‐4.

EPU Nitrogen & Alternate LG/Hook

Bottles Pneumatic Servicing

TEMPERATURE PRESSURE
°F PSIG

100 and higher 3250‐3500

50 to 100 2850‐3250
10 to 50 2500‐2850
-60 to +10 2000‐2500
Figure N‐5.

FLCS Accumulators Pneumatic

Servicing

TEMPERATURE PRESSURE
°F PSIG

100 and higher 1300‐1400

50 to 100 1200‐1300
10 to 50 1100‐1200
-60 to +10 950‐1100
Figure N‐6.

Change 1 N-17
T.O. EG1F-16CG-1CL-1
Aircraft Servicing

SPECIFICATIONS
SERVICEABLE ITEM
USAF NATO
MIL-DTL-5624, JP-4 F-40
MIL-DTL-5624, JP-5 F-43 OR
F-44
MIL-DTL-83133,
JP-8 F-34
FUEL ENGINE/JFS JP-8+ F-37
JET A, B NONE
JET A+ F-27
TS-1 NONE
JET A-1 F-35
(COMMERCIAL)

MIL-PRF-7808J OR
ENGINE *
OIL LATER, GRADE 3 0-148
ADG/CSD/EPU MIL-PRF-7808

HYDRAULIC HYDRAULIC SYS- MIL-PRF-5606 H-515

FLUID TEMS A AND B MIL-PRF-83282 H-537

MIL-O-27210,
GASEOUS
TYPE I
OXYGEN NONE
MIL-O-27210,
LIQUID
TYPE II

EXTERNAL
115 ("15) VAC,
ELECTRICAL A/M32A-60A NONE
400 ("30) HZ
POWER

SERVICING TYPE MD-3A OR

NONE
TRAILER EQUIVALENT

NITROGEN** USAF SERD

GENERATED AF00764 OR NONE
EQUIVALENT

DE-ICING FLUID AMS 1424, TYPE I NONE

FUEL TANK
INERTING
LIQUID HALON 1301 NONE
AGENT
(OPTIONAL)

* IF NECESSARY, ENGINE LUBRICATING OILS MIL-PRF-7808 (NATO CODE

0-148) AND MIL-PRF-23699 (NATO CODE 0-156) MAY BE MIXED. AT THE
FIRST OPPORTUNITY THEREAFTER, THE OIL SHALL BE DRAINED AND
FLUSHED, AND THE ENGINE SERVICED WITH THE PROPER LUBRICATING
OIL AS SPECIFIED IN THE APPLICABLE ENGINE TECHNICAL ORDERS.

** NOT TO BE USED FOR EPU PNEUMATIC SERVICING.

Figure N‐7.

N-18
 T.O. EG1F-16CG-1CL-1
Takeoff and Landing Data Card

CONDITIONS

TAKEOFF LANDING

GW . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Runway Condition . . . . . . . . . . . . . . .

Runway Temp . . . . . . . . . . . . . . . . . .

Pressure Altitude . . . . . . . . . . . . . . . .

Wind . . . . . . . . . . . . . . . . . . . . . . . . . . .

Runway Length . . . . . . . . . . . . . . . . .

Runway Slope . . . . . . . . . . . . . . . . . .

TAKEOFF

Rotation Speed . . . . . . . KIAS

Takeoff Speed/Dist . . . . KIAS FEET

Refusal Speed . . . . . . . . KIAS

Max Brake Speed . . . . . KIAS

LANDING
Immediately
After Takeoff Final Landing

GW GW

Approach Speed . . . . . .

Touchdown Speed . . . . .

Landing Distance . . . . . .

Figure N‐8.

N-19
T.O. EG1F-16CG-1CL-1
Engine Limitations ENGINE F110-GE-100

GROUND
FTIT RPM OIL
CONDITION REMARKS
C % PSI

START 935 −− −− During cold start, oil pres-

sure may be 100 psi for
up to 2 minutes

IDLE 650 62-80 15 −−

(min)

MIL/AB 935 106 25-65 At MIL and above, oil

pressure must increase
10 psi minimum above
IDLE oil pressure

TRAN- 935 106 25-65 −−

SIENT

FLUCTUA- "10 "1 "5 Must remain within

TION steady-state limits.
Nozzle fluctuations limit-
ed to "2%

Figure N‐9. (Sheet 1)

N-20
 T.O. EG1F-16CG-1CL-1
Engine Limitations ENGINE F110-GE-100

IN FLIGHT
FTIT RPM OIL
CONDITION REMARKS
C % PSI

AIRSTART 935 −− −− −−
IDLE −− −− 15 −−
(min)
MIL/AB 935 106 25-65 Oil pressure must in-
crease as rpm increases

TRAN- 935 106 25-65 −−

SIENT

FLUCTUA- "10 "1 "5 Must remain within

TION steady-state limits. Zero
oil pressure is allowable
for periods up to 1 minute
during flight at less than
+1g

Figure N‐9. (Sheet 2)

N-21
T.O. EG1F-16CG-1CL-1
NOTES:

N-22
 T.O. EG1F-16CG-1CL-1

SECTION P

PERFORMANCE DATA

F110‐GE‐100

TABLE OF CONTENTS
Page
TAKEOFF FACTOR . . . . . . . . . . . . . . . . . . . P-3

TAKEOFF SPEED AND DISTANCE . . . . . P-4

ACCELERATION CHECK SPEED . . . . . . P-6

RUNWAY CONDITION ASSESSMENT

MATRIX . . . . . . . . . . . . . . . . . . . . . . . . . . . P-7

REFUSAL SPEED . . . . . . . . . . . . . . . . . . . . P-8

LANDING DENSITY FACTOR . . . . . . . . . . P-12

APPROACH SPEEDS . . . . . . . . . . . . . . . . . P-13

SHORT FIELD LANDING DISTANCE . . . P-14

SHORT FIELD LANDING

DISTANCE — SEC . . . . . . . . . . . . . . . . . P-16

CLIMB/OPTIMUM CRUISE . . . . . . . . . . . . . P-17

DIVERSION DECISION — DIVERT . . . . . P-21

DIVERSION DECISION — LOITER . . . . . P-24

(Cont)

Change 1 P-1
T.O. EG1F-16CG-1CL-1
Page
BEST CRUISE ALTITUDE FOR SHORT
RANGE MISSION — MAXIMUM
RANGE DESCENT . . . . . . . . . . . . . . . . . P-27

AMBIENT AIR TEMPERATURE . . . . . . . . P-29

REFUSED LANDING DISTANCE . . . . . . . P-30

P-2
 T.O. EG1F-16CG-1CL-1
Takeoff Factor
DATA BASIS FLT TEST ENGINE F110−GE−100

1F−16CG−1CL−1−0019B

Figure P‐1.

P-3
T.O. EG1F-16CG-1CL-1
Takeoff Speed and Distance
DATA BASIS FLT TEST ENGINE F110−GE−100

CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES ALL ALTITUDES
CG = 35% MAC ALL TEMPERATURES
ZERO ROLL TRIM 10 DEGREES PITCH
ATTITUDE
NOTES:
Refer to Sheet 2.

1F−16CG−1CL−1−0020B

Figure P‐2.(Sheet 1)

P-4
 T.O. EG1F-16CG-1CL-1
Takeoff Speed and Distance
DATA BASIS FLT TEST ENGINE F110-GE-100

CONFIGURATION: CONDITIONS:
 ALL DRAG INDEXES  ALL ALTITUDES
 CG=35% MAC  ALL TEMPERATURES
 ZERO ROLL TRIM  10 DEGREES PITCH ATTITUDE

NOTES:

 ROTATE AT 10 KIAS (NON-AB) OR 15 KIAS (AB) LESS THAN

TAKEOFF SPEED.

 COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.

 INCREASE TAKEOFF SPEED 8% AND DISTANCE 18% FOR AN

8 PITCH ATTITUDE ROTATION.

 INCREASE/DECREASE TAKEOFF SPEED 0.8 KIAS FOR EACH

1% FORWARD/AFT OF 35% MAC.

 INCREASE/DECREASE DISTANCE 1% FOR EACH 1% FOR-

WARD/AFT OF 35% MAC.

 INCREASE DISTANCE 2% PER 100 DRAG INDEX.

 INCREASE/DECREASE DISTANCE 4% PER 1% UPSLOPE/

DOWNSLOPE.

 INCREASE DISTANCE 11% PER 10 KTS TAILWIND.

 DECREASE DISTANCE 10% PER 10 KTS HEADWIND.

 FOR TAKEOFF SPEED CORRECTION WITH ROLL TRIM OTHER

THAN ZERO, REFER TO TAKEOFF ROLL TRIM WITH ASYMMET-
RIC STORES, FIGURE N-1, PAGE N-8.

Figure P‐2.(Sheet 2)

P-5
T.O. EG1F-16CG-1CL-1
Acceleration Check Speed
DATA BASIS FLT TEST ENGINE F110−GE−100

NOTES:
COMPUTE % INCREASE/DECREASE CHANGES
INDIVIDUALLY.
DECREASE SPEED 1% PER 100 DRAG INDEX.
INCREASE SPEED 7.4 KIAS PER 10 KTS HEADWIND.
DECREASE SPEED 7.6 KIAS PER 10 KTS TAILWIND.
INCREASE SPEED 3.3% PER 1% DOWNHILL SLOPE.
DECREASE SPEED 3.4% PER 1% UPHILL SLOPE.

BASELINE 180

160

ACCELERATION CHECK SPEED − KIAS

140

120

100

80

60

40
6 5 4 3 2 1 50 45 40 35 30 25 20 15
TAKEOFF FACTOR GW − 1000 POUNDS

1F−16CG−1CL−1−0021C

Figure P‐3.

P-6
 T.O. EG1F-16CG-1CL-1

Runway Condition Assessment Matrix (RCAM)

NOTE:
RUNWAY CONDITION CODE (RWYCC) 0−6 IS REPORTED FOR
EACH RUNWAY THIRD. USE MOST CONSERVATIVE READING
FOR TOLD CALCULATIONS.

GROUND
F-16 RUNWAY
PILOT REPORTED VEHICLE
RWYCC CONDITION
BRAKING ACTION FRICTION
READING (RCR)
READING

6 ———— ≥50 23−16 (DRY)

5 GOOD 49−40 12 (DRY)

4 GOOD TO MEDIUM 39−35 8 (SNOW)

3 MEDIUM 34−30 18−12 (WET)

2 MEDIUM TO POOR 29−26 10 (WET)

1 POOR 25−21 4 (ICY)

0 LESS THAN POOR 20 N/A

Figure P‐4.

Change 1 P-7
T.O. EG1F-16CG-1CL-1

Refusal Speed
DATA BASIS ESTIMATED ENGINE F110−GE−100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES IDLE SELECTED AT
SPEEDBRAKES − OPEN REFUSAL SPEED
GW = 32,000 LB MAX EFFORT BRAKING
DRY CONCRETE (RCR = 23)
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 16 (DRY) DECREASE NON−AB/AB REFUSAL SPEED
BY 3/4 KIAS.
INCREASE/DECREASE REFUSAL SPEED 1.1%/1.1% WITH
NON−AB AND 0.7%/1.0% WITH AB PER 1000 LB LESS/
ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 5/5 KIAS WITH NON−AB
AND 6/6 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 0.3%/0.7% WITH
NON−AB AND 1.4%/1.8% WITH AB PER 1% UPSLOPE/DOWN−
SLOPE.

1F−16CG−1CL−1−0022B

Figure P‐5.(Sheet 1)

P-8
 T.O. EG1F-16CG-1CL-1

Refusal Speed
DATA BASIS ESTIMATED ENGINE F110−GE−100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES IDLE SELECTED AT
SPEEDBRAKES − OPEN REFUSAL SPEED
GW = 32,000 LB MAX EFFORT BRAKING
WET CONCRETE (RCR = 18)
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
FOR RCR = 12 (WET) DECREASE NON−AB/AB REFUSAL SPEED
BY 9/10 KIAS.
INCREASE/DECREASE REFUSAL SPEED 0.6%/0.4% WITH
NON−AB AND 0.2%/0.2% WITH AB PER 1000 LB LESS/
ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON−AB
AND 7/8 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.3%/3.2% WITH
NON−AB AND 3.4%/4.2% WITH AB PER 1% UPSLOPE/DOWN−
SLOPE.

1F−16CG−1CL−1−0023B

Figure P‐5.(Sheet 2)

P-9
T.O. EG1F-16CG-1CL-1

Refusal Speed
DATA BASIS ESTIMATED ENGINE F110−GE−100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES IDLE SELECTED AT
SPEEDBRAKES − OPEN REFUSAL SPEED
GW = 32,000 LB MAX EFFORT BRAKING
SNOW (RCR = 8)
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
INCREASE/DECREASE REFUSAL SPEED 0.7%/0.5% WITH
NON−AB AND 0.1%/0.2% WITH AB PER 1000 LB LESS/
ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON−AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.8%/3.7% WITH
NON−AB AND 4.3%/5.0% WITH AB PER 1% UPSLOPE/DOWN−
SLOPE.

1F−16CG−1CL−1−0024B

Figure P‐5.(Sheet 3)

P-10
 T.O. EG1F-16CG-1CL-1

Refusal Speed
DATA BASIS ESTIMATED ENGINE F110−GE−100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES IDLE SELECTED AT
SPEEDBRAKES − OPEN REFUSAL SPEED
GW = 32,000 LB MAX EFFORT BRAKING
ICY (RCR = 4)
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES INDIVIDUALLY.
DECREASE/INCREASE REFUSAL SPEED 0.0%/0.0% WITH
NON−AB AND 0.7%/0.3% WITH AB PER 1000 LB LESS/
ADDITIONAL GW.
INCREASE/DECREASE REFUSAL SPEED 6/7 KIAS WITH NON−AB
AND 7/7 KIAS WITH AB PER 5 KTS HEADWIND/TAILWIND.
INCREASE/DECREASE REFUSAL SPEED 2.8%/3.7% WITH
NON−AB AND 4.3%/5.0% WITH AB PER 1% UPSLOPE/DOWN−
SLOPE.

1F−16CG−1CL−1−0025B

Figure P‐5.(Sheet 4)

P-11
T.O. EG1F-16CG-1CL-1
Landing Density Factor

1F−16X−1CL−1−0001X

Figure P‐6.

P-12
 T.O. EG1F-16CG-1CL-1
Approach Speeds
DATA BASIS ESTIMATED ENGINE F110-GE-100

CONFIGURATION: CONDITIONS:
 ALL DRAG INDEXES  ALL TEMPERATURES
 POWER ON APPROACH  ALL ATTITUDES
 LANDING GEAR − DOWN  35 GLIDEPATH
 SPEEDBRAKES − OPEN 435  135 AOA
 CG = 35% MAC (INDEXER ON SPEED)

NOTE:
 ACTUAL AIRSPEED AT 11/135 AOA MAY DIFFER BY +/-5 KNOTS DUE
TO VARIATIONS IN AIRCRAFT CG AND LANDING TECHNIQUE
 INCREASE AIRSPEED 6 KNOTS PER DEGREE OF AOA BELOW 11/135

GROSS WEIGHT (LB) AIRSPEED (KIAS)

19,000 126
20,000 129
21,000 132
22,000 136
23,000 139
24,000 142
25,000 145
26,000 147
27,000 150
28,000 153
29,000 156
30,000 158
31,000 161
32,000 163
33,000 166
34,000 168
35,000 171
36,000 173
37,000 176
38,000 178
39,000 181
40,000 183
41,000 185
42,000 187
43,000 190
44,000 192
NOTE: Add 11 KIAS for an
11° AOA approach

Figure P‐7.

Change 1 P-13
T.O. EG1F-16CG-1CL-1
Short Field Landing Distance
DATA BASIS ESTIMATED ENGINE F110−GE−100

CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES TOUCHDOWN AT 13
SPEEDBRAKES − OPEN DEGREES AOA
ZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKING
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES
INDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F−16CG−1CL−1−0027B

Figure P‐8.(Sheet 1)

P-14
 T.O. EG1F-16CG-1CL-1
Short Field Landing Distance
DATA BASIS ESTIMATED ENGINE F110−GE−100

CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES TOUCHDOWN AT 13
SPEEDBRAKES OPEN DEGREES AOA
ZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKING
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES
INDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F−16CG−1CL−1−0028B

Figure P‐8.(Sheet 2)

P-15
 T.O. EG1F-16CG-1CL-1
Short Field Landing Distance - SEC
DATA BASIS ESTIMATED ENGINE F110−GE−100

CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES TOUCHDOWN AT 13
SPEEDBRAKES − OPEN DEGREES AOA
ZERO WIND AND SLOPE
IDLE
MAX EFFORT BRAKING
NOTES:
COMPUTE % INCREASE/DECREASE CHANGES
INDIVIDUALLY.
DECREASE DISTANCE 1.5% PER 1 KT HEADWIND.
INCREASE DISTANCE 2.2% PER 1 KT TAILWIND.
DECREASE DISTANCE 5.0% PER 1% UPSLOPE.
INCREASE DISTANCE 7.0% PER 1% DOWNSLOPE.

1F−16CG−1CL−1−0029A

Figure P‐8.(Sheet 3)

P-16
 T.O. EG1F-16CG-1CL-1
Climb/Optimum Cruise — Drag Index = 0
DATA BASIS FLT TEST ENGINE F110-GE-100
FUEL JP-8

NOTES:
 STD DAY/FULLY SERVICED FUEL = 7162 LB.
 800-LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (AS-
SUME 30-MIN GROUND TIME).
 CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.

MIL CLIMB OPTIMUM CRUISE

AT LEVEL OFF
ALT CLIMB TIME DIST FUEL REMAIN-
1000 @ (MIN) (NM) ING TOTAL
FEET KIAS AT MACH/KIAS/ FUEL
MACH LEVEL OFF KTAS FLOW
(LB) (LB/HR)
50 −−− −−− −−− −−− −−− −−−
420
45 8.7 73.4 5542 0.89/242/508 2705
0.89
420
40 4.8 40.0 5753 0.90/277/516 2633
0.90
420
35 3.4 26.4 5881 0.80/272/462 2441
0.80
420
30 2.6 19.3 5957 0.78/295/459 2648
0.78
420
25 1.9 13.4 6039 0.70/293/421 2670
0.70
420
20 1.4 9.0 6112 0.64/292/390 2723
0.64
10 0.54 0.7 3.5 6229 0.54/297/342 2920
0 0.45 0.0 0.0 6362 0.45/298/298 3087

OPTIMUM CRUISE

5000 LB REMAINING 3000 LB REMAINING 2000 LB REMAINING

ALT MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
1000 KTAS FUEL KTAS FUEL KTAS FUEL
FEET FLOW FLOW FLOW
(LB/HR) (LB/HR) (LB/HR)
50 −−− −−− −−− −−− −−− −−−
45 0.88/240/504 2616 0.88/239/502 2382 0.88/239/502 2277
40 0.90/277/516 2581 0.85/259/487 2296 0.85/259/487 2227
35 0.80/272/461 2384 0.80/272/461 2269 0.80/272/461 2219
30 0.76/289/450 2544 0.74/278/434 2356 0.72/271/424 2249
25 0.70/293/421 2619 0.69/290/418 2509 0.68/282/407 2399
20 0.62/285/381 2606 0.60/276/369 2422 0.60/275/368 2371
10 0.52/290/334 2795 0.50/278/321 2593 0.50/276/318 2526
0 0.44/289/289 2941 0.45/295/295 2923 0.44/293/293 2871
Figure P‐9.(Sheet 1)

P-17
T.O. EG1F-16CG-1CL-1
Climb/Optimum Cruise — Drag Index = 22
DATA BASIS FLT TEST ENGINE F110-GE-100
FUEL JP-8

NOTES:
 STD DAY/FULLY SERVICED FUEL = 7162 LB + 2040 LB= 9202 LB.
 800-LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (AS-
SUME 30-MIN GROUND TIME).
 CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.

MIL CLIMB OPTIMUM CRUISE

AT LEVEL OFF
ALT CLIMB TIME DIST FUEL REMAIN-
1000 @ (MIN) (NM) ING TOTAL
FEET KIAS AT MACH/KIAS/ FUEL
MACH LEVEL OFF KTAS FLOW
(LB) (LB/HR)
45 −−− −−− −−− −−− −−− −−−
413
40 6.2 50.5 7672 0.86/261/490 2896
0.86
413
35 4.1 32.3 7823 0.83/282/477 2799
0.83
413
30 3.0 23.2 7922 0.80/304/471 2971
0.80
413
25 2.3 16.1 8020 0.72/300/431 2998
0.72
413
20 1.6 10.8 8109 0.66/302/403 3056
0.66
10 0.55 0.7 4.0 8254 0.55/305/351 3246
0 0.47 0.0 0.0 8402 0.47/308/308 3436

OPTIMUM CRUISE

5000 LB REMAINING 3000 LB REMAINING 2000 LB REMAINING

ALT MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
1000 KTAS FUEL KTAS FUEL KTAS FUEL
FEET FLOW FLOW FLOW
(LB/HR) (LB/HR) (LB/HR)
45 −−− −−− −−− −−− −−− −−−
40 0.89/274/511 2748 0.85/259/487 2444 0.84/257/484 2356
35 0.80/272/461 2524 0.80/272/461 2403 0.80/272/461 2346
30 0.76/286/446 2667 0.73/276/432 2475 0.71/269/421 2363
25 0.70/293/421 2764 0.69/288/416 2627 0.67/280/405 2513
20 0.62/283/378 2715 0.60/276/369 2546 0.60/275/368 2493
10 0.52/288/332 2912 0.50/278/320 2710 0.50/275/317 2636
0 0.44/291/291 3086 0.42/280/280 2879 0.43/285/285 2898

Figure P‐9.(Sheet 2)

P-18
 T.O. EG1F-16CG-1CL-1
Climb/Optimum Cruise — Drag Index = 53
DATA BASIS FLT TEST ENGINE F110-GE-100
FUEL JP-8

NOTES:
 STD DAY/FULLY SERVICED FUEL = 7162 LB + 5032 LB= 12,194
LB.
 800-LB FUEL ALLOWANCE FOR GROUND OPERATION AND
TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED (AS-
SUME 30-MIN GROUND TIME).
 CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.

MIL CLIMB OPTIMUM CRUISE

AT LEVEL OFF
ALT CLIMB TIME DIST FUEL REMAIN-
1000 @ (MIN) (NM) ING TOTAL
FEET KIAS AT MACH/KIAS/ FUEL
MACH LEVEL OFF KTAS FLOW
(LB) (LB/HR)
45 −−− −−− −−− −−− −−− −−−
404
40 10.2 82.7 10,330 0.85/259/488 3400
0.85
404
35 5.3 42.6 10,651 0.85/291/490 3308
0.85
404
30 3.8 29.4 10,799 0.80/304/471 3360
0.80
404
25 2.8 20.3 10,920 0.73/312/447 3489
0.73
404
20 2.0 13.4 11,036 0.67/310/412 3495
0.66
10 0.56 0.8 4.8 11,222 0.56/311/358 3672
0 0.48 0.0 0.0 11,394 0.48/320/320 3916

OPTIMUM CRUISE

8000 LB REMAINING 5000 LB REMAINING 2000 LB REMAINING

ALT MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
1000 KTAS FUEL KTAS FUEL KTAS FUEL
FEET FLOW FLOW FLOW
(LB/HR) (LB/HR) (LB/HR)
45 −−− −−− −−− −−− −−− −−−
40 0.85/259/487 3122 0.85/259/487 2816 0.82/249/470 2447
35 0.85/281/475 2997 0.80/272/461 2696 0.80/271/459 2508
30 0.79/298/463 3135 0.75/283/442 2817 0.70/264/415 2481
25 0.70/294/424 3140 0.69/290/417 2925 0.65/272/394 2603
20 0.64/294/392 3149 0.60/278/371 2825 0.60/275/368 2646
10 0.53/296/341 3328 0.51/282/325 3010 0.49/273/315 2771
0 0.46/303/303 3546 0.43/287/287 3209 0.41/269/269 2873

Figure P‐9.(Sheet 3)

P-19
T.O. EG1F-16CG-1CL-1
Climb/Optimum Cruise — Drag Index = 79
DATA BASIS FLT TEST ENGINE F110-GE-100
FUEL JP-8

NOTES:
 STD DAY/FULLY SERVICED FUEL = 7162 LB + 5032 LB + 2040 LB
= 14,234 LB.
 1400-LB FUEL ALLOWANCE FOR GROUND OPERATION AND
MAX AB TAKEOFF/ACCELERATION TO MIL CLIMB AIRSPEED
(ASSUME 30-MIN GROUND TIME).
 TAKEOFF AND CLIMB TO MIL CLIMB AIRSPEED WITH MAX AB.
 CLIMB AT KIAS/MACH NO., WHICHEVER IS SLOWER.

MIL CLIMB OPTIMUM CRUISE

AT LEVEL OFF
ALT CLIMB TIME DIST FUEL REMAIN-
1000 @ (MIN) (NM) ING TOTAL
FEET KIAS AT MACH/KIAS/ FUEL
MACH LEVEL OFF KTAS FLOW
(LB) (LB/HR)
40 −−− −−− −−− −−− −−− −−−
399
35 6.5 52.5 11,946 0.85/291/490 3656
0.85
399
30 4.4 34.2 12,144 0.80/304/471 3645
0.80
399
25 3.2 23.4 12,292 0.75/315/451 3804
0.75
399
20 2.2 15.4 12,426 0.68/314/417 3818
0.68
10 0.56 0.9 5.4 12,645 0.56/313/360 3951
0 0.49 0.0 0.0 12,834 0.49/322/322 4207

OPTIMUM CRUISE

9000 LB REMAINING 5000 LB REMAINING 2000 LB REMAINING

ALT MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL MACH/KIAS/ TOTAL
1000 KTAS FUEL KTAS FUEL KTAS FUEL
FEET FLOW FLOW FLOW
(LB/HR) (LB/HR) (LB/HR)
40 −−− −−− −−− −−− −−− −−−
35 0.82/280/473 3258 0.80/272/461 2856 0.79/267/454 2629
30 0.79/299/464 3392 0.74/280/438 2958 0.70/263/413 2609
25 0.71/297/427 3406 0.68/285/412 3049 0.64/268/388 2710
20 0.64/295/394 3399 0.60/276/369 2951 0.60/275/368 2786
10 0.54/297/342 3554 0.50/278/321 3118 0.49/271/313 2885
0 0.46/304/304 3773 0.43/283/283 3321 0.40/267/267 2975

Figure P‐9.(Sheet 4)

P-20
 T.O. EG1F-16CG-1CL-1
Diversion Decision — Divert
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404 KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221 KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
 SUBTRACT 2.1 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDES
CRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTI-
MUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.

IF YOU ARE AT SEA LEVEL

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT SEA LEVEL
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN DESCENT
RANGE−NM RANGE−NM −NM −LB
200 20 10.0K/0.48 20 16 71
400 39 20.0K/0.60 49 35 133
600 58 30.0K/0.69 82 57 199
800 77 0.40M 40.0K/0.80 118 84 270
1000 96 40.0K/0.80 157 84 270
1500 143 40.0K/0.80 254 84 270
2000 190 45.0K/0.85 349 99 308

IF YOU ARE AT 5000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 5000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN
RANGE−NM* RANGE−NM −NM DESCENT
−LB
200 25 10.0K/0.48 26 16 71
400 46 25.0K/0.64 57 45 165
600 67 30.0K/0.69 92 57 199
800 88 0.44M 40.0K/0.80 130 84 270
1000 109 40.0K/0.80 169 84 270
1500 161 40.0K/0.81 266 84 270
2000 212 45.0K/0.85 361 99 308

*START DESCENT AT 9 NM. 42 LB FUEL USED IN DESCENT.

Figure P‐10.(Sheet 1)

P-21
T.O. EG1F-16CG-1CL-1
Diversion Decision — Divert
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404 KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221 KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
 SUBTRACT 2.1 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDES
CRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTI-
MUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.
IF YOU ARE AT 10,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 10,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN
RANGE−NM* RANGE−NM −NM DESCENT
−LB
200 31 15.0K/0.53 32 25 100
400 54 25.0K/0.64 63 45 165
600 78 35.0K/0.77 103 71 235
800 101 0.48M 40.0K/0.80 141 84 270
1000 124 40.0K/0.80 181 84 270
1500 181 40.0K/0.81 277 84 270
2000 237 45.0K/0.85 372 99 308

*START DESCENT AT 16 NM. 71 LB FUEL USED IN DESCENT.

IF YOU ARE AT 20,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 20,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN DESCENT
RANGE−NM* RANGE−NM −NM −LB
200 44 20.0K/0.60 44 35 133
400 73 30.0K/0.69 80 57 199
600 101 40.0K/0.80 122 84 270
800 129 0.60M 45.0K/0.85 162 99 308
1000 158 45.0K/0.85 202 99 308
1500 227 45.0K/0.85 300 99 308
2000 297 45.0K/0.85 395 99 308
*START DESCENT AT 35 NM. 133 LB FUEL USED IN DESCENT.

Figure P‐10.(Sheet 2)

P-22
 T.O. EG1F-16CG-1CL-1
Diversion Decision — Divert
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404 KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 4.0% RANGE GAIN FOR 10 KTS TAILWIND.
 2.5% RANGE LOSS FOR 10 KTS HEADWIND.
 SUBTRACT 2.1 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDES
CRUISE AND DESCENT, AND TOTAL DIVERT RANGE AT OPTI-
MUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.

IF YOU ARE AT 30,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 30,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN DESCENT
RANGE−NM* RANGE−NM −NM −LB
200 58 30.0K/0.69 58 57 199
400 92 35.0K/0.77 96 71 235
600 126 45.0K/0.85 138 99 308
800 160 0.70M 45.0K/0.85 177 99 308
1000 194 45.0K/0.85 217 99 308
1500 278 45.0K/0.85 314 99 308
2000 361 45.0K/0.85 410 99 308

*START DESCENT AT 57 NM. 199 LB FUEL USED IN DESCENT.

IF YOU ARE AT 40,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 40,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL DIVERT ALT/MACH DIVERT OPT ALT IN DESCENT
RANGE−NM* RANGE−NM −NM −LB
200 --- --- --- --- ---
400 110 40.0K/0.80 110 84 270
600 150 45.0K/0.85 151 99 308
800 189 0.78M 45.0K/0.85 191 99 308
1000 228 45.0K/0.85 230 99 308
1500 325 45.0K/0.85 328 99 308
2000 421 45.0K/0.85 423 99 308

*START DESCENT AT 84 NM. 270 LB FUEL USED IN DESCENT.

Figure P‐10.(Sheet 3)

P-23
T.O. EG1F-16CG-1CL-1
Diversion Decision — Loiter
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404 KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221 KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM HOLD-
ING PATTERN WITH 30-DEGREE BANK TURNS.
 ADD 0.4 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINA-
TION ELEVATION.
 SUBTRACT 1.8 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER
AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE
INCLUDES CLIMB, LOITER, AND DESCENT.

IF YOU ARE AT SEA LEVEL

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT SEA LEVEL
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN −NM −LB
200 --- --- --- --- ---
400 9 0.0K/0.32 9 0 0
600 14 15.0K/0.42 14 22 93
800 18 0.32M 25.0K/0.51 20 41 154
1000 22 35.0K/0.63 26 65 222
1500 33 35.0K/0.63 38 65 222
2000 43 30.0K/0.60 50 54 190

IF YOU ARE 5000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 5000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN* −NM −LB
200 --- --- --- --- ---
400 11 5.0K/0.35 11 7 36
600 15 20.0K/0.46 16 31 122
800 20 0.35M 30.0K/0.60 22 54 190
1000 25 35.0K/0.63 27 65 222
1500 36 35.0K/0.63 39 65 222
2000 47 35.0K/0.65 50 65 222

* START DESCENT AT 7 NM. 36 LB FUEL USED IN DESCENT.

Figure P‐11.(Sheet 1)

P-24
 T.O. EG1F-16CG-1CL-1
Diversion Decision — Loiter
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404 KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221 KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM HOLD-
ING PATTERN WITH 30-DEGREE BANK TURNS.
 ADD 0.4 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINA-
TION ELEVATION.
 SUBTRACT 1.8 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER
AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE
INCLUDES CLIMB, LOITER, AND DESCENT.

IF YOU ARE AT 10,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 10,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN* −NM −LB
200 --- --- --- --- ---
400 12 10.0K/0.39 12 14 65
600 17 20.0K/0.46 17 31 122
800 22 0.39M 30.0K/0.60 23 54 190
1000 26 40.0K/0.73 28 81 262
1500 38 35.0K/0.63 40 65 222
2000 49 30.0K/0.60 52 54 190

* START DESCENT AT 14 NM. 65 LB FUEL USED IN DESCENT.

IF YOU ARE AT 20,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 20,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN* −NM −LB
200 --- --- --- --- ---
400 14 20.0K/0.46 14 31 122
600 19 30.0K/0.60 20 54 190
800 24 0.46M 35.0K/0.63 25 65 222
1000 29 40.0K/0.73 30 81 262
1500 41 35.0K/0.63 42 65 222
2000 52 30.0K/0.60 54 54 190

* START DESCENT AT 31 NM. 122 LB FUEL USED IN DESCENT.

Figure P‐11.(Sheet 2)

P-25
T.O. EG1F-16CG-1CL-1
Diversion Decision — Loiter
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 MIL CLIMB AT 404KIAS OR OPTI-  NO FUEL RESERVE
MUM ALTITUDE MACH NO.,  ZERO WIND
WHICHEVER IS LESS  ALL DESCENTS
 DESCEND AT IDLE, 221 KIAS ARE TO SEA LEVEL
 STANDARD DAY  DRAG INDEX = 55

NOTES:
 LOITER TIME AT CONSTANT ALTITUDE BASED ON 10 NM HOLD-
ING PATTERN WITH 30-DEGREE BANK TURNS.
 ADD 0.4 MIN TO LOITER TIME FOR EACH 1000 FT OF DESTINA-
TION ELEVATION.
 SUBTRACT 1.8 NM FROM DESCENT DISTANCE FOR EACH 1000
FT OF DESTINATION ELEVATION.
 TOTAL LOITER TIME AT CURRENT ALTITUDE INCLUDES LOITER
AND DESCENT, AND TOTAL TIME AT OPTIMUM ALTITUDE
INCLUDES CLIMB, LOITER, AND DESCENT.

IF YOU ARE AT 30,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 30,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN* −NM −LB
200 --- --- --- --- ---
400 --- --- --- --- ---
600 22 35.0K/0.63 22 65 222
800 27 0.60M 40.0K/0.73 27 81 262
1000 32 35.0K/0.63 32 65 222
1500 44 30.0K/0.60 44 54 190
2000 55 30.0K/0.60 55 54 190

* START DESCENT AT 54 NM. 190 LB FUEL USED IN DESCENT.

IF YOU ARE AT 40,000 FEET

FUEL REMAIN CLIMB TO OPT ALTITUDE DESCEND

ON AT 40,000 FT
BOARD TOTAL FROM FUEL USED
−LB TOTAL LOITER ALT/MACH TIME−MIN OPT ALT IN DESCENT
TIME−MIN* −NM −LB
200 --- --- --- --- ---
400 --- --- --- --- ---
600 24 40.0K/0.73 24 81 262
800 29 0.73M 40.0K/0.73 29 81 262
1000 33 40.0K/0.73 33 81 262
1500 45 40.0K/0.73 45 81 262
2000 55 40.0K/0.73 55 81 262

* START DESCENT AT 81 NM. 262 LB FUEL USED IN DESCENT.

Figure P‐11.(Sheet 3)

P-26
 T.O. EG1F-16CG-1CL-1
Best Cruise Altitude for Short Range
Mission — Maximum Range Descent
DATA BASIS FLT TEST ENGINE F110-GE-100

CONDITIONS:
 STANDARD DAY  CRUISE AT CONSTANT ALTI-
 NO WIND TUDE AT OPTIMUM MACH
 MIL CLIMB AT SCHEDULED  DESCEND AT IDLE WITH
KIAS OR CONSTANT SPEEDBRAKES CLOSED
ALTITUDE OPTIMUM  DRAG INDEX/DESCENT SPEED
CRUISE MACH NO., KIAS = 0/215, 50/220, AND ≥
WHICHEVER IS LOWER 100/230

ST CL TOT BEST
GW* MSN CR TOTAL FUEL CONSUMED (LB)/DESCENT
RG** ALT RANGE (NM)

LB− NM FT− DI DI DI
1000 1000 0 100 200

20.0 50 21.7 366/43 416/33 476/27

20.0 100 34.5 616/83 701/59 808/48
20.0 150 38.3 833/97 961/69 1114/56
20.0 200 42.0 1041/111 1195/79 1404/63
20.0 250 43.2 1237/118 1430/81 1676/65

24.0 50 20.0 405/38 445/32 515/27

24.0 100 32.4 683/72 778/57 899/48
24.0 150 37.1 931/84 1068/69 1252/58
24.0 200 38.0 1171/88 1348/71 1586/59
24.0 250 38.0 1407/88 1629/71 1915/59

28.0 50 19.9 431/37 485/32 556/29

28.0 100 30.5 752/63 858/54 993/47
28.0 150 34.6 1031/72 1186/63 1391/54
28.0 200 36.0 1299/75 1500/65 1758/57
28.0 250 36.0 1564/76 1815/65 2127/57

* CLIMB BEGINS AT SL.

** CLIMB/CRUISE/DESCENT.

Figure P‐12.(Sheet 1)

P-27
T.O. EG1F-16CG-1CL-1
Best Cruise Altitude for Short Range
Mission — Maximum Range Descent
DATA BASIS FLIGHT TEST ENGINE F110-GE-100

CONDITIONS:
 STANDARD DAY  CRUISE AT CONSTANT ALTI-
 NO WIND TUDE AT OPTIMUM MACH
 MIL CLIMB AT SCHEDULED  DESCEND AT IDLE WITH
KIAS OR CONSTANT SPEEDBRAKES CLOSED
ALTITUDE OPTIMUM  DRAG INDEX/DESCENT SPEED
CRUISE MACH NO., KIAS = 0/215, 50/220, AND ≥
WHICHEVER IS LOWER 100/230

ST CL TOT BEST
GW* MSN CR TOTAL FUEL CONSUMED (LB)/DESCENT
RG** ALT RANGE (NM)

LB− NM FT− DI DI DI
1000 1000 0 100 200

32.0 50 17.7 466/32 527/28 605/25

32.0 100 28.7 827/54 943/49 1092/44
32.0 150 32.0 1141/61 1311/56 1536/50
32.0 200 33.2 1438/64 1673/58 1950/52
32.0 250 33.7 1734/65 2028/59 2362/53

36.0 50 15.3 500/27 572/24 658/22

36.0 100 26.5 903/46 1035/43 1199/39
36.0 150 30.0 1248/53 1445/50 1687/45
36.0 200 30.0 1585/53 1849/50 2161/45
36.0 250 30.0 1921/54 2250/50 2631/45

40.0 50 12.5 533/23 616/20 711/18

40.0 100 24.0 981/39 1129/37 1306/34
40.0 150 28.0 1360/46 1580/44 1845/40
40.0 200 28.0 1731/46 2025/44 2368/40
40.0 250 28.9 2092/48 2456/46 2871/42

* CLIMB BEGINS AT SL.

** CLIMB/CRUISE/DESCENT.

Figure P‐12.(Sheet 2)

P-28
 T.O. EG1F-16CG-1CL-1

Ambient Air Temperature

ALTITUDE STD TEMP

1000 FT C F
SL 15 59
5 5 41
10 −5 23
15 −15 6
20 −25 −12
25 −35 −30
30 −44 −48
35 −54 −66
40 −56 −70
45 −56 −70
50 −56 −70
55 −56 −70
60 −56 −70
F = (9/5 C) + 32
C = 5/9( F − 32 )

1F−16X−1CL−1−0002X

Figure P‐13.

P-29
T.O. EG1F-16CG-1CL-1
Refused Landing Distance (Non-AB)
DATA BASIS ESTIMATED ENGINE F110-GE-100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES 3−POINT ATTITUDE
SPEEDBRAKES − CLOSED ENGINE SPOOLED TO IDLE
CG = 35% MAC POWER SELECTED AT LANDING
ZERO ROLL TRIM ROLLOUT SPEED OF 80 KIAS
LIFT−OFF AT TAKEOFF SPEED
ANDAND
10 DEGREES PITCH ATTITUDE
ALL RUNWAY CONDITION
READINGS
ZERO WIND AND SLOPE
NOTES:
REDUCE GROUND ROLL 0.5% FOR EACH KNOT
FASTER THAN 80 KIAS

1F−16C−RLGEBIM

Figure 14. (Sheet 1)

P-30
 T.O. EG1F-16CG-1CL-1
Refused Landing Distance (AB)
DATA BASIS ESTIMATED ENGINE F110-GE-100
CONFIGURATION: CONDITIONS:
ALL DRAG INDEXES 3−POINT ATTITUDE
SPEEDBRAKES − CLOSED ENGINE SPOOLED TO IDLE
CG = 35% MAC POWER SELECTED AT LANDING
ZERO ROLL TRIM ROLLOUT SPEED OF 80 KIAS
LIFT−OFF AT TAKEOFF SPEED
ANDAND
10 DEGREES PITCH ATTITUDE
ALL RUNWAY CONDITION
READINGS
ZERO WIND AND SLOPE
NOTES:
REDUCE GROUND ROLL 0.5% FOR EACH KNOT
FASTER THAN 80 KIAS

1F−16C−RLGEBIA

Figure 14. (Sheet 2)

P-31
T.O. EG1F-16CG-1CL-1
NOTES:

P-32
 T.O. EG1F-16CG-1CL-1
SECTION EP
EMERGENCY PROCEDURES
INDEX
Page

GROUND EMERGENCIES
ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . . F-7

ANTISKID MALFUNCTION (GROUND) . . . . . E-15

BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . E-31

COCKPIT OVERPRESSURIZATION
(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . . F-5

ENGINE AUTOACCELERATION
(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . . C-7

FIRE/OVERHEAT/FUEL LEAK (GROUND) . C-9

GROUND EGRESS . . . . . . . . . . . . . . . . . . . . . . F-5

HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . E-35

HOT START (GROUND) . . . . . . . . . . . . . . . . . . C-5

HUNG START/NO START . . . . . . . . . . . . . . . . C-7

HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . . F-7

MAIN AND STANDBY GENERATOR

FAILURE (GROUND) . . . . . . . . . . . . . . . . . . A-5

NLG WOW SWITCH FAILURE . . . . . . . . . . . . E-5

NWS FAILURE/HARDOVER . . . . . . . . . . . . . . E-33

INDEX

EP-1
EP-1 EP
 T.O. EG1F-16CG-1CL-1
Page
TAKEOFF EMERGENCIES
ABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-33

AB MALFUNCTION ON TAKEOFF . . . . . . . . C-13

BLOWN TIRE ON TAKEOFF . . . . . . . . . . . . . . E-7

ENGINE FAILURE ON TAKEOFF . . . . . . . . . . C-11

ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . C-15

LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . E-7

LG HANDLE WILL NOT RAISE . . . . . . . . . . . E-31

LOW THRUST ON TAKEOFF OR AT

LOW ALTITUDE (NON-AB) . . . . . . . . . . . . . C-13

IN-FLIGHT EMERGENCIES
ABNORMAL OR NO ENGINE RESPONSE . C-25

ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . . F-7

AIR DATA MALFUNCTIONS . . . . . . . . . . . . . . B-11

AIRCRAFT BATTERY FAILURE . . . . . . . . . . . A-11

AIRCRAFT NON-RESPONSIVE IN PITCH

OR FLCS DUAL ELECTRONIC
FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-19

AIRSTART PROCEDURES . . . . . . . . . . . . . . . C-33

AOA MALFUNCTIONS . . . . . . . . . . . . . . . . . . . B-5

(Cont)
INDEX

EP-2
EP EP-2
 T.O. EG1F-16CG-1CL-1
Page
AOA PROBE ICING . . . . . . . . . . . . . . . . . . . . . . B-11

AUTOPILOT MALFUNCTIONS . . . . . . . . . . . . B-23

CADC MALFUNCTION . . . . . . . . . . . . . . . . . . . B-7

CANOPY MALFUNCTIONS . . . . . . . . . . . . . . . F-23

CANOPY DAMAGE/LOSS IN FLIGHT . . . F-23
CANOPY WARNING LIGHT ON . . . . . . . . . F-23
FAILURE OF CANOPY TO SEPARATE . . F-23

CAUTION LIGHT (INDEX) . . . . . . . . . . . . . . . . EP-9

COCKPIT PRESSURE/TEMPERATURE
MALFUNCTION (IN FLIGHT) . . . . . . . . . . . F-15

DBU ON WARNING LIGHT . . . . . . . . . . . . . . . B-7

DUAL HYDRAULIC FAILURE . . . . . . . . . . . . . D-19

EJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-23
EJECTION (IMMEDIATE) . . . . . . . . . . . . . . . F-23
EJECTION (TIME PERMITTING) . . . . . . . . F-23
FAILURE OF CANOPY TO SEPARATE . . F-23

ELECTRICAL POWER CYCLING . . . . . . . . . . A-7

ELECTRICAL SYSTEM FAILURES . . . . . . . . TAB A

EMERGENCY JETTISON . . . . . . . . . . . . . . . . . F-17

EMERGENCY POWER DISTRIBUTION . . . . A-23

ENGINE FAULT CAUTION LIGHT . . . . . . . . . C-21

ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . C-15

(Cont)

EP-3
 T.O. EG1F-16CG-1CL-1
Page
ENGINE MALFUNCTIONS . . . . . . . . . . . . . . . . TAB C

ENGINE STALL RECOVERY . . . . . . . . . . . . . . C-23

ENGINE VIBRATIONS . . . . . . . . . . . . . . . . . . . C-19

EPU MALFUNCTIONS . . . . . . . . . . . . . . . . . . . A-21

ABNORMAL EPU OPERATION . . . . . . . . . A-21
UNCOMMANDED EPU OPERATION . . . . A-21

EQUIP HOT CAUTION LIGHT . . . . . . . . . . . . . F-11

FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . . C-37

FLCS PMG FAILURE . . . . . . . . . . . . . . . . . . . . . A-11

FLCS RLY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . A-13

FLCS SINGLE ELECTRONIC FAILURE . . . . B-19

FLCS TEMPERATURE MALFUNCTIONS . . . B-15

FLIGHT CONTROL FAILURES . . . . . . . . . . . . TAB B

FUEL IMBALANCE . . . . . . . . . . . . . . . . . . . . . . D-5

FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-11

FUEL LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-7

FUEL MALFUNCTIONS . . . . . . . . . . . . . . . . . . TAB D

FUEL MANAGEMENT SYSTEM PFL . . . . . . . D-13

GRAVITY FEED . . . . . . . . . . . . . . . . . . . . . . . . . D-13

(Cont)

EP-4
 T.O. EG1F-16CG-1CL-1
Page
HOOK LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . EP-11

HOT FUEL/OIL OR GRAVITY FEED . . . . . . . D-13

HYDRAULIC MALFUNCTIONS . . . . . . . . . . . . TAB D

HYDRAULIC SYSTEM OVERPRESSURE . . D-15

HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . . F-7

HYPOXIA/HYPOCAPNIA . . . . . . . . . . . . . . . . . F-9

INS FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . F-19

INS COMPUTER FAILURE LESS (39) . . . F-19
TOTAL INS FAILURE . . . . . . . . . . . . . . . . . . F-19

JETTISON (SELECTIVE & EMERGENCY) . . F-17

LANDING GEAR/LANDING
MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . TAB E

LEF MALFUNCTION
(ASYMMETRIC) . . . . . . . . . . . . . . . . . . . . . . . B-15

(SYMMETRIC) . . . . . . . . . . . . . . . . . . . . . . . . B-13

LOW ALTITUDE ENGINE FAILURE

OR FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . C-29

MAIN GENERATOR FAILURE (IN FLIGHT) . A-5

MAIN AND STANDBY GENERATOR

FAILURE (IN FLIGHT) . . . . . . . . . . . . . . . . . A-19

MAIN, STANDBY, AND EPU

GENERATOR FAILURE . . . . . . . . . . . . . . . . A-15

(Cont)

EP-5
 T.O. EG1F-16CG-1CL-1
Page
MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . TAB F

OIL SYSTEM MALFUNCTION . . . . . . . . . . . . . C-19

OUT-OF-CONTROL RECOVERY . . . . . . . . . . B-25

OVERHEAT CAUTION LIGHT . . . . . . . . . . . . . C-17

OXYGEN MALFUNCTION . . . . . . . . . . . . . . . . F-11

PARTIAL ELECTRICAL POWER LOSS . . . . A-7

PILOT FAULT LIST − ENGINE . . . . . . . . . . . . EP-13

PILOT FAULT LIST − FLCS . . . . . . . . . . . . . . . EP-14

PBG MALFUNCTION (31) . . . . . . . . . . . . . . . . F-13

PTO SHAFT FAILURE . . . . . . . . . . . . . . . . . . . . D-21

SEC CAUTION LIGHT . . . . . . . . . . . . . . . . . . . . C-31

SELECTIVE JETTISON . . . . . . . . . . . . . . . . . . . F-17

SERVO MALFUNCTIONS . . . . . . . . . . . . . . . . B-23

SINGLE HYDRAULIC FAILURE . . . . . . . . . . . D-15

SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . . F-13

STALL RECOVERY (ENGINE) . . . . . . . . . . . . C-23

STANDBY GENERATOR FAILURE

(IN FLIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . . A-15

(Cont)

EP-6
 T.O. EG1F-16CG-1CL-1
Page
STUCK THROTTLE . . . . . . . . . . . . . . . . . . . . . . C-29

SYSTEM B AND GENERATOR FAILURE

(PTO SHAFT) . . . . . . . . . . . . . . . . . . . . . . . . . D-21

TEF MALFUNCTION . . . . . . . . . . . . . . . . . . . . . B-13

TF FAIL WARNING LIGHT (118) . . . . . . . . . . B-27

TRAPPED EXTERNAL FUEL . . . . . . . . . . . . . D-9

TRIM MALFUNCTION . . . . . . . . . . . . . . . . . . . . B-5

WARNING/CAUTION LIGHTS . . . . . . . . . . . . . EP-10

WARNING LIGHT (INDEX) . . . . . . . . . . . . . . . . EP-9

ZERO RPM/ERRONEOUS RPM

INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . C-23

LANDING EMERGENCIES
ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . . F-7

ALTERNATE LG EXTENSION . . . . . . . . . . . . . E-23

ANTISKID MALFUNCTION (LANDING) . . . . . E-13

ASYMMETRIC STORES (LANDING) . . . . . . . E-27

BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . E-31

CABLE ARRESTMENT . . . . . . . . . . . . . . . . . . . E-19

CONTROLLABILITY CHECK . . . . . . . . . . . . . B-27

(Cont)

EP-7
 T.O. EG1F-16CG-1CL-1
Page

EPU MALFUNCTIONS . . . . . . . . . . . . . . . . . . . A-21

FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . . C-37

HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . E-35

HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . . F-7

LANDING WITH A BLOWN TIRE . . . . . . . . . . E-9

LANDING WITH A BLOWN
MAIN GEAR TIRE . . . . . . . . . . . . . . . . . . . . . E-9
LANDING WITH A BLOWN
NOSE GEAR TIRE . . . . . . . . . . . . . . . . . . . . . E-9

LANDING WITH LG UNSAFE/UP . . . . . . . . . . E-35

LG FAILS TO EXTEND/ABNORMAL
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . E-25

LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . E-7

LG HANDLE WILL NOT LOWER . . . . . . . . . . E-25

LG HANDLE WILL NOT RAISE . . . . . . . . . . . E-31

MAIN LG COLLAPSE ON TOUCHDOWN . . . E-5

NET ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . E-19

NLG WOW SWITCH FAILURE . . . . . . . . . . . . E-5

NWS FAILURE/HARDOVER . . . . . . . . . . . . . . E-33

END

EP-8
 T.O. EG1F-16CG-1CL-1
Warning/Caution Light Index

FLCS ENGINE AVIONICS SEAT NOT

FAULT FAULT FAULT ARMED
B-2 C-21 EP-11 EP-10
ELEC EQUIP NWS
SEC
SYS HOT FAIL
TAB A C-31 F-11 E-33
PROBE FUEL/OIL RADAR ANTI
HEAT HOT ALT SKID
EP-12 D-13 EP-10 E-13 / E-15
INLET
CADC ———— HOOK
ICING
B-7 EP-11 EP-11
STORES OXY
OVERHEAT ————
CONFIG LOW
EP-10 C-17 F-11
ATF NOT CABIN
ENGAGED EEC ———— PRESS
EP-10 ———— F-15
FWD
FUEL LOW BUC ———— ————

D-7 ————
AFT
———— ———— ————
FUEL LOW
D-7

CANOPY ENG FIRE TF FAIL

F-23 C-15 B-27

FLCS TO/LDG
B-7 B-2 EP-11
DBU ON CONFIG

HYD/OIL
C-2 TAB C / TAB D
ENGINE PRESS

Illumination of MASTER CAUTION light which is not extin­

guished with fault acknowledgement, and a light illuminated on
caution light panel (ENGINE FAULT, AVIONICS FAULT) with
no accompanying PFL displayed may indicate that MFD TEST
page is full. Clearing MFLs on TEST page will in most cases re­
sult in display of PFL triggering caution indications and enable
reset of MASTER CAUTION light with fault acknowledgement.

EP-9
 T.O. EG1F-16CG-1CL-1
Warning/Caution Lights

CORRECTIVE AC-
LIGHT CAUSE
TION/REMARKS

Ejection safety When desired, ro-

SEAT NOT
ARMED lever up (system tate ejection safety
safe) lever down (armed)

STORES CONFIG
sw is in incorrect
position or loading Verify STORES
category CONFIG sw is in
STORES in SMS software proper position for
CONFIG
disagrees with aircraft loading
actual GP/STORE/ category
LINE loading cate-
gory

If in ATF, climb to a
safe altitude and
verify:
 AIR REFUEL
sw CLOSE
 ALT FLAPS
sw NORM
 TRIM/AP
ATF NOT NVP or FLCS can- DISC sw
ENGAGED not support ATF NORM
 No CADC
failures

NOTE:
Deselect ATF until
the cause of
the caution light il-
lumination can
be determined.

RADAR Malfunction of Move RDR ALT sw

ALT radar altimeter to OFF

EP-10

EP-10 WARNING/CAUTION LIGHTS

 T.O. EG1F-16CG-1CL-1
Warning/Caution Lights

CORRECTIVE AC-
LIGHT CAUSE
TION/REMARKS
If in areas of known
or suspected icing
Ice accumulation conditions, position
INLET engine ANTI ICE
ICING detected or system
malfunction sw to ON. Refer to
AOA PROBE
ICING, page B-11
Note PFL(s) dis-
played on PFLD.
Depress C DF
F-ACK, DR FAULT
Avionic fault(s) de- ACK button to ac-
tected or MUX knowledge fault(s)
AVIONICS communication
FAULT and reset AVION-
with FLCS or en- ICS FAULT caution
gine lost light. Perform fault
recall(s) as desired
to determine if the
failure condition still
exists
Normal landing,
Hook not up and touchdown beyond
HOOK
locked approach-end ar-
resting gear
A. For in-flight LG
Aircraft configura- problems, refer to
tion wrong for take- LANDING EMER-
off or landing GENCIES, page
TO/LDG Any of the follow- EP-7
ing: B. If TEFs do not
CONFIG 1. LG not down and extend, execute
locked landing using nor-
2. TEFs not fully mal AOA (approx
down 20 kts faster than
normal)

EP-11

EP-11
 T.O. EG1F-16CG-1CL-1
Warning/Caution Lights

CORRECTIVE AC-
LIGHT CAUSE
TION/REMARKS

GROUND: Place
PROBE HEAT sw
to OFF for 1 minute
(caution light goes
off) when OFF is
selected); then re-
select PROBE
HEAT. If caution
GROUND: Probe light comes on si-
heater failure, mon- multaneously with
itoring system fail- reselection of
ure, or one/both PROBE HEAT, a
AOA probe heaters probe heater or
have shut off to monitoring system
prevent overheat failure has oc-
curred. If caution
PROBE
HEAT light does not come
on when PROBE
HEAT is rese-
lected, one/both
AOA probe heaters
were shut off to
prevent overheat
IN FLIGHT: Place
PROBE HEAT sw
to PROBE HEAT, if
IN FLIGHT: Probe required, and avoid
heater(s) or moni- areas of known or
toring system fail- suspected icing
ure. conditions. If icing
conditions exist, re-
fer to AOA PROBE
ICING, page B-11
Check for specific
illuminated warning
One or more red light
WARN glareshield warning Reset by toggling
lights illuminated DRIFT C/O sw to
WARN RESET on
ICP

EP-12

EP-12
 T.O. EG1F-16CG-1CL-1
Pilot Fault List — Engine
CORRECTIVE
FAULT CAUSE ACTION/REMARKS

ENG LUBE Oil quantity below Refer to OIL SYSTEM

LOW/ENG 016 preset limit MALFUNCTION, page
C-19*

ENG A/I FAIL/ Engine anti-ice Avoid areas of known or

ENG 015 valve failed in suspected icing condi-
closed position or tions*
indication malfunc-
tion
ENG MACH The CADC supplied Supersonic stall protec-
FAIL/ENG 017 mach number to the tion is inoperative.
DEC is no longer If accompanied by ENG
available, or engine 023 MFL, the engine is in
is in HYB HYB. When subsonic,
check engine responds
normally from IDLE to
MIL. If engine responds
normally, land as soon as
practical. If engine does
not respond normally, re-
fer to ABNORMAL OR
NO ENGINE RE-
SPONSE, page C-25*
If CADC caution light is
also on, refer to CADC
MALFUNCTION, page
B-7*
If ENG 023 MFL is not
present and CADC cau-
tion light is not on or was
reset, mission may be
continued. Do not retard
throttle below MIL while
supersonic*

ENG BUS FAIL/ Communication be- Illuminates AVIONICS

ENG 003 tween engine and FAULT caution light. Oth-
MUX bus lost er engine PFLs cannot
be displayed*

ENG A/B FAIL/ AB system failure Land as soon as practical

ENG 013 or detected if fault does not clear. AB
ENG 018 operation inhibited. If
nozzle remains closed at
idle below 0.5 mach, refer
to ABNORMAL OR NO
ENGINE RESPONSE,
page C-25*

* Refer to ENGINE FAULT CAUTION LIGHT, page C-21.

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

EP-13
 T.O. EG1F-16CG-1CL-1
Pilot Fault List — FLCS
(FLCS warning light illuminated)

CORRECTIVE
FAULT CAUSE ACTION/REMARKS

FLCS AOA WARN Dual AOA failure Refer to AOA MAL-

FUNCTIONS, page
B-5

FLCS DUAL FAIL Dual electronic, Refer to AIRCRAFT

sensor, or power NON-RESPONSIVE IN
failure in one or PITCH OR FLCS
more axes DUAL ELECTRONIC
FAILURE, page B-19

FLCS LEF LOCK LEFs are locked Refer to LEF MAL-

due to multiple fail- FUNCTIONS, page
ures, LE FLAPS B-13 / B-15
switch position, or
asymmetry

STBY GAIN Dual air data failure Refer to AIR DATA

MALFUNCTIONS,
page B-11

FLCS BIT FAIL FLCS BIT has Perform a second

detected a failure FLCS BIT. If fault does
not clear, notify mainte-
nance. Fault only
occurs on ground

EP-14
 T.O. EG1F-16CG-1CL-1
Pilot Fault List — FLCS (118)
(TF FAIL warning light illuminated)

CORRECTIVE
FAULT CAUSE ACTION/REMARKS

SWIM NVP FAIL NVP data bad, Refer to TF FAIL

AMUX wraparound WARNING LIGHT,
failure, NVP self- Page B-27
mode failure, or cy-
clic test problem
monitor failure

SWIM RALT FAIL SDC monitor failure

or CARA data bad

SWIM SCP FAIL Below set clear-

ance failure

SWIM ATTD FAIL INS attitude estima-

tor failure

SWIM ATF FAIL NVP ATF select

failure

SWIM VEL FAIL INS failure

EP-15
 T.O. EG1F-16CG-1CL-1
Pilot Fault List — FLCS
(FLCS FAULT caution light illuminated for all)

CORRECTIVE
FAULT CAUSE ACTION/REMARKS

FLCS ADC FAIL First failure of tri- Refer to AIR DATA

plex air data input MALFUNCTIONS,
signal page B-11

FLCS AOA FAIL First failure of tri- Refer to AOA MAL-

plex AOA input sig- FUNCTIONS, page
nal B-5

FLCS AOS FAIL AOS feedback PFL is only displayed

function is inopera- on the MFD FLCS
tive due to page. Perform FLCS
failure 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 sw
to CAT III*

FLCS FLUP OFF MANUAL TF FLY- Position the MANUAL

UP sw moved to TF FLYUP sw as re-
DISABLE quired. A FLCS reset
extinguishes FLCS
FAULT caution light

FLCS BIT detects Position MANUAL TF

MANUAL TF FLY- FLYUP sw to ENABLE.
UP sw in DISABLE Rerun FLCS BIT

FLCS A/P DEGR Autopilot operating Refer to AUTOPILOT

outside of attitude MALFUNCTIONS,
limits or unable to page B-23
hold commanded
mode

FLCS A/P FAIL Autopilot has dis- Refer to AUTOPILOT

connected or can- MALFUNCTIONS,
not be engaged due page B-23
to loss of needed
data

NOTE:
*The potential for a departure from controlled flight is significantly in-
creased if the AOS feedback function is inoperative and maneuver-
ing occurs with the STORES CONFIG sw in CAT I.

EP-16
 T.O. EG1F-16CG-1CL-1
Pilot Fault List — FLCS
(FLCS FAULT caution light illuminated for all except FLCS BUS
FAIL)

CORRECTIVE
FAULT CAUSE ACTION/REMARKS

FLCS BUS FAIL Communication lost Illuminates AVIONICS

between FLCC and FAULT caution light.
MUX bus Other FLCS PFLs may
not be displayed on the
PFLD. Refer to FLCS
page on MFD for FLCS
PFLs

BRK PWR DEGR Power supply fail- Refer to FLCS SINGLE

ure detected in one ELECTRONIC FAIL-
or more branches URE, page B-19

FLCS CCM FAIL Erroneous output Refer to FLCS SINGLE

command detected ELECTRONIC FAIL-
by CCM URE, page B-19

FLCS HOT TEMP FLCC sensors Refer to FLCS TEM-

detect two PERATURE MAL-
branches in excess FUNCTIONS, page
of 75°C B-15

ISA ALL FAIL Two or more ISA’s Refer to SERVO MAL-

have reported a FUNCTIONS, page
first servo valve fail- B-23
ure

ISA LHT FAIL Indicated ISA has Refer to SERVO MAL-

ISA RHT FAIL reported a first FUNCTIONS, page
ISA LF FAIL servo valve failure B-23
ISA RF FAIL
ISA RUD FAIL

FLCS SNGL FAIL Indicates single Notify maintenance.

electronic or sensor Fault only occurs on
failure in one or ground
more axes

FLCS MUX DEGR BIT detected degra- FLCS reset will not
dation of FLCC clear fault. Perform a
MUX interface second FLCS BIT. If
fault does not clear and
no other faults are
reported, the system
redundancy is ade-
quate for flight. Notify
maintenance after
flight. Fault only occurs
on ground

EP-17
 T.O. EG1F-16CG-1CL-1

NOTES:

EP-18
 T.O. EG1F-16CG-1CL-1
GLOSSARY

ELEC
FLCS PMG Dash line indicates light may be
MAINGEN on or off

A-1
 T.O. EG1F-16CG-1CL-1
Electrical System Failures
ELEC ELEC Refer to ELEC control panel.
SYS

ACFT BATT ELEC

SYS
A FAIL AIRCRAFT BATTERY
FAILURE . . . . . . . . . . . . . . . . . . A-11

ELECTRICAL POWER CYCLING . . . . . . . . . . . . . . . . . A-7

EMERGENCY POWER DISTRIBUTION . . . . . . . . . A-23

HYDRAZN
EPU MALFUNCTIONS . . . . . . . . . A-21
AIR

AND EPU RUN LIGHT

OFF OR FLASHING

FLCS PMG
FLCS PMG FAILURE . . . . . . . . . . A-11
ELEC
SYS

FLCS RLY LIGHT . . . . . . . . . . . . . A-13

FLCS RLY
ELEC
SYS

MAIN GENERATOR FAILURE

MAINGEN
(IN FLIGHT) . . . . . . . . . . . . . . . . . A-5
ELEC
SYS

ELEC
SYS
MAINGEN
MAIN AND STANDBY
GENERATOR FAILURE
AND (GROUND) . . . . . . . . . . . . . . . . . . A-5

STBY GEN
(IN FLIGHT) . . . . . . . . . . . . . . . . A-19

(Cont)

A-2
 T.O. EG1F-16CG-1CL-1
ACFT BATT
FLCS PMG STBY GEN EPU GEN TO FLCS
FAIL
MAINGEN EPU PMG

ELEC
SYS

AND EPU RUN LIGHT OFF

MAIN,STANDBY, AND EPU GENERATOR
FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-15

PARTIAL ELECTRICAL POWER LOSS . . . . . . . . . . . A-7

STBY GEN STBY GEN FLCS PMG ELEC

SYS
OR +
STANDBY GENERATOR FAILURE (IN FLIGHT) . . A-15

HYD/OIL

PRESS

ELEC
SYS
FLCS
FAULT

FLCS PMG STBY GEN

MAINGEN

B HYD PRESS INDICATOR LOW

EPU RUN LIGHT ON
ISA ALL FAIL PFL
SYSTEM B AND GENERATOR
FAILURE (PTO SHAFT) . . . . . . . . . . . . . . GO TO D-21

END

A-3

7 ” Page

A-3
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 Turn EPU on, if required, to obtain NWS.

2 C If chocks are not installed, be prepared to immediately

engage the parking brake if it disengages when the EPU is shut
off.

3 Toe brakes and parking brake are available with or without the
EPU as long as the MAIN PWR sw is not moved to OFF.

4 C If main or standby generator cannot be reset, NWS is

inoperative unless the EPU is activated.

5 C (118) While operating on standby generator with

NVP powered, do not exceed 5000 ft MSL and do not
exceed 25 minutes NVP operating time.
6  Main generator failure will result in a momentary loss of
the HUD, MFDs and other cockpit instruments.

 Consider a gravity feed situation (see HOT FUEL/OIL or

GRAVITY FEED, page D-13) when a main generator failure
occurs in combination with either a single hydraulic A failure or a
fuel imbalance (FFP failure).

7 The HUD will lose flight data if the SMS is powered off while
the main generator is off line.

8 This action may reset the main generator.

9 C Electrical power cycling may be observed after landing.

A-4 MAIN & STBY GEN FAIL (GND)/MAIN GEN FAIL (IN FLT)

7 ” Page

A-4
 T.O. EG1F-16CG-1CL-1
MAIN AND STANDBY GENERATOR FAILURE
(GROUND)
If MAIN GEN and STBY GEN lights illuminate:
1. Stop the aircraft. 1
2. ANTI‐SKID sw - PARKING BRAKE.
3. OXYGEN - 100%.
4. Ensure all nonessential personnel are clear.
5. EPU sw - OFF. 2 C
If further taxiing is required:
6. ELEC CAUTION RESET button - Depress. 3
4 C
7. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

MAIN GENERATOR FAILURE (IN FLIGHT) 5 C 6

If MAIN GEN light illuminates:

1. LEFT HDPT and RIGHT HDPT - OFF.
2. SMS - OFF (flight conditions permitting). 7
3. ELEC CAUTION RESET button - Depress. 8
If main generator does not reset:
4. SMS - ON.
If power cycling is observed:
5. Go to ELECTRICAL POWER CYCLING, page A‐7.
If power cycling is not observed:
6. Land as soon as practical. 9 C

If power cycling is observed during landing rollout, once

the aircraft is at a safe taxi speed:
7. SMS - OFF.
8. MAIN PWR sw - BATT.
9. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.
END

MAIN & STBY GEN FAIL (GND)/MAIN GEN FAIL (IN FLT) A-5

7 1/4 ” Page

A-5
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 The HUD will lose flight data if the SMS is powered off while
the main generator is off line.

2 This may reset overcurrent protection unit(s).

MAIN
NONESS AC BUS NO.1 GEN NONESS AC BUS NO.2
FCC FLOOD Instrument/
Seat Adjustment Console Lights
TWS
STBY
ESS AC BUS
GEN
MFDs (off)

EPU
EMER AC BUS NO. 1 EMER AC BUS NO. 2
GEN
AOA Indicator (off) HSI (off flag)
FUEL FLOW (frozen) HYD PRESS (frozen)
VVI (off) OIL Pressure (frozen)
Critical items lost: Critical items lost:
 CADC  ADI, HSI, Fuel
 INS (up to 90 sec Quantity
of use)  TACAN
EMER DC BUS NO. 1 EMER DC BUS NO. 2
AOA Indexer Autopilot
Speedbrakes (81) HUD
NWS SEAT NOT ARMED
COM2 Radio Caution Light
Critical items lost:
Critical items lost:
 LG DOWN  LG UP-DN
Permission Button Command (ALT
(DN LOCK REL GEAR extension
button required) required)
 LG WHEELS  ILS
Down Lights
 TACAN
AIRCRAFT
BATT BUS NO. 1 BATTERY BATT BUS NO. 2
FTIT (indicates < 200) EPU Fuel (indicates
Intercom < zero)
RPM (indicates < zero) SAI (off flag)
COM1 Radio Critical items lost:
COM2 Radio*  Channel 2 Brakes
Critical items lost: and Parking Brake
 Channel 1 Brakes  Hook
 LG WHEELS  LG Warning Light
Down Lights (handle)

*COM2 radio is also inoperative because

the intercom is not powered.

A-6 ELEC PWR CYCLING/PARTIAL ELEC PWR LOSS

7 1/4 ” Page

A-6
 T.O. EG1F-16CG-1CL-1
ELECTRICAL POWER CYCLING
If cycling occurs:
1. SMS, LEFT HDPT and RIGHT HDPT - OFF. 1
2. Nonessential avionics - OFF.
3. Monitor aircraft systems.

If cycling stops:
4. Land as soon as practical.

If cycling continues or reoccurs:

4. EPU - ON.

After verifying EPU GEN and EPU PMG lights are off:
5. MAIN PWR sw - BATT.
6. Land as soon as possible.
7. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

PARTIAL ELECTRICAL POWER LOSS

1. SMS, LEFT HDPT and RIGHT HDPT - OFF. 1

2. ELEC CAUTION RESET button - Depress. 2

If power is restored:

3. Land as soon as practical.

(Cont)

ELEC PWR CYCLING/PARTIAL ELEC PWR LOSS A-7

7 1/2 ” Page

A-7
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
3 Refer to the diagram on page A-6 to determine the power
status of individual buses. If one item on a bus is powered, then
that bus should be considered powered.

4  Determining the status of the battery buses is critical for a

safe recovery of the aircraft.

 The hook will remain down and be capable of engaging a cable

until very low battery bus voltage (approx 5 vdc); however, if
battery bus power is completely lost, the hook will not remain fully
down.

5  The nonessential dc buses and essential dc bus lose

power. This results in loss of power to the LESS (81) HUD,
ASHM, fuel boost and transfer pumps, CARA, ECM, TWS, and
FCR and power for normal weapon arming/release including
selective jettison.

 If the affected systems are required for the safe recovery of the
aircraft, consider delaying/terminating EPU operation until the
systems are no longer required.

6 If power to the battery buses is lost after the landing gear has
been extended, the landing gear cannot be raised.

A-8 PARTIAL ELECTRICAL POWER LOSS (CONT)

7 1/2 ” Page

A-8
 T.O. EG1F-16CG-1CL-1

If power is not restored:

3. Determine the power status of electrical buses. 3

4

If one or both emergency ac buses are not powered:

4. EPU sw - ON. 5

If the battery buses are not powered:

5. Consider a net arrestment, refer to NET

ARRESTMENT, page E‐19.

If net arrestment is not available:

6. Consider a gear up landing, refer to LANDING

WITH LG UNSAFE/UP, page E‐35. 6
7. Refer to EMERGENCY POWER DISTRIBU­
TION, page A‐23.

8. Land as soon as possible.

If EPU was activated:

9. Refer to ACTIVATED EPU/HYDRAZINE LEAK,

page F‐7.

END

PARTIAL ELECTRICAL POWER LOSS (CONT) A-9

7 3/8 ” Page

A-9
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 C If the aircraft battery has failed (and EPU is off), do not taxi
except to clear runway. Subsequent loss of the main and standby
generators results in loss of all braking, NWS, hook, and radios.

 A steady or intermittent ACFT BATT FAIL light in flight should

be treated as a battery failure.

2  The nonessential dc buses and essential dc bus lose

power. This results in loss of power to the LESS (81) HUD,
ASHM, fuel boost and transfer pumps, CARA, ECM, TWS, and
FCR and power for normal weapon arming/release including
selective jettison.

 If the affected systems are required for the safe recovery of the
aircraft, consider delaying/terminating EPU operation until the
systems are no longer required.

 If battery bus powered equipment begins to operate in a

degraded manner or is inoperative, place HOOK sw down and
refer to PARTIAL ELECTRICAL POWER LOSS, page A-7.

 The ACFT BATT FAIL light may subsequently extinguish. This

should not be interpreted to mean that the battery has recharged.
It may indicate that the battery voltage is so low that the light
cannot remain illuminated.

 During ground operations after engine start, the ACFT BATT

FAIL light (and possibly ELEC SYS caution light) may flicker on
then off (duration of illumination is not long enough to activate the
MASTER CAUTION light). This flickering is the result of a
nuisance problem that does not require corrective action by
maintenance and it should not occur in flight.

A-10 AIRCRAFT BATTERY FAILURE

7 3/8 ” Page

A-10
 T.O. EG1F-16CG-1CL-1
AIRCRAFT BATTERY FAILURE 1 C

1. EPU sw - ON. 2
2. Land as soon as practical.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

If EPU runs abnormally:

4. EPU sw - OFF, then NORM.

5. Land as soon as possible.
6. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

Prior to shutdown:

7. Loose items - Secure.

8. Canopy - Open.

FLCS PMG FAILURE

If FLCS PMG light illuminates:

1. Land as soon as practical.

END

ACFT BATT FAIL / FLCS PMG FAIL A-11

7 3/4 ” Page

A-11
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1  The nonessential dc buses and essential dc bus lose

power. This results in loss of power to the LESS (81) HUD,
ASHM, fuel boost and transfer pumps, CARA, ECM, TWS, and
FCR and power for normal weapon arming/release including
selective jettision.

 If the affected systems are required for the safe recovery of the
aircraft, consider delaying/terminating EPU operation until the
systems are no longer required.

A-12 FLCS RLY LIGHT

7 3/4 ” Page

A-12
 T.O. EG1F-16CG-1CL-1
FLCS RLY LIGHT

1. FLCS PWR TEST sw - TEST, momentarily.

If FLCS RLY light goes off:

2. Land as soon as practical.

If FLCS RLY light remains on:

2. EPU sw - ON. 1
3. Land as soon as practical.
4. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

If EPU runs abnormally:

3. EPU sw - OFF, then NORM.

4. Land as soon as possible.

END

FLCS RLY LIGHT A-13

8 ” Page
A-13
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
Main, standby, and EPU generators inoperative:
 Avionics inoperative.
 Uncontrollable cold airflow into the cockpit or reduced airflow to
the cockpit if the water separator coalescer freezes up.
 ADI AUX warning flag.
 ADI OFF warning flag.

MAJOR INOPERATIVE EQUIPMENT:

Main, standby, and EPU generators inoperative:
 Normal LG extension.
 LEFs, speedbrakes, stick trim.
 FUEL quantity/FUEL FLOW indicators.
 Fuel boost and transfer pumps.
 Stores jettison (SEL and EMER).
 ADI, AOA, IFF, INS, TACAN, ILS, and VHF.
 Go to EMERGENCY POWER DISTRIBUTION, page A-23, for
other systems lost.

OTHER CONSIDERATIONS:
1 With standby generator failure and the MAL & IND LTS sw in
DIM, the ELEC SYS caution light may not appear to illuminate
when the MASTER CAUTION and STBY GEN lights illuminate.

2 This action may reset the standby generator.

3 Consider a gravity feed situation (see HOT FUEL/OIL or

GRAVITY FEED, page D-13) when a main generator failure
occurs in combination with either a single hydraulic A failure or a
fuel imbalance (FFP failure).

4 W LEFs are inoperative and departure susceptibility may be

increased. Near 1 g flight, 200 kts should keep AOA less than 12.
Limit rolling maneuvers to a max bank angle change of 90 and
avoid rapid roll rates.

5 This action may reset the main and/or standby generator.

6 This action may reset the main generator.

A-14 STBY GEN FAIL (IN FLT)/MAIN, STBY, EPU GEN FAIL

8 ” Page
A-14
 T.O. EG1F-16CG-1CL-1
STANDBY GENERATOR FAILURE (IN FLIGHT) 1

If STBY GEN light or STBY GEN & FLCS PMG light

illuminate(s):

1. ELEC CAUTION RESET button - Depress. 2

2. Land as soon as practical.

MAIN, STANDBY, AND EPU GENERATOR FAILURE

If MAIN GEN, STBY GEN, and EPU GEN lights

illuminate: 3

1. AOA - 12 max (200 kts min). 4 W

2. EPU sw - ON (if EPU run light is off).
3. Climb if necessary.
4. Throttle - As required to extinguish the
HYDRAZN light.

If EPU GEN light goes off:

5. Go to MAIN AND STANDBY GENERATOR

FAILURE (IN FLIGHT), page A‐19.

If EPU GEN light remains on:

6. ELEC CAUTION RESET button - Depress. 5

If both MAIN GEN and STBY GEN lights remain on:

7. MAIN PWR switch - BATT, then MAIN PWR. 6

(Cont)

STBY GEN FAIL (IN FLT)/MAIN, STBY, EPU GEN FAIL A-15

8 1/4 ” Page A-15

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
7 W  Emergency jettison is not available unless the main,
standby, or EPU generator is operating.

 Plan to land within 30 minutes to ensure adequate electrical

power for communications, brakes, and hook.

 If the FLCS PMG and EPU PMG lights are on in combination

with the ACFT BATT TO FLCS light, the aircraft battery is
powering the FLCS. With the aircraft battery powering the FLCS
in addition to the battery buses, approx 3-14 minutes flight time
is available.

 When the FLCS is powered by the aircraft battery, remain alert

for degraded flight controls. At the first indication of degraded
response, reduce airspeed and climb to safe ejection altitude.
Eject prior to complete loss of control.

8 Fly airspeed for 11 AOA approach using fuel state when
power was lost.

9 W If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND.

10  Alternate LG extension can be used up to 300 kts;

however, the NLG may not fully extend until 190 kts. Time above
190 kts should be minimized in case there is a leak in the
pneumatic lines.

 WHEELS down lights and TO/LDG CONFIG warning light

function are inoperative. Monitor LG handle warning light to verify
that LG is down.

11 C  NWS is not available following alternate LG extension.

 Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.

 Pulling the ALT GEAR handle with normal system B hydraulic

pressure may result in system B hydraulic failure within 15
minutes.

A-16 MAIN, STBY, EPU GEN FAIL (CONT)

A-16 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1

If either MAIN GEN or If MAIN GEN, STBY

STBY GEN light goes off: GEN, and EPU GEN
lights all remain on or all
8. EPU sw - OFF, then come on again: 7 W
NORM.
9. Land as soon as 8. HOOK sw - DN.
possible. 9. CNI knob - BACKUP.
10. Refer to ACTIVATED 10. Minimize COM1
EPU/HYDRAZINE transmissions.
LEAK, page F‐7.
If conditions permit:
END
11. Land as soon as
possible. 8
12. LG handle - DN.
(Use DN LOCK REL
button.) 9 W
13. ALT GEAR handle -
Pull (190 kts max).
10 11 C
14. Consider an ap­
proach‐end arrest­
ment, if conditions
permit. Refer to CA­
BLE ARRESTMENT,
page E‐19.
15. Refer to ACTIVATED
EPU/HYDRAZINE
LEAK, page F‐7.

After landing:

16. Stop straight ahead

and have chocks in­
stalled (or engage
parking brake).
17. MAIN PWR sw -
MAIN PWR (until
chocks are installed).

END

MAIN, STBY, EPU GEN FAIL (CONT) A-17

8 1/8 ” Page
A-17
 T.O. EG1F-16CG-1CL-1
MAJOR INOPERATIVE EQUIPMENT:
 LESS (81) HUD.
 Fuel boost and transfer pumps.
 Go to EMERGENCY POWER DISTRIBUTION, page A-23, for
other systems lost.

OTHER INDICATIONS:
 Numerous caution lights.
 Caution lights come on bright, if dimmed.

OTHER CONSIDERATIONS:
1  LESS (81) The HUD requires main or standby generator
power.

 Consider a gravity feed situation (see HOT FUEL/OIL or

GRAVITY FEED, page D-13) when a main generator failure
occurs in combination with either a single hydraulic A failure or a
fuel imbalance (FFP failure).

2 This action may reset the main and/or standby generator. The
MAIN PWR sw may also be cycled to reset the main generator.

3 If warning flag(s) is in view, refer to TOTAL INS FAILURE, page

F-19.

4 W (39) 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 C If chocks are not installed, be prepared to immediately

engage the parking brake if it disengages when the EPU is shut
off.

A-18 MAIN AND STBY GEN FAIL (IN FLT)

8 1/8 ” Page
A-18
 T.O. EG1F-16CG-1CL-1
MAIN AND STANDBY GENERATOR FAILURE (IN
FLIGHT) 1

If MAIN GEN and STBY GEN lights illuminate:

1. EPU sw - ON (if EPU run light is off).

2. ELEC CAUTION RESET button - Depress. 2

If MAIN GEN or STBY If MAIN GEN and STBY

GEN light goes off: GEN lights remain on:

3. EPU sw - OFF, then 3. ADI - Check for

NORM. presence of OFF and/
4. ADI - Check for or AUX warning
presence of OFF and/ flags. 3 4 W
or AUX warning 4. Land as soon as
flags. 3 4 W possible.
5. Land as soon as 5. Refer to ACTIVATED
practical. EPU/HYDRAZINE
6. Refer to ACTIVATED LEAK, page F‐7.
EPU/HYDRAZINE 6. If hydrazine depletes
LEAK, page F‐7. or EPU run light
goes off at low thrust
END - Go to ABNORMAL
EPU OPERATION,
page A‐21.

After landing and air­

craft is stopped:

7. Chocks - Installed
(or parking brake
engaged).
8. EPU sw - OFF. 5 C
9. MAIN PWR sw -
MAIN PWR (until
chocks are installed).

END

MAIN AND STBY GEN FAIL (IN FLT) A-19

A-19
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 The nonessential dc buses and essential dc bus may lose
power. If so, this results in loss of power to the LESS (81) HUD,
fuel boost and transfer pumps, CARA, ECM, TWS, and FCR and
power for normal weapon arming/release including selective
jettison.

2 Only if required to maintain low thrust.

3  The nonessential dc buses and essential dc bus lose

power. This results in loss of power to the LESS (81) HUD, fuel
boost and transfer pumps, CARA, ECM, TWS, and FCR and
power for normal weapon arming/release including selective
jettison.

 If the affected systems are required for the safe recovery of the
aircraft, consider delaying/terminating EPU operation until the
systems are no longer required.

4 Keep thrust high enough to assure adequate bleed air if EPU

fuel usage continues above 90% rpm or if EPU run light is
flashing. If EPU fuel is depleted or if EPU run light goes off at low
thrust, set throttle to keep EPU run light on.

5 In the event of a primary speed control failure, the system will

switch to secondary speed control and the EPU will utilize bleed
air, if available, even while the HYDRAZN light remains
illuminated. In this instance, illumination of the HYDRAZN light is
not an indicator that the EPU is commanding hydrazine.
Observation of the EPU FUEL quantity gauge is always required
to determine hydrazine usage.

6 Make an approach-end arrestment, if practical, if EPU fuel

depletes before landing or if EPU run light goes off at low thrust
settings. Refer to CABLE ARRESTMENT, page E-19.

7 W Before landing, confirm that the EPU operates (EPU run

light is on) with the throttle in IDLE. If the EPU run light goes off,
immediately advance the throttle and maintain throttle a setting
which keeps EPU run light on until after touchdown.

8 C If EPU underspeeds, electrical bus cycling may affect brake

operation. For a missed engagement, attempt CHAN 1 then
CHAN 2 brakes. If no braking is available, consider going around
for another engagement or making a departure-end arrestment.
The parking brake still operates.

A-20 EPU MALFUNCTIONS

A-20
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
EPU MALFUNCTIONS

Uncommanded EPU Operation

If uncommanded EPU operation occurs and AIR light

is off (bleed air valve failure): 1

1. Throttle - Min practical thrust.

2. Stores - Jettison (if required). 2
3. Land as soon as possible.

If AIR light is on (and EPU is operating normally): 3

1. EPU - Leave running.

2. Land as soon as possible.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

Abnormal EPU Operation

If EPU was turned on for an ACFT BATT FAIL or a

FLCS RLY light:

1. EPU sw - OFF, then NORM.

2. Land as soon as possible.
3. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

If EPU was activated for other reasons:

1. Throttle - As required (82‐90% rpm). 4 5

2. EPU FUEL quantity - Monitor.
3. Land as soon as possible. 6 7 W 8 C
4. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

END

EPU MALFUNCTIONS A-21

A-21
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1

NOTES:

A-22
A-22
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
MAIN GENERATOR FAILED

BUS ASSIGNMENT
INOPERATIVE NACELLE
SYSTEM
EQUIPMENT NONESS AC NONESS DC
NO. 1 NO. 2 NO. 1 NO. 2
ENGINE EMSC X
FUEL Pumps 1, 2, 4 & 5 X <
FUEL/OIL HOT Caution Light
X
(fuel hot signal)
STORES MGT AIM‐7 <<<<
Stations 3, 5 & 7 ‐ECM, EO,
Radar‐Guided Weapons, <<
ETARS
Stations 4 & 6 - EO, Radar‐
X
Guided Weapons
AVIONICS DTU X
FCC X
FCR Radar <
TGP (right inlet station) <<< X
TWS X X
LIGHTS Flood Console X
Flood Instrument X
Formation X
Taxi X
OTHER ECM Control <
Halon Heater X
Inlet Strut heater X
INS Heater X
Nacelle Ejector Shutoff X
Seat Adjustment X
Total Temp Probe Heater X
NOTE: Equipment on nonessential ac bus No. 1 or nonessential ac bus No. 2
may be functional with MAIN GEN light on (bus contactor failure).

*Aft equipment bay nonessential dc bus.

**Overcurrent protection panel No. 1.
***Overcurrent protection panel No. 2.
****Nacelle nonessential ac bus.

A-23

EMERGENCY POWER DISTRIBUTION A-23

 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
MAIN AND STANDBY GENERATORS FAILED
(All equipment from page A-23 plus the following:)

INOPERATIVE BUS ASSIGNMENT

SYSTEM
EQUIPMENT ESS AC ESS DC
FUEL Pump 3 X X
Tank Inerting X
STORES MGT AIM‐9 <
Arm and Release
X
Power - Stations 1 Thru 9
AVIONICS LESS (81) HUD X
LESS (81) HUD/CTVS X
MFDs X
NVP (left inlet power and
<< X
control)
PFLD <
Radar Altimeter X
OTHER Air Data Probe Heater
<
(fuselage)
(81) Battery Charger
X
Power
NOTE: Equipment on this sheet may operate if MAIN GEN light was caused by
bus contactor failure at nonessential bus No. 1

*Nacelle essential ac bus.

**Overcurrent protection panel No. 2.

A-24

A-24
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED
(All equipment from pages A-23 and A-24 plus the
following:)

BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
ENGINE Engine ANTI ICE Sw X
ENGINE FAULT Caution Light X
Engine Ice Detector X
Fire/Overheat Detect and X
Test
HYD PRESS Indicators X
Low Energy Ignition Power X
NOZ POS Indicator X
OIL Pressure Indicator X
FLIGHT ADI X
INSTRUMENT Altimeter (ELECT) X
AOA Indexer X
AOA Indicator X
HSI X
INSTR MODE Sel Sw X
Turn Needle X
VVI X
FUEL Automatic Forward Fuel
X
Transfer
FUEL FLOW Indicator X
FUEL LOW Caution Lights X
FUEL Quantity Indicator X
FLT CONT Autopilot X
DBU ON Warning light
X
(branches A & B)
DBU ON Warning Light
X
(branches C & D)
C DF FLCS FAULT Caution X
Light (branches A & B)

DR FLCS FAULT Caution X

Light (branches C & D)
FLCS RESET Switch
X
(branches A & B)
FLCS RESET Switch
X
(branches C & D)
FLCS Power Source
X
(branches A & B)
FLCS Power Source
X
(branches C & D)
FLCS Warning Light
X
(branches A & B)

A-25
A-25
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED − CONT
(All equipment from pages A-23, A-24, and A-25 plus the
following:)

BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
FLT FLCS Warning Light
X
CONT (branches C & D)
(cont) LEFs X
Speedbrakes X
StickTrim X
NAV COMM IFF X X
INS X X
ILS X
TACAN X X
COM2 Radio X
STORES MGT C ALT REL Button X
CIU* X X
Chaff/Flare Dispensers X
EMER JETT Button* X X
Gun X X
MASTER ARM Switch X
MSL STEP Switch X
STORES CONFIG Caution
X
Light
C DF WPN REL Button X

DR WPN REL Button X

AVIONICS CADC X
CADC Caution Light X
(81) HUD X
ICP/IKP X
MFD Video Control X
Upfront Controls X X
LIGHTS ANTICOLLISION Strobe X
AR (flood) X
AR (slipway) X
Landing X
LANDING/TAXI/External Sw X
MAL & IND LTS TEST/BRT
X
DIM
POSITION X
PRIMARY CONSOLES X
PRIMARY INST PNL X

*Indicates redundancy.

A-26
A-26
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
MAIN, STANDBY, AND EPU GENERATORS FAILED − CONT
(All equipment from pages A-23, A-24, A-25, and
A-26 plus the following:)

BUS ASSIGNMENT
INOPERATIVE
SYSTEM EMER AC EMER DC
EQUIPMENT
NO. 1 NO. 2 NO. 1 NO. 2
LG/NWS/ LG Hydraulic Isolation X
BRAKES LG Sequence (doors) X
LG UP‐DN Command X
NWS X
WHEELS Down Lights X
OTHER Air Data Probe Heater
X
(nose)
AOA Probe Heaters X
AR System X
AVTR/CTVS X
LESS (81) Battery Charger
X
Power
CABIN PRESS Caution
X
Light
CAMERA/GUN Trigger X
Cockpit Pressure Dump
X
Capability
Cockpit Temperature
X
Control
Engine Bleed Air Valves
X
(close capability)
EQUIP HOT Caution
X
Light
INLET ICING Caution Light X
C DF LIQUID OXYGEN X
Quantity Indicator
OXY LOW Caution Light X
Probe Heat Monitor X
PROBE HEAT Switch X
SEAT NOT ARMED
X
Caution Light

A-27
A-27
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
OPERATING EQUIPMENT − MAIN, STANDBY, AND EPU
GENERATORS FAILED

BUS
ASSIGNMENT
SYSTEM OPERATING EQUIPMENT
BATTERY

NO. 1 NO. 2
ENGINE Electrical Throttle Position X
PRI (no supersonic stall protection)*
PRI/SEC Transfer Circuit*
INSTRU- Airspeed/Mach Indicator*
MENTS Altimeter (PNEU)*
FTIT Indicator X
RPM Indicator X
SAI X
FUEL External Fuel Transfer*
FUEL MASTER Switch X
FFP*
FLIGHT Functional (except LEFs, speedbrakes,
CONTROLS autopilot, and stick trim)*
NAV/COMM Intercom X
Magnetic Compass*
COM1 Radio X
LIGHTS Spotlights X
Utility Light X
LG/NWS/ Alternate LG Extension*
BRAKES Antiskid/Channel 1 Brakes X
Antiskid/Channel 2 Brakes X
LG Uplock/Downlock X
MLG WOW (branches A & B) X
MLG WOW (branches C & D) X
NLG WOW (branches A & B) X
NLG WOW (branches C & D) X
Parking Brake X
WARNING CANOPY X
LIGHTS ENGINE X
HYD/OIL PRESS X
LG Warning (handle) X

*Indicates items that do not require power through the battery buses.

A-28
A-28
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
Emergency Power Distribution
OPERATING EQUIPMENT − MAIN, STANDBY, AND EPU
GENERATORS FAILED - CONT

BUS
ASSIGNMENT
SYSTEM OPERATING EQUIPMENT
BATTERY

NO. 1 NO. 2
CAUTION ANTI SKID X
LIGHTS ELEC SYS X
HOOK X
MASTER CAUTION X
SEC X
OTHER Canopy Activation X
EPU X X
Hook X
JFS X
MAIN PWR Switch X
VMS X

A-29
A-29

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1

NOTES:

A-30
A-30

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
NOTES:

FLCS
B

B-1
 T.O. EG1F-16CG-1CL-1
Flight Control Failures
1. If ELEC is on, GO TO TAB A.
SYS

HYD/OIL
2. If is on, GO TO TAB C / TAB D.
PRESS

FLCS
3. If FLCS and/or is on, depress
FAULT
FLCS

F‐ACK button and note PFL display(s).

4. If AVIONICS is on with PFL FLCS BUS FAIL,
B
refer to FLCS page on MFD.
PFL REFER TO: PAGE
FLCS WARNING LIGHT ILLUMINATED

FLCS AOA WARN AOA MALFUNCTIONS . . . . . . B-5

STBY GAIN AIR DATA MALFUNCTIONS . B-11

FLCS LEF LOCK LEF MALFUNCTION

(SYMMETRIC) . . . . . . . . . . . . . B-13

FLCS DUAL FAIL FLCS DUAL ELECTRONIC

FAILURE . . . . . . . . . . . . . . . . . . B-19

FLCS FAULT CAUTION LIGHT ILLUMINATED

FLCS AOA FAIL AOA MALFUNCTIONS . . . . . . B-5

FLCS ADC FAIL AIR DATA MALFUNCTIONS . B-11

FLCS AOS FAIL PILOT FAULT LIST−FLCS . . . EP-14

FLCS FLUP OFF

FLCS HOT TEMP FLCS TEMPERATURE

MALFUNCTIONS . . . . . . . . . . . B-15

BRK PWR DEGR FLCS SINGLE ELECTRONIC

FLCS CCM FAIL FAILURE . . . . . . . . . . . . . . . . . . B-19

(Cont)

B-2
 T.O. EG1F-16CG-1CL-1
PFL REFER TO: PAGE
FLCS FAULT CAUTION LIGHT ILLUMINATED (CONT)

FLCS A/P FAIL AUTOPILOT MALUNCTIONS B-23

FLCS A/P DEGR

ISA (any) FAIL SERVO MALFUNCTIONS . . . B-23

ISA ALL FAIL

(118) TF FAIL WARNING LIGHT ILLUMINATED

TF FAIL TF FAIL WARNINGLIGHT . . . . B-27

TF ATTD FAIL

AOA PROBE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . B-11

CADC OR CADC ENGINE

FAULT

CADC MALFUNCTION . . . . . . . B-7

CONTROLLABILITY CHECK . . . . . . . . . . . . . . . . . . . B-27

DBU ON WARN LIGHT . . . . . . B-7

DBU ON

INCREASED LEF MALFUNCTION

BUFFET (SYMMETRIC) . . . . . . . . . . . B-13
 OR
UNCOMMANDED
ROLL (ASYMMETRIC) . . . . . . . . . . B-15

OUT-OF-CONTROL RECOVERY . . . . . . . . . . . . . . . . B-25

TEF MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . B-13

TF FAIL
TF FAIL WARNING LIGHT (118) . . . . B-27

RUNAWAY OR
NO STICK TRIM MALFUNCTION . . . . . . . . B-5
TRIM
END

B-3

B-3
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
Single failures:
 FLCS FAULT caution light.
 FLCS AOA FAIL PFL.

Dual failures (in addition to FLCS system code and FLCS AOA
FAIL PFL):
 FLCS warning light.
 FLCS AOA WARN PFL.

OTHER CONSIDERATIONS:
1 Autopilot cannot be engaged. Automatic Pitch Trim Centering
above 60 kts disabled.

2 If BRK PWR DEGR PFL is also present, refer to FLCS SINGLE

ELECTRONIC FAILURE, page B-19.

3 Do not exceed 11 AOA during approach, landing, or two-point

aerodynamic braking.

4 If icing is suspected, refer to AOA PROBE ICING, page B-11.

B-4

B-4 TRIM / AOA MALFUNCTIONS

 T.O. EG1F-16CG-1CL-1
TRIM MALFUNCTION
1. TRIM/AP DISC sw - DISC, then NORM.

If normal operation is not restored:

2. TRIM/AP DISC sw - DISC. 1

3. ROLL and PITCH TRIM wheels - As required.

AOA MALFUNCTIONS
If FLCS AOA FAIL PFL If FLCS AOA WARN PFL
occurs: 2 occurs:

1. Establish 1 g flight. 1. Establish 1 g flight.

2. FLCS RESET sw - 2. FLCS RESET sw -
RESET. RESET.

If failure indications go If FLCS warning light

off: goes off:

3. Continue normal 3. Land as soon as

operation. practical. 3

If failure indications If FLCS warning light

remain on: remains on:

3. Land as soon as 3. Land as soon as

practical. 3 4 possible. 3

END END

TRIM / AOA MALFUNCTIONS B-5

7 ” Page

B-5
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C If ENGINE FAULT caution light is also on, retarding the
throttle below MIL while supersonic may induce inlet buzz which
produces severe cockpit vibration and probable engine stalls.

2 If a CADC malfunction occurs, the FLCC AOS feedback

function may deactivate.

3 Use AOA indications with caution.

4 Final approach airspeeds C 128 D 130 plus 3 kts per 1000

lb of fuel/store weights equates to 13 AOA (add 11 kts for 11
AOA).

5 Do not use abrupt control inputs or make rudder inputs during

rolls.

6 If possible, slow to 300 kts.

Change 1
B-6 CADC MALF / DBU ON WARNING LIGHT

7 ” Page

B-6 Change 1
 T.O. EG1F-16CG-1CL-1
CADC MALFUNCTION 1 C 2

If CADC caution light illuminates:

1. FLCS RESET sw-RESET.

If CADC caution light If CADC caution light

goes off: remains on:

2. Check for an ENG 2. AOA-Cross‐check

MACH FAIL PFL. with airspeed. 3
3. Land as soon as
If ENG MACH FAIL PFL practical. 4
is still present:

3. Refer to PILOT
FAULT LIST - EN­
GINE, page EP‐13.

If ENG MACH FAIL PFL

is not present:

4. Continue normal
operation.

DBU ON WARNING LIGHT

If DBU ON warning light illuminates:

1. Establish 1 g flight. 5
2. Airspeed-500 kts/0.9 Mach max. 6
3. DIGITAL BACKUP sw-Cycle to BACKUP, then
back to OFF.

(Cont)

CADC MALF / DBU ON WARNING LIGHT B-7

7 1/4 ” Page

B-7
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
7 Verify that DBU is no longer present on the FLCS page of the
MFD.

8 Do not exceed 500 kts/0.9 Mach. (118) Do not engage ATF.

9 If possible, slow to 300 kts. Avoid abrupt control inputs.

Restrict bank angle changes to less than 90.

10 Lower LG at safe altitude and check handling qualities at

11-13 AOA. A mild noseup transient of approx 2 occurs if LG
is lowered below 200 kts.

11 Observe FLCS PWR lights and determine status of toe

brakes. If branch A, B, or C FLCS PWR light fails to illuminate, use
a maximum of 11 AOA for approach, landing, and two-point
aerodynamic braking.

12 Plan a straight-in approach.

B-8 DBU ON WARNING LIGHT (CONT)

7 1/4 ” Page

B-8
 T.O. EG1F-16CG-1CL-1

If DBU ON warning light If DBU ON warning light

goes off: 7 remains on:

4. FLCS RESET sw- 4. DIGITAL BACKUP

RESET (if required). sw-BACKUP.
5. Land as soon as 5. Airspeed-500
practical. 8 kts/0.9 Mach max.
9
END 6. Controllability-
Check. 10
7. FLCS PWR TEST
sw-TEST. 11
8. BRAKES channel
sw-Change chan­
nel (if required).
9. Land as soon as
possible. 12

END

Change 1
DBU ON WARNING LIGHT (CONT) B-9

7 1/8 ” Page

Change 1 B-9
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
Single Air Data Failures:
 FLCS FAULT caution light.
 FLCS ADC FAIL PFL.
Dual Air Data Failures (in addition to FLCS ADC FAIL PFL):
 FLCS warning light.
 STBY GAIN PFL.

OTHER CONSIDERATIONS:
1 W If a FLCS ADC FAIL PFL was displayed shortly after
takeoff and airspeed in the HUD and on the airspeed/Mach
indicator seem low, blockage of the pitot probe may be causing
erroneously low airspeed indications. Maintain airspeed below
210 kts (Cat I) or 275 kts (Cat III) (select GND SPD on the HUD
or use wingman indications). Uncontrollable pitch oscillations
can occur at actual airspeeds above 400 kts.
2 If BRK PWR DEGR PFL is also present, refer to FLCS
SINGLE ELECTRONIC FAILURE, page B-19.
3 If icing is suspected, refer to AOA PROBE ICING, page B-11.
4 Airspeed 275-650 kts with LG up.
5 Do not slow below 275 kts with LG up if STBY GAIN PFL is still
present.
6 W AOA probe icing should be suspected if flying through areas
of known or suspected icing, icing on the aircraft is observed, or
inlet icing is detected.
7 AOA probe icing can be confirmed by making small pitch
inputs, and monitoring the AOA indicator. If AOA indication does
not change, AOA probes are iced.
8 Maintain approx 1 g flight.
9 W Departure from controlled flight is possible below 200 KCAS
or if actual AOA exceeds 12.
10 Increased external heating and airflow due to higher airspeed
may correct an iced (stuck) probe condition.
11 Descend below the freezing level (if possible).
12  With LEFs at or near full up, there are no unique control
inputs required.
 A FLCS AOA FAIL PFL occurs if actual AOA differs by 6 from
the fixed AOA indication when in takeoff and landing gains.

B-10 AIR DATA MALF / AOA PROBE ICING

7 1/8 ” Page

B-10
 T.O. EG1F-16CG-1CL-1
AIR DATA MALFUNCTIONS 1 W

If FLCS ADC FAIL PFL If STBY GAIN PFL occurs:

only occurs: 2
1. Establish 1 g flight
1. Establish 1 g flight. with max of 12
2. FLCS RESET sw - AOA. 4
RESET. 2. FLCS RESET sw -
RESET.
If failure indications go off: 3. Land as soon as
practical. 5
3. Continue normal
operation.

If failure indications
remain on:
3. Land as soon as
practical. 3

AOA PROBE ICING

If AOA probe icing is suspected: 6 W 7

1. Airspeed-200 kts min until LG is down. 8 9 W

2. PROBE HEAT sw-Verify PROBE HEAT.
3. Airspeed-Increase (if practical). 10
4. Icing conditions-Avoid. 11

If AOA indication returns to normal and FLCS AOA

FAIL PFL is present:

5. FLCS RESET sw - RESET.

6. Land as soon as practical.

If AOA indication remains fixed:

5. Fly final approach using computed final approach

KCAS for 11 AOA. 12
6. Land as soon as practical.

END

AIR DATA MALF / AOA PROBE ICING B-11

7 1/2 ” Page

B-11
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 FLCS LEF LOCK PFL may not occur.

2 W Exceeding 12 AOA reduces departure resistance. Limit

rolling maneuvers to a max bank angle change of 90 and avoid
rapid roll rates.

3 Lock LEFs in landing configuration at final approach airspeed

at a safe altitude. This makes final approach and landing as
normal as possible while protecting against uncommanded LEF
excursions close to the ground.

4 The LEFs may drift up after being locked manually.

5 With the LEFs 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 AOA. With the
LEFs at or near full down, the aircraft may tend to float in ground
effect and a slight forward stick force may be required.

6 C Placing MAIN PWR sw to OFF before hydraulic pressure is

lost may cause damage to two LEF shafts.

7 Alternate LG extension can be used up to 300 knots; however,

the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.

8 W NWS is not available following alternate LG extension.

9 C  Do not depress the ALT GEAR reset button while pulling

the ALT GEAR handle. This action may preclude successful LG
extension.

 Pulling the ALT GEAR handle with normal system B hydraulic

pressure, e.g., NLG fails to extend, may result in system B
hydraulic failure within 15 minutes.

10 W A possible loss of hydraulic fluid may result in an eventual

dual hydraulic failure.

B-12 LEF MALF (SYMMETRIC) / TEF MALF

7 1/2 ” Page

B-12
 T.O. EG1F-16CG-1CL-1
LEF MALFUNCTION (SYMMETRIC) 1

If a FLCS LEF LOCK PFL occurs or a malfunction is

suspected (without an FLCS LEF LOCK PFL):

1. AOA - 12 max. 2 W

2. FLCS RESET sw - RESET.

If FLCS warning light resets:

3. Continue flight.

If FLCS warning light does not reset or a malfunction

is suspected (without an FLCS LEF LOCK PFL):

4. Airspeed - Decelerate to subsonic, if supersonic.

5. LE FLAPS sw - LOCK (after LG is down). 3 4
6. Land as soon as practical. 5

During engine shutdown:

7. MAIN PWR sw-Do not place to OFF until

engine rpm has reached zero. 6 C

TEF MALFUNCTION

To preclude an asymmetric TEF extension:

1. ALT GEAR handle - Pull (if required) (190 kts

max, if practical). 7 8 W 9 C
2. BRAKES channel sw - CHAN 2.
3. Land as soon as possible. 10 W
4. Go to CONTROLLABILITY CHECK, page B‐27.

END

LEF MALF (SYMMETRIC) / TEF MALF B-13

7 3/4 ” Page

B-13
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W  Exceeding 10 AOA may result in insufficient roll
authority. Limit rolling maneuvers to gentle roll in with a max bank
angle of 30.

 Flying a fast approach (lower than 6 AOA) presents additional

control difficulties caused by a change in the path of the disturbed
airflow coming off the failed LEF.

2 W Minimize rudder inputs. Use rudder as required to reduce

sideslip when jettisoning stores or to aid in maintaining desired
ground track during the final part of landing approach. Do not use
rudder trim.

3 Lock operating LEF as near symmetrical as possible.

4 The LEFs may drift up after being locked manually.

5 Consider selective jettison of stores from the heavy wing as a

means to reduce roll control requirements. Refer to SELECTIVE
JETTISON, page F-17.

6 C 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.

7 Lower LG at a safe altitude and check handling qualities at 6-

8 AOA.

8 W  Prior to landing with a significant asymmetric LEF

condition, consider aircraft configuration, pilot experience level,
pilot arm fatigue, airfield facilities, weather, winds, and light
conditions (day/night). If conditions are not favorable, a controlled
ejection is recommended.

 If crosswind component is greater than 10 kts, choose a

runway, if possible, which allows landing with the heavy wing
upwind. Fly a shallow, straight-in approach at approx 8 AOA (fly
no lower than 6 AOA) with min roundout for touchdown. Use
rudder, as required, to align aircraft with the runway immediately
prior to touchdown.

9 C Until WOW, forward stick pressure in excess of

approximately 2 lb results in full trailing edge down deflection of
the horizontal tails with reduced directional control and wheel
braking effectiveness.

B-14 LEF MALFUNCTION (ASYMMETRIC)

7 3/4 ” Page

B-14
 T.O. EG1F-16CG-1CL-1
LEF MALFUNCTION (ASYMMETRIC)

If LEF asymmetry occurs:

1. AOA - 6‐10. 1 W
2. Lateral stick/roll trim - As required. 2 W
3. LE FLAPS sw - LOCK. 3 4
4. Stores - Jettison (if required). 5
5. Fuel weight - Reduce (if feasible/required). 6 C
6. Handling qualities - Check. 7
7. Land as soon as practical. 8 W
8. Stick - Lower the nose immediately after
touchdown. 9 C

If departure‐end arrestment is required:

9. HOOK sw - DN.

FLCS TEMPERATURE MALFUNCTIONS

If an FLCS HOT TEMP PFL occurs:

1. Airspeed - 400 kts max (subsonic).

(Cont)

LEF MALF (ASY) / FLCS TEMP MALF B-15

8 ” Page
B-15
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

10 If possible, descend below 15,000 feet MSL.

11 W With the ECS shut down or the AIR SOURCE knob in OFF
or RAM, the g-suit does not inflate (31) and PBG is disabled.

12 External fuel cannot be transferred in OFF or RAM. Consider

jettisoning tanks to decrease drag if range is critical and the ECS
cannot be turned on for short periods of time to transfer fuel.

13 It may take up to 15 minutes for ram-air cooling to extinguish

the light.

B-16 FLCS TEMPERATURE MALFUNCTION (CONT)

8 ” Page
B-16
 T.O. EG1F-16CG-1CL-1

2.Altitude - 25,000 ft MSL max. 10

3.AIR SOURCE knob - RAM. 11 W 12

If failure indications go off: 13

4.Land as soon as practical.

If failure indications remain on:

5.Land as soon as possible.

END

FLCS TEMPERATURE MALFUNCTION (CONT) B-17

7 7/8 ” Page

B-17
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
Single Failures:
 FLCS FAULT caution light.
 FLCS AOA FAIL and FLCS ADC FAIL PFLs may accompany
a BRK PWR DEGR PFL.

Dual Failures:
 FLCS warning light.

OTHER CONSIDERATIONS:
1 Observe FLCS PWR lights and determine brake and brake
channel affected. If branch A, B, or C FLCS PWR light fails to
illuminate, use a max of 11 AOA for approach, landing, and
two-point aerodynamic braking.

B-18 FLCS ELECTRONIC FAILURE

7 7/8 ” Page

B-18
 T.O. EG1F-16CG-1CL-1
FLCS SINGLE ELECTRONIC FAILURE
If BRK PWR DEGR or FLCS CCM FAIL PFL occurs:

1. Establish 1 g flight and airspeed less than 400 kts

(subsonic).
2. FLCS RESET sw-RESET.

If failure indications go If failure indications

off: remain on:

3. Continue normal 3. FLCS PWR TEST

operation. sw - TEST. 1
4. BRAKESchannel
sw -Change chan­
nel (if required).
5. Land as soon as
practical.

AIRCRAFT NON-RESPONSIVE IN PITCH OR FLCS

DUAL ELECTRONIC FAILURE
If aircraft is non‐responsive in pitch and the FLCS
warning light is on:

1. FLCS RESET sw-RESET.

If FLCS warning light remains on:

2. Land as soon as possible.

If FLCS warning light goes off:

2. Land as soon as practical.

If aircraft pitch response is normal and FLCS DUAL

FAIL PFL occurs:

1. Establish 1 g flight and airspeed less than 400 kts

(subsonic).

(Cont)

Change 1
ACFT NON-RESP OR FLCS DUAL/SINGLE FAIL B-19

8 1/4 ” Page Change 1 B-19

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
2 The ATF NOT ENGAGED caution light may illuminate shortly
after depressing the ADV MODE sw.

3 Reset may clear the FLCS warning light; however, the single
failure is still present.

4 Observe FLCS PWR lights and determine brake and brake

channel affected. If branch A, B, or C FLCS PWR light fails to
illuminate, use a max of 11 AOA for approach, landing, and
two-point aerodynamic braking.

5  No significant flying qualities degradation should occur;

however, with an FLCS dual failure, the FLCS has no redundancy.

 2 minutes after WOW, the FLCS FAULT caution light

illuminates and an FLCS SNGL FAIL PFL occurs.

B-20 ACFT NON-RESP/FLCS DUAL ELEC FAIL (CONT)

B-20 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1

2. ADV MODE sw-Depress. 2

3. FLCS RESET sw-RESET. 3

If FLCS warning light goes off and no FLCS PFLs are

present:

4. Continue normal operation. (118) Do not use ADV

MODE sw.
If FLCS warning light If FLCS warning light
goes off and a FLCS PFL remains on:
is still present:
4. FLCS PWR TEST
4. FLCS PWR TEST
sw-TEST. 4
sw-TEST. 4
5. BRAKESchannel
5. BRAKES channel
sw-Change chan­
sw - Change chan­
nel (if required).
nel (if required).
6. Land as soon as
6. Land as soon as
possible. 5
practical.
END
END

Change 1
ACFT NON-RESP/FLCS DUAL ELEC FAIL (CONT) B-21

8 1/8 ” Page
Change 1 B-21
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 Hydraulic failures or momentary drops in hydraulic pressure

also illuminate the FLCS FAULT caution light and cause an ISA
ALL FAIL PFL.

2 ISA FAIL PFLs can occur due to aggressive maneuvering at

low power settings. If multiple servo malfunctions occur in the
absence of these flight conditions, land as soon as practical.

3 Below 15 AOA.

B-22 SERVO / AUTOPILOT MALFUNCTIONS

8 1/8 ” Page
B-22
 T.O. EG1F-16CG-1CL-1
SERVO MALFUNCTION 1
1. Airspeed - 400 kts max (subsonic).

If a hydraulic failure is confirmed:

2. Go to SINGLE (page D‐15) / DUAL (page D‐19)

HYDRAULIC FAILURE.

If hydraulic pressures are normal:

3. FLCS RESET sw - RESET.

If failure indications go off: If failure indications remain

on:
4. Continue normal
operation. 2 4. Land as soon as
practical.

AUTOPILOT MALFUNCTIONS
If FLCS A/P FAIL PFL occurs:

1. Establish 1 g flight. 3
2. FLCS RESET sw-RESET.

If PFL clears:

3. Continue normal operation.

If PFL remains, autopilot cannot be engaged.

If FLCS A/P DEGR PFL occurs:

1. Maneuver aircraft into autopilot envelope.

2. FLCS RESET sw-RESET.

If PFL clears:

3. Continue normal operation.

If PFL remains:

3. Disengage autopilot.

END

SERVO / AUTOPILOT MALFUNCTION B-23

B-23
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W Reaching the MPO sw during inverted departures can be
extremely difficult, or even impossible in some situations.
Securing the lapbelt properly is the best method to ensure the
MPO sw remains within reach. If the MPO sw cannot be reached,
consider lowering the seat using the SEAT ADJ sw.

2 W  Recovery from a deep stall condition will present a low

airspeed situation in which the aircraft may require more than
6000 ft of altitude to attain level flight.

 If recovery (pitch rate stopped, AOA within −5 to +25, and

airspeed 200 kts or greater) is not apparent by 6000 ft AGL,
eject.

3 Engine may stall while out-of-control.

4 Positive g, AOA indicator pegged at 32 (upright deep stall) or

negative g, AOA indicator pegged at −5 (inverted deep stall).

5 W The aircraft should be given 10-20 sec to self-recover with

controls released. A high sustained yaw rate in one direction may
require 20 to 30 sec to subside before a recovery is possible. Pitch
rocking with large pitch, roll and yaw oscillations or a high
sustained yaw rate may prevent recovery.

6 Maintain firm pressure.

7 W  Pitch rocking with a high sustained yaw rate may prevent

recovery. Pitch, roll, and yaw oscillations associated with a deep
stall should not be confused with the continuous yaw rotation
associated with a spin. If in an upright deep stall and a high
sustained yaw rate in one direction does not subside, place the
MPO sw to OVRD with the controls released, and delay stick
inputs until yaw rotation stops or is minimized (below 30 per sec).
This removes the nose down horizontal tail command and
provides the most effective spin recovery. This action should only
be considered when a high sustained yaw rate is present;
otherwise, self-recovery will be delayed or prevented because
the nose down horizontal tail command is removed. Begin pitch
rocking if the aircraft does not self-recover when the yaw rotation
stops or is minimized.

 The MPO sw must be held in OVRD until the deep stall is

positively broken as evidenced by the pitch rate stopping, AOA in
the normal range (−5 to +25), and airspeed increasing above
200 kts. Early release of the MPO sw may delay recovery.

 Failure to adequately secure and tighten lapbelt may result

in inability to reach and operate the MPO sw during
out-of-control situations.

 If the MPO sw cannot be reached, consider lowering the seat

using the SEAT ADJ sw.
Change 1
B-24 OUT-OF-CONTROL RECOVERY
B-24 Change 1
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OUT-OF-CONTROL RECOVERY 1 W 2 W 3

In the event of a departure from controlled flight,

accomplish as much of the following as required to
effect a recovery:

1. Controls - Release.
2. Throttle - IDLE.
3. FLCS RESET sw - RESET.

If still out of control: 4 5 W

4. MPO sw - OVRD and hold. 6 7 W

5. Stick - Cycle in‐phase.

END

OUT-OF-CONTROL RECOVERY B-25

B-25
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 In the event that structural damage of unknown extent is
encountered or if continued control of the aircraft is in doubt,
consider accomplishing applicable steps of EJECTION (TIME
PERMITTING), page F-23, prior to proceeding with CON-
TROLLABILITY CHECK.
2  If LEF damage is observed, consider locking LEFs. LEFs
may drift up after being locked manually. If controllability is
degraded with the LEFs up, consider returning the LE FLAPS sw
to AUTO.

 Observe max AOA limitations for applicable flight condition.

Refer to LEF MALFUNCTION (SYMMETRIC), page B-13, or LEF
MALFUNCTION (ASYMMETRIC), page B-15.
3 W  Consider flying to the base of intended landing before
lowering the landing gear and accomplishing the remainder of the
controllability check.
 If a condition which might cause asymmetric TEF extension
exists, consider alternate LG extension with the LG handle in
UP to preclude TEF extension.
If the LG handle remains up:
 Final approach airspeed is 20 kts higher than normal.
 The TO/LDG CONFIG warning light may illuminate.
 NWS is inoperative.
 BRAKES CHAN 2 must be selected.
 FLCS remains in cruise gains. Consider positioning AIR
REFUEL sw to OPEN to obtain takeoff and landing gains.
 The LG handle warning light remains on to indicate the position
of the gear handle is not in agreement with the actual gear
position.
4 W If the aircraft is not controllable down to a reasonable
landing speed (given consideration to weather, runway condition,
facilities, pilot experience, pilot fatigue, etc.), an ejection is
recommended.
5 Climb to min enroute altitude (MEA) or depart low altitude
environment, if required.
6 This action interrupts the fly-up in ATF or manual TF (if
enabled).
7 If a SWIM PFL is displayed, the TF malfunction was detected
by one or more SWIM monitors.
8 If the malfunction was detected by SWIM and this malfunction
is no longer present, releasing the paddle sw resets the SWIM
monitors, cancels the flyup, and extinguishes the TF FAIL
warning light.
9 W Further TF operations should not be attempted after the
occurrence of a SWIM ATTD FAIL or SWIM VEL FAIL PFL.

B-26
B-26 CONTROL CHECK / TF FAIL WARN LIGHT

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
CONTROLLABILITY CHECK
The following items should be accomplished:

1. Attain safe altitude. 1

2. GW - Reduce (as required).
3. LE FLAPS sw-As required. 2
4. Determine optimum configuration available for
landing. 3 W 
5. Stores - Selectively jettison (if required). Refer to
SELECTIVE JETTISON, page F‐17.
6. Slow only to that AOA/airspeed which allows
acceptable handling qualities. 4 W

TF FAIL WARNING LIGHT (118)

If TF FAIL warning light illuminates:

1. Altitude - As required. 5
2. Paddle sw - Depress (if required). 6
3. PFLD - Check. 7
4. CARA, INS, and FCC - Check for proper
operation.

If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT

FAIL, or SWIM SCP FAIL PFL is displayed:

5. Paddle sw - Release. 8

If SWIM ATF FAIL, SWIM NVP FAIL, SWIM RALT

FAIL, or SWIM SCP FAIL PFL does not clear or recurs:

6. Discontinue TF operations.

If SWIM ATTD FAIL or SWIM VEL FAIL PFL is dis­

played:

5. Paddle sw - Release.
6. Discontinue TF operations. 9 W

If no SWIM PFL was present (NVP malfunction):

5. Paddle sw - Release.
6. Perform TFR BIT.

If NVP malfunction still exists:

7. Discontinue TF operations.

END

B-27

CONTROL CHECK / TF FAIL WARN LIGHT B-27

 T.O. EG1F-16CG-1CL-1

NOTES:

B-28

B-28
 T.O. EG1F-16CG-1CL-1
NOTES:

This section contains F110‐GE‐100 engine data.

ENG
C

C-1
 T.O. EG1F-16CG-1CL-1
Engine Malfunctions

1.If . . . . . . . . . . is on, check RPM and FTIT

. . . ENGINE
........ indications. If RPM and FTIT
........... indications are normal, land as
........... soon as practical.

AB MALFUNCTION ON TAKEOFF . . . . . . . . . . . . . . C-13

ABNORMAL OR NO ENGINE RESPONSE . . . . . . . C-25

AIRSTART PROCEDURES . . . . . . . . . . . . . . . . . . . . . C-33

ENG

ENGINE AUTOACCELERATION (GROUND) . . . . . . . C-7

C

ENGINE FAILURE ON TAKEOFF . . . . . . . . . . . . . . . . C-11

ENGINE ENGINE FAULT CAUTION

FAULT
LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . C-21

ENG FIRE
ENGINE FIRE . . . . . . . . . . . . . . . . . . . . . C-15

ENGINE STALL RECOVERY . . . . . . . . . . . . . . . . . . . . C-23

ENGINE VIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . C-19

FIRE/OVERHEAT/FUEL LEAK (GROUND) . . . . . . . . . C-9

FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . C-37

HOT START (GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . C-5

HUNG START/NO START . . . . . . . . . . . . . . . . . . . . . . . C-7

HYD/OIL
HYDRAULIC FAILURES . . . . . . . TAB D
PRESS

HYD PRESS INDICATOR LOW

(Cont)

C-2
 T.O. EG1F-16CG-1CL-1

LOW ALTITUDE ENGINE FAILURE

OR FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-29

LOW THRUST ON TAKEOFF OR AT LOW

ALTITUDE (NON-AB) . . . . . . . . . . . . . . . . . . . . . . . . C-13
HYD/OIL
OIL SYSTEM MALFUNCTION . . . . . . . C-19
PRESS

OVERHEAT OVERHEAT CAUTION LIGHT . . . . . . . C-17

SEC SEC CAUTION LIGHT . . . . . . . . . . . . . . C-31

STUCK THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . C-29

ZERO RPM/ERRONEOUS RPM INDICATION . . . . . C-23

END

C-3

5 1/4 ” Page

C-3
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 Hot start − FTIT over 935C. During engine start, if the FTIT
increases through 750C while engine rpm is less than 40%, a hot
start can be anticipated.

2 Motor engine with JFS until FTIT is below 200C.

C-4 HOT START (GROUND)

5 1/4 ” Page

C-4
 T.O. EG1F-16CG-1CL-1
HOT START (GROUND) 1

1. Throttle - OFF.
2. FTIT indicator - Monitor.

If FTIT remains above 500C:

3. JFS sw - START 2. 2

END

HOT START (GROUND) C-5

5 1/2 ” Page

C-5
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1  Hung start − RPM has stopped increasing below IDLE and
FTIT is stabilized at less than 935C.

 No start − Light-off does not occur within 10 sec.

C-6 HUNG/NO START

5 1/2 ” Page

C-6
 T.O. EG1F-16CG-1CL-1
HUNG START/NO START 1

1. Throttle - OFF. Notify maintenance.

ENGINE AUTOACCELERATION (GROUND)

1. Throttle - OFF.
2. FUEL MASTER sw - OFF.

END

HUNG/NO START / ENG AUTOACC (GND) C-7

5 3/4 ” Page

C-7
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 An engine or JFS fire/overheat can be detected by flames,
smoke, explosion, signal from ground crew, or radio call. FTIT
may exceed 935C and, if ac power is available, ENG FIRE
warning or OVERHEAT caution light may illuminate.

C-8 FIRE/OVERHEAT/FUEL LEAK (GROUND)

5 3/4 ” Page

C-8
 T.O. EG1F-16CG-1CL-1
FIRE/OVERHEAT/FUEL LEAK (GROUND) 1

1. Throttle - OFF.
2. JFS sw - OFF.
3. FUEL MASTER sw - OFF.
4. ENG FEED knob - OFF (if external power
applied).

If fire continues:

5. Abandon aircraft.

END

FIRE/OVERHEAT/FUEL LEAK (GROUND) C-9

6 ” Page

C-9
 T.O. EG1F-16CG-1CL-1

NOTES:

C-10

6 ” Page

C-10
 T.O. EG1F-16CG-1CL-1
ENGINE FAILURE ON TAKEOFF

If conditions permit:

1. Abort.

If conditions do not permit an abort:

1. Zoom.
2. Stores - Jettison (if possible).
3. Eject.

END

ENGINE FAILURE ON TAKEOFF C-11

6 1/4 ” Page

C-11
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 Nozzle problems may inhibit AB capability as indicated by
presence of the ENG AB FAIL PFL.

2 In a partial thrust situation, thrust available may increase as

altitude decreases. 250 kts approximates the airspeed at which
thrust required for level flight is the lowest.

3 C Position the ENG CONT sw to SEC for a minimum of 1

second, then back to PRI. Failure to wait 1 second in SEC before
going to PRI could result in the system failing to reset.

C-12 LOW THRUST ON T.O./LOW ALT

6 1/4 ” Page

C-12
 T.O. EG1F-16CG-1CL-1
AB MALFUNCTION ON TAKEOFF

If decision is made to stop:

1. Abort.

If takeoff is continued:

1. Throttle - MIL.
2. Stores - Jettison (if required).

LOW THRUST ON TAKEOFF OR AT LOW ALTITUDE

(NON-AB)

If on takeoff and the decision is made to stop:

1. Abort.

If takeoff is continued and/or thrust is insufficient:

1. Throttle - AB. 1
2. Stores - Jettison (if required). 2

If thrust is insufficient to maintain level flight at a safe

altitude:

3. ENG CONT sw - SEC, then PRI. 3 C

END

AB MALF / LOW THRUST ON T.O./LOW ALT C-13

6 1/2 ” Page

C-13
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 Maintain takeoff thrust until min recommended ejection
altitude is attained and then throttle to min practical.

2  If fire occurred in AB, ENG FIRE warning light may not

illuminate. Fire should extinguish after throttle is retarded;
however, nozzle damage may result in lower than normal thrust
as well as an oil leak.

 If within gliding distance of a suitable runway, consider shutting

the engine down. If the decision is made to shutdown the engine,
turn the EPU on prior to engine shutdown in order to ensure
proper EPU operation.

3 Determine if fire and overheat detection circuits are functional.

4 W An in-flight fire may cause the degradation or failure of

multiple systems. If time and conditions permit, attempt to
determine the status of individual flight controls, speed brakes,
FLCS branches, and available thrust.

C-14 ENGINE FIRE

6 1/2 ” Page

C-14
 T.O. EG1F-16CG-1CL-1
ENGINE FIRE

If on takeoff and conditions permit:

1. Abort.

If takeoff is continued:

1. Climb. 1
2. Stores - Jettison (if required).

At a safe altitude:

3. Throttle - Min practical. 2

If ENG FIRE warning light goes off:

4. FIRE & OHEAT DETECT button - Depress. 3

If fire persists: If fire indications cease:

5. Eject. 5. Land as soon as

possible. 4 W
END
END

ENGINE FIRE C-15

6 3/4 ” Page

C-15
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1  Determine if fire and overheat detection circuits are functional.

 If fire detect circuit checks bad, an engine fire may exist. Check
for other signs of fire (visual, FTIT, engine response, etc.).

2 If the EPU was manually turned on, consider turning it off to

determine if it is the source of the overheat condition. If the
OVERHEAT caution light remains on, the EPU should be turned
back on.

3 External fuel cannot be transferred in OFF or RAM. Consider

jettisoning tanks to decrease drag if range is critical and the ECS
cannot be turned on for short periods of time to transfer fuel.

4 W With the ECS shut down or the AIR SOURCE knob in OFF
or RAM, the g-suit does not inflate (31) and PBG is disabled.

5 If conditions permit, nonessential equipment (in order of

priority) the pilot should consider turning off includes the: FCR,
SMS, MFDs, IFF.

6 W If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND.

C-16 OVERHEAT CAUTION LIGHT

6 3/4 ” Page

C-16
 T.O. EG1F-16CG-1CL-1
OVERHEAT CAUTION LIGHT
Accomplish as many of the following as required to ex­
tinguish the caution light. If the light goes off, verify
the integrity of the overheat detection circuit by de­
pressing the FIRE & OHEAT DETECT button and land
as soon as possible.
1. Throttle - Min practical.
2. FIRE & OHEAT DETECT button - Depress. 1
If OVERHEAT caution light extinguishes and detect
circuit checks good:
3. Land as soon as possible.
If OVERHEAT caution light remains on (or detect cir­
cuit checks bad) and EPU is running:
3. EPU sw - OFF (if feasible). 2
If OVERHEAT caution light remains on (or detect cir­
cuit checks bad):
4. OXYGEN - 100%.
5. AIR SOURCE knob - OFF. 3 4 W
6. Descend to below 25,000 ft (18,000 ft if conditions
permit) and reduce airspeed to below 500 kts.
When airspeed is reduced and cockpit is depressurized:
7. AIR SOURCE knob - RAM (below 25,000 ft). 3
4 W
8. Nonessential electrical equipment - Off. 5
If OVERHEAT caution light still remains on (or detect
circuit checks bad):
9. TANK INERTING sw - TANK INERTING even
if Halon is not available.
10. LG handle - DN (300 kts/0.65 Mach max). (Use
DN LOCK REL button if required). 6 W
11. Land as soon as possible.
END

OVERHEAT CAUTION LIGHT C-17

7 ” Page

C-17
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS (OIL SYSTEM MALFUNCTION):
 Below 15 psi at IDLE.
 Below 25 psi at MIL.
 Above 65 psi.
 Pressure fluctuations greater than "5 psi.
 Occurrence of the ENG LUBE LOW PFL.

OTHER CONSIDERATIONS:
1 If the HYD/OIL PRESS warning light is illuminated with
normal OIL and HYD pressure indications, suspect low oil
pressure sw failure or low hydraulic pressure sw failure. Monitor
OIL pressure, NOZ POS, and HYD pressure indicators and land
as soon as practical.

2 With occurrence of the ENG LUBE LOW PFL and/or the

HYD/OIL PRESS warning light illuminated:

 If oil pressure is 10 psi and the nearest suitable airfield is not

within gliding distance, consider using MIL or AB thrust to quickly
gain altitude and/or decrease distance to the nearest suitable
airfield.

 If oil pressure is below 10 psi, attain desired cruise conditions

using min throttle movement and then slowly retard to the
minimum setting required.

3 C When oil pressure is below 10 psi with the ENG LUBE LOW
PFL present and/or the HYD/OIL PRESS warning light
illuminated, throttle movement, high throttle settings, or high
airspeeds may accelerate or cause engine seizure.

4 Monitor hydrazine use. If consumption rate is too high, cycle

EPU sw to OFF, then NORM to conserve hydrazine. Be
prepared to place EPU sw back to ON if the engine seizes.

5 Plan to fly an SFO. Refer to FLAMEOUT LANDING, page C-37.

6 Landing as soon as practical at a suitably configured airfield

is recommended as a precaution with a faulty oil pressure gauge
due to loss of redundancy and ability to monitor oil pressure.

C-18 OIL SYSTEM MALF

7 ” Page

C-18
 T.O. EG1F-16CG-1CL-1
ENGINE VIBRATIONS
If vibrations persist:

1. Throttle-Min practical.
2. Land as soon as possible.

OIL SYSTEM MALFUNCTION 1

If an oil system malfunction is suspected:

1. Range-Maximize. 2 3 C

If the ENG LUBE LOW If oil pressure is out of

PFL occurs or oil pres­ normal operating limits
sure is low with the HYD/ with no other indications
OIL PRESS warning of an oil system malfunc­
light illuminated: tion, or if the HYD/OIL
PRESS warning light is
2. Stores - Jettison (if illuminated with no oth­
required). er indications of an oil
3. EPU sw - ON, if oil system malfunction:
pressure decreases
below 10 psi. 4 2. Land as soon as
4. Land as soon as practical. 6
possible. 5
5. Refer to ACTIVATED END
EPU/HYDRAZINE
LEAK, page F‐7.

END

ENGINE VIBRATIONS / OIL SYSTEM MALF C-19

7 1/4 ” Page

C-19
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 If the ENG FAULT caution light follows an FCC failure and
a Mach number change of 0.3 Mach or greater, engine
operation is not affected; however the caution light is not
resettable and engine PFLs cannot be displayed.
2 The failure condition no longer exists if the PFL is not present
during the fault recall.

C-20 ENGINE FAULT CAUTION LIGHT

7 1/4 ” Page

C-20
 T.O. EG1F-16CG-1CL-1
ENGINE FAULT CAUTION LIGHT

If ENGINE FAULT caution light illuminates:

1. PFLD - Note PFL(s) displayed. 1

2. C DF F‐ACK, DR FAULT ACK button - Depress
to acknowledge fault.
3. Refer to PILOT FAULT LIST - ENGINE, page
EP‐13.
4. C DF F‐ACK, DR FAULT ACK button - Depress
to perform fault recall. 2

END

ENGINE FAULT CAUTION LIGHT C-21

7 1/2 ” Page

C-21
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 Partial alternator failure may not result in transfer to SEC but

may cause loss of engine fault reporting capability and zero or
erroneous rpm indication.

2 For serious hardware problems, the engine may operate

normally at idle rpm but exhibit stall/vibration conditions at
thrust settings above idle rpm. Use the highest thrust setting
below the stall/vibration condition to sustain flight, and jettison
stores (if required).

3 If stall(s) occurred in AB at 30,000 ft MSL or above and while

subsonic, the engine is safe to operate in the IDLE to MIL range
provided no other abnormal engine indications are observed.

C-22 ZERO RPM/ERR RPM IND/ENG STALL REC

7 1/2 ” Page

C-22
 T.O. EG1F-16CG-1CL-1
ZERO RPM/ERRONEOUS RPM INDICATION

If SEC caution light is illuminated:

1. Go to SEC CAUTION LIGHT, page C‐31.

If SEC caution light is not illuminated:

1. Land as soon as practical. 1

ENGINE STALL RECOVERY

If an AB stall(s) occurs:

1. Throttle-Snap to MIL.

If AB stalls do not clear or stall(s) occurs below AB:

2. Throttle-IDLE. 2

If stalls continue, or thrust is insufficient for a safe

recovery:

3. Initiate airstart. Refer to AIRSTART PROCE­

DURES, page C‐33.

If stall(s) clears:

3. Throttle-MIL or below. Minimize throttle

movements and make necessary movements
slowly. 3

If stall(s) occurred at MIL or below, or in AB below

30,000 ft MSL or while supersonic:

4. Land as soon as possible.

END

ZERO RPM/ERR RPM IND/ENG STALL REC C-23

7 3/4 ” Page

C-23
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
 Engine oscillations.

 Insufficient thrust at MIL (with or without correct indications).

 Lack of response to throttle commands.

 Nozzle indicating or suspected full open or closed.

OTHER CONSIDERATIONS:
1 W Failure to monitor sink rate and height above terrain while
applying low thrust recovery procedures can result in an ejection
outside ejection seat performance envelope.

2 C If SEC caution light is on, refer to SEC CAUTION LIGHT,

page C-31.

3 C Retarding throttle below MIL while supersonic may induce

inlet buzz which produces severe cockpit vibration and probable
engine stalls.

4 C Idle PRI thrust with nozzle stuck closed is approx 50%

greater than idle SEC thrust.

5 Transfer to SEC may be accomplished while supersonic if the

throttle remains at MIL.

6 AB operation is inhibited and exhaust nozzle is closed.

7 Consideration should be given to delaying the engine

response check until within gliding distance of a suitable runway.

8 During landing in SEC, idle thrust is approx twice that in PRI

with a normal nozzle. Minimize taxi distance after landing to
prevent overheating the brakes due to increased thrust.

9 C An SFO is not recommended if engine is operating

satisfactorily in SEC.

10 Operation in SEC will result in delayed aircraft response to

throttle inputs.

C-24 ABNORMAL OR NO ENGINE RESPONSE

7 3/4 ” Page

C-24
 T.O. EG1F-16CG-1CL-1
ABNORMAL OR NO ENGINE RESPONSE

If abnormal engine response occurs: 1 W 2 C

If in AB or if supersonic:

1. Throttle-Retard to MIL. 3 C

If subsonic or problem still exists: 4 C

2. ENG CONT sw - SEC. 5

3. Airspeed - 250 kts (if thrust is too low to sustain
level flight).
4. Throttle - Verify engine responds normally to
throttle movement from IDLE to MIL; set as
desired. 6 7

If a safe landing can be made with the current thrust:

5. Land as soon as practical. 8 9 C 10

(Cont)

ABNORMAL OR NO ENGINE RESPONSE C-25

8 ” Page
C-25
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
11 A broken throttle cable or throttle linkage disconnect causes
a transfer to SEC or HYB and abnormal engine response in SEC
or HYB. Reselecting PRI restores normal engine operation for
flight.

12  In the event of a broken throttle cable or throttle linkage

disconnect, engine shutdown after flight requires use of the FUEL
MASTER sw.

 Consider an SFO. Refer to FLAMEOUT LANDING, page C-37.

13 W Delaying engine shutdown can result in a long, fast

landing. Wheel braking is less effective due to lack of WOW and
there is an increased probability of a missed cable engagement.

14 If engine does not respond, shut down the engine with the
FUEL MASTER sw. At MIL, the engine flames out in approx 6
seconds. At IDLE, the engine flames out in approx 45 seconds.

15 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOW or
if forward stick pressure is held.

C-26 ABNORMAL OR NO ENG RESPONSE (CONT)

8 ” Page
C-26
 T.O. EG1F-16CG-1CL-1

If thrust is insufficient to make a safe landing or ab­

normal engine response is still present:

5. ENG CONT sw - C DF PRI, DR NORM. 11

6. Land as soon as possible. 12

If thrust is too high to permit a safe landing:

5. Plan a flameout landing. Refer to FLAMEOUT

LANDING, page C‐37.
When prepared to land:
6. EPU sw - ON.
7. JFS sw - START 2.
When at high key or within gliding distance of a suit­
able landing field: 13 W

8. Throttle - OFF. 14
9. HOOK sw - DN (if required). 15 W

END

ABNORMAL OR NO ENG RESPONSE (CONT) C-27

7 7/8 ” Page

C-27
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 If stores jettison is attempted after main and standby

generators drop off line but before EPU generator powers the
SMS (approx 5 seconds delay), stores will not jettison.

2 Visually confirm the stores have jettisoned and jettison again

if required.

3 W Below 4000 ft AGL, there may be insufficient time to perform

an airstart prior to min recommended ejection altitude.

4 W  If the throttle is stuck and thrust is suitable for sustained

flight, attempts to free the throttle should be delayed until within
gliding distance of a suitable landing field.

 Extended AB use may result in unrecoverable trapped external

fuel. Monitor internal fuel quantities to preclude unexpected
engine flameout due to fuel starvation.

5 W Delaying engine shutdown can result in a long, fast landing.

Wheel braking is less effective due to lack of WOW and there is
an increased probability of a missed cable engagement.

6 At MIL, the engine flames out in approx 6 seconds. At IDLE,

the engine flames out in approx 45 seconds.

7 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOW or
if forward stick pressure is held.

C-28 LOW ALT ENG FAIL / STUCK THROTTLE

7 7/8 ” Page

C-28
 T.O. EG1F-16CG-1CL-1
LOW ALTITUDE ENGINE FAILURE OR FLAMEOUT
If low altitude engine failure or flameout occurs:
1. Zoom.
2. Stores - Jettison (if required). 1 2
3. Perform airstart (if altitude permits). Refer to
AIRSTART PROCEDURES, page C‐33. 3 W

STUCK THROTTLE
If throttle is stuck in AB:
1. ENG CONT sw - SEC.

After engine is operating in SEC or if throttle is stuck

below AB: 4 W
2. Stores - Jettison (if required).
3. Throttle - Depress cutoff release, rotate throttle
grip outboard and apply necessary force.

If throttle is still stuck:

4. Perform positive and negative g and sideslip
maneuvers and attempt to move throttle.

If throttle is still stuck and thrust is too high to permit

a safe landing:
5. Plan a flameout landing. Refer to FLAMEOUT
LANDING, page C‐37 prior to placing FUEL
MASTER sw off.

When prepared to land:

6. EPU switch - ON.
7. JFS switch - START 2.

When at high key or within gliding distance of a suit­

able landing field: 5 W
8. FUEL MASTER sw - OFF. 6
9. HOOK sw - DN (if required). 7 W

END

LOW ALT ENG FAIL / STUCK THROTTLE C-29

8 1/4 ” Page C-29

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C Retarding the throttle below MIL while supersonic may
induce inlet buzz which produces severe cockpit vibration and
probable engine stalls.

2 AB operation is inhibited and exhaust nozzle is closed.

3 During landing in SEC, idle thrust is approx twice that in PRI

with a normal nozzle. Minimize taxi distance after landing to
prevent overheating of the brakes due to increased thrust.

4 C An SFO is not recommended if engine is operating

satisfactorily in SEC.

5 Operation in SEC will result in delayed aircraft response to

throttle inputs.

6 W Failure to monitor sink rate and height above terrain while

applying low thrust recovery procedures can result in ejection
outside ejection seat performance envelope.

7 A broken throttle cable or throttle linkage disconnect causes

a transfer to SEC and abnormal engine response in SEC.
Reselecting PRI restores normal engine operation for flight.

8 In the event of a broken throttle cable or throttle linkage

disconnect, engine shutdown after flight requires use of the
FUEL MASTER sw.

9 W Do not start the JFS if engine seizure has occurred or is

anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator pressure for the
brakes.

10 W Delaying engine shutdown can result in a long, fast

landing. Wheel braking is less effective due to lack of WOW and
there is an increased probability of a missed cable engagement.

11 If engine does not respond, shut down the engine with the
FUEL MASTER sw. At MIL, the engine flames out in approx 6 sec.
At IDLE, the engine flames out in approx 45 sec.

12 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOW or
if forward stick pressure is held.

C-30 SEC CAUTION LIGHT

C-30 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1
SEC CAUTION LIGHT

If SEC caution light illuminates when supersonic:

1. Throttle - Do not retard below MIL until subsonic.

1 C

When subsonic or if SEC caution light illuminates when

subsonic:
2. Throttle - Verify engine responds normally to
throttle movement from IDLE to MIL; set as
desired. 2
If the engine is operating If the engine is operating
normally in SEC: abnormally in SEC: 6 W
3. ENG CONT sw - 3. ENG CONT sw - Po­
SEC. sition to SEC, then
4. Land as soon as back to  C DF PRI,
practical. 3 4 C 5 DR NORM. 7
4. Airspeed-250 kts
END (If thrust is too low to
sustain level flight).
5. Land as soon as
possible. 8

If thrust is too high to per­

mit a safe landing:

6. Plan a flameout land­

ing. Refer to FLAME­
OUT LANDING, page
C‐37. 9 W

When landing is assured

(normally high key): 10 W

7. Throttle - OFF. 11
8. HOOK sw - DN (if
required). 12 W

END

SEC CAUTION LIGHT C-31

C-31
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C If at low altitude, position the ENG CONT sw to SEC for a
min of 1 second, then immediately back to PRI. Failure to wait 1
second in SEC before going to PRI could result in the system
failing to reset.

2 If not at low altitude, position the ENG CONT sw to SEC. If the

engine does not show signs of recovery (increasing thrust or
rpm/FTIT) within 10 sec, time and conditions permitting, return
the ENG CONT sw to PRI.

3 Above 30,000 ft MSL, airspeeds in the 250-400 kt/0.9 Mach

range should be considered to reduce altitude and increase the
probability of a successful airstart.

4 If max gliding range is not a factor, consider maintaining 250

kts or more above 10,000 ft AGL to provide best restart conditions
(in case of JFS failure). Below 10,000 ft AGL with the JFS RUN
light on, maintain max range or max endurance airspeed.

5  If the JFS sw is erroneously placed to START 1, leave it

there.

 If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2
when the brake/JFS accumulators are recharged. The JFS sw
does not relatch in either start position while the JFS is spooling
down.

6 If stores jettison is attempted after main generator drops off

line but before EPU generator powers the SMS (approx 5 sec
delay), stores will not jettison.

7 Visually confirm the stores have jettisoned and jettison again

if required.

8 C  FTIT should decrease rapidly when throttle is OFF. If

FTIT does not decrease rapidly, verify the throttle is OFF.

 Do not mistake a rapid initial FTIT increase during an airstart

as an indication of a hot start.

9 Typically, airstarts are characterized by rapidly increasing

FTIT with a slow increase in rpm.

10  Stay in the mode that successfully restarts the engine.

 The proximity of the ENG CONT sw to the JFS sw makes the

JFS sw susceptible to being bumped to OFF when selecting SEC.

11 Hung start is indicated by the FTIT stablized below 935C

and rpm has stopped increasing.

C-32 AIRSTART PROCEDURES

C-32
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
AIRSTART PROCEDURES
To accomplish an airstart:
1. ENG CONT sw - SEC (even if SEC caution light
is on), then PRI. 1 C 2
2. Airspeed - Attain approx 250 kts or establish
max range or endurance airspeed ( C 200 or 170,
D 205 or 175 kts, respectively, plus 5 kts per 1000
lb of fuel/store weights) with JFS RUN light on.
3 4
3. JFS sw - START 2 below 20,000 ft MSL and below
400 kts. 5
4. Stores-Jettison (if required). 6 7

If engine FTIT exceeds 935C:

5. Throttle-OFF, then midrange. 8 C 9
6. Airspeed-Increase (400 kts/0.9 Mach max).

If a second hot start occurs:

7. Throttle - OFF.
8. ENG CONT sw - SEC, if in PRI; PRI, if in SEC. 10
9. Throttle - Midrange after FTIT drops below 700C.

If a hung start occurs: 11

10. ENG CONT sw-SEC, if in PRI; PRI, if in SEC. 10

If engine does not recover or if thrust is still insufficient

to make a safe landing:

11. Refer to FLAMEOUT LANDING, page C‐37.

(Cont)

AIRSTART PROCEDURES C-33

C-33
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

12 Verify MAIN GEN and STBY GEN lights are off.

13 If warning flag(s) is in view, refer to TOTAL INS FAILURE,

page F-19.

14 W (39) 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.

15 Consider an SFO. Refer to FLAMEOUT LANDING, page

C-37.

Change 1
C-34
C-34 Change 1 AIRSTART PROCEDURES (CONT)

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1

If engine responds normally:

11. JFS sw - OFF.

12. ELEC CAUTION RESET button - Depress. 12
13. EPU sw - OFF, then NORM.
14. ADI-Check for presence of OFF and/or AUX
warning flags. 13 14 W
15. Land as soon as possible. 15
16. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

END

AIRSTART PROCEDURES (CONT) C-35

C-35

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 LESS (81) The HUD is not available if both main and standby
generators are off line.
2 Altitudes (overhead approach):
 High key − 7000-10,000 ft AGL.
Recommended altitude is C 7000, D 7500 ft AGL plus 500
ft per1000 lb of fuel/store weights.
 Low key − 3000-5000 ft AGL.
Recommended altitude is C 3000, D 3250 ft AGL plus 250
ft per 1000 lb of fuel/store weights.
 Base key − 2000 ft AGL minimum.

Altitudes (straight-in approach):

 Clean glide − 7000 ft AGL minimum at 8 nm.
 Lower LG − 4000-8000 ft AGL at 4 nm.
Delay lowering LG until initial aimpoint is 11-17 below the
horizon.
3 W Eject if a safe landing cannot be made. Ejection can be
accomplished at any point in the pattern but do not delay ejection
below 2000 ft AGL in an attempt to salvage a questionable
approach.
4 Increase airspeed by 5 kts per 1000 lb of fuel/store weights.
This airspeed equates to approx 7AOA.
5 During an airstart attempt, do not slow below the minimum
airstart airspeed.
6 W  Minimum EPU fuel quantity without (with) JFS running:
 Overhead approach at high key − 25 (20) percent.
 Straight-in approach:
 8 nm − 45 (40) percent.
 4 nm − 25 (20) percent.
 The JFS alone does not provide adequate hydraulic pressure
to land the aircraft.
 Do not start the JFS if engine seizure has occurred or is
anticipated or if engine failure is a result of fuel starvation. Starting
the JFS may result in no brake/JFS accumulator pressure for the
brakes.
7  If engine is not operating, consider placing the FUEL
MASTER sw to OFF if a fuel leak exists. This action may conserve
fuel for the JFS.
 If the JFS is erroneously placed to START 1, leave it there.
 If the JFS RUN light does not illuminate or goes off once
illuminated, place the JFS sw to OFF and reattempt START 2
when the brake/JFS accumulators are recharged. The JFS sw
does not relatch in either start position while the JFS is spooling
down.

C-36 FLAMEOUT LANDING

C-36

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
FLAMEOUT LANDING 1 2 3 W

1. Stores - Jettison (if required).

2. Airspeed - C 200, D 205 kts. 4 5
3. EPU sw - ON.
4. JFS sw - START 2 below 20,000 ft MSL and below
400 kts. 6 W 7
5. AIR SOURCE knob - RAM (below 25,000 ft MSL,
18,000 ft if conditions permit).
6. DEFOG lever - Forward.

(Cont)

C
FUEL/ ALTITUDE − FEET
STORE AGL KIAS
WT HI LOW LG-UP LG-DN MIN
0000 7000 3000 200 190 180
1000 7500 3250 205 195 185
2000 8000 3500 210 200 190
3000 8500 3750 215 205 195
4000 9000 4000 220 210 200
5000 9500 4250 225 215 205
6000 10,000 4500 230 220 210
7000 10,500 4750 235 225 215
8000 11,000 5000 240 230 220

D
FUEL/ ALTITUDE − FEET
STORE AGL KIAS
WT HI LOW LG-UP LG-DN MIN
0000 7500 3250 205 195 185
1000 8000 3500 210 200 190
2000 8500 3750 215 205 195
3000 9000 4000 220 210 200
4000 9500 4250 225 215 205
5000 10,000 4500 230 220 210
6000 10,500 4750 235 225 215
7000 11,000 5000 240 230 220
8000 11,500 5250 245 235 225

C-37

FLAMEOUT LANDING C-37

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

8 W  Do not delay lowering LG below 2000 ft AGL.

 If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND.

9 Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.

10 C  NWS is not available following alternate LG extension.

 Do not depress the ALT GEAR reset button while pulling the ALT
GEAR handle. This action may preclude successful LG extension.

11 Increase airspeed by 5 kts per 1000 lb of fuel/store

weights.

12 W Do not allow airspeed to decrease below C 180, D 185

plus 5 kts per 1000 lb of fuel/store weights.

13 C  Brakes should be applied in a single, moderate, and

steady application without cycling the antiskid.

 Touchdown skid control prevents brake application prior to

wheel spin-up; however, brake pedal deflection of 1/16 inch
causes a small flow of hydraulic fluid from the brake/JFS
accumulators. To avoid depleting brake/JFS accumulator
pressure, do not rest feet on the brake pedals.

 Do not attempt to taxi clear of the runway. Loss of brake/JFS

accumulator pressure results in the inability to stop or steer the
aircraft.

C-38

C-38 FLAMEOUT LANDING (CONT)

 T.O. EG1F-16CG-1CL-1

7. LG handle - DN. (Use DN LOCK REL button if

required). 8 W
8. ALT GEAR handle - Pull (if required) (190 kts
max, if practical). 9 10 C
9. Airspeed - C 190, D 195 kts optimum in pattern.
11 12 W

After touchdown:

10. HOOK sw - DN (if required).

If brake/JFS accumulator braking is used:

11. Stop straight ahead and engage parking brake.

13 C
12. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

END

C-39
FLAMEOUT LANDING (CONT) C-39
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1

NOTES:

C-40
C-40
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1
NOTES:

FUEL/HYD
D

D-1
 T.O. EG1F-16CG-1CL-1
Fuel/Hydraulic Malfunctions

HYD/OIL
DUAL HYDRAULIC
PRESS
FAILURE . . . . . . . . . . . . . . . . . . . D-19
FLCS
FAULT

B HYD PRESS INDICATOR LOW

EPU RUN LIGHT ON
ISA ALL FAIL PFL

FLAMEOUT LANDING . . . . . . . . . . . . . . . . . . GO TO C-37

RED ZONE ON FUEL IMBALANCE . . . . . . . . . . . D-5

AL POINTER

ABNORMALLY
DECREASING FUEL LEAK . . . . . . . . . . . . . . . . D-11
FUEL/HYD

TOTALIZER

FWD
FUEL LOW
D AND/OR FUEL LOW . . . . . . . . . . . . . . . . . . D-7
AFT
FUEL LOW

FUEL MANAGEMENT SYSTEM PFL . . . . . . . . . . . . D-13

FUEL/OIL HOT FUEL/OIL OR

HOT GRAVITY FEED . . . . . . . . . . . . . D-13

HYDRAULIC SYSTEM OVERPRESSURE . . . . . . . . D-15

HYD/OIL
OIL SYSTEM
PRESS
MALFUNCTION . . . . . . GO TO C-19
FLCS
FAULT

BOTH HYD PRESS INDICATORS NORMAL

(Cont)

D-2
 T.O. EG1F-16CG-1CL-1

HYD/OIL
SINGLE HYDRAULIC
PRESS
FAILURE . . . . . . . . . . . . . . . . . . . D-15
FLCS
FAULT

ONE HYD PRESS INDICATOR LOW

EPU RUN LIGHT OFF
ISA ALL FAIL PFL

HYD/OIL

PRESS

ELEC
SYS SYSTEM B AND GENERATOR
FAILURE (PTO SHAFT) . . . . . . D-21
FLCS
FAULT

FLCS PMG STBY GEN

MAINGEN

B HYD PRESS INDICATOR LOW

EPU RUN LIGHT ON
ISA ALL FAIL PFL

TOTALIZER AND
POINTERS DO
NOT AGREE
BELOW 5900 TRAPPED EXTERNAL FUEL . . D-9
( D 4700) LB

END

D-3

7 ” Page

D-3
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W Limit fuel flow to the min required to sustain flight while the
cause is determined. Avoid negative g flight when either
reservoir is not full.
2 W Aft fuel heavy (red portion of AL pointer showing) results
in increased susceptibility to departure and deep stall
conditions. Limit AOA and avoid max command rolling
maneuvers.
3 Indicated by abnormally high fuel flow, by totalizer
decreasing at abnormal rate, or by visual means.
4 Do not crossfeed.

5 C If two-point aerodynamic braking is used with an aft CG,

pitch overshoots may occur and the nozzle, speedbrakes, and
ventral fins may contact the runway.
6 Use the FUEL QTY SEL knob to determine if a trapped fuel
condition exists. Refer to TRAPPED EXTERNAL FUEL, page
D-9, if required.
7  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 300-gallon fuel tank or two 370-gallon fuel tanks
indicates a system malfunction.

 More than two corrections per total fuel quantity usage with
three external fuel tanks indicate a system malfunction.

 Consider a gravity feed situation (see HOT FUEL/OIL OR

GRAVITY FEED, page D-13) when a main generator failure
occurs in combination with either a single hydraulic A failure or
a fuel imbalance (FPP failure).
8 C 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.
9 (118) A NVP TFR FAIL PFL and a fly-up can occur when
NORM is reselected while operating in TFR.

Change 1
D-4 FUEL IMBALANCE

7 ” Page

D-4 Change 1
 T.O. EG1F-16CG-1CL-1
FUEL IMBALANCE

If fuel imbalance is indicated by AL and FR pointers

with FUEL QTY SEL knob in NORM:

1. Fuel flow - Reduce to the min required to sustain

flight below 6000 pph. 1 W

If aft fuel imbalance exists (aft CG):

2. AOA - 15 max. 2 W

If a fuel leak is suspected: 3

3. Go to FUEL LEAK, page D‐11.

If a fuel leak is not suspected:

3. FUEL QTY SEL knob - TEST.

If AL and/or FR pointers test bad or if a fuel sensing

problem is suspected:

4. Land as soon as practical. 4 5 C

If AL and FR pointers test good:

4. Fuel quantities - Check. 6

5. ENG FEED knob - FWD or AFT. 7 8 C

If imbalance is not cor­ If proper distribution is

rected: attained:

6. Land as soon as 6. ENG FEED knob -

practical. 5 C NORM. 9
7. Fuel balance - Moni­
END tor.

END

Change 1
FUEL IMBALANCE D-5

7 1/4 ” Page

Change 1 D-5
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
 A fuel low caution light may be caused by a fuel leak, trapped
external 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 reservoir tank quantities are less than:

C D

FWD 400 pounds FWD 250 pounds

AFT 250 pounds AFT 400 pounds

OTHER CONSIDERATIONS:
1 W Limit fuel flow to the min 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.

2 (118) A NVP TFR FAIL PFL and a fly-up can occur when
NORM is reselected while operating in TFR.

3 Leave FUEL QTY SEL knob out of NORM if FUEL quantity

indicator displays erroneous information.

4 Consider stores jettison if range is critical. Consider an SFO.

Refer to FLAMEOUT LANDING, page C-37.

5 Indicated by abnormally high fuel flow, by totalizer

decreasing at abnormal rate, or by visual means.

6 Monitor reservoir tanks to ensure they are maintained full.

Change 1
D-6 FUEL LOW

7 1/4 ” Page

D-6 Change 1
 T.O. EG1F-16CG-1CL-1
FUEL LOW

If FWD FUEL LOW and/or AFT FUEL LOW caution

light illuminates:

1. Fuel flow - Reduce to the min required to sustain

flight below 6000 pph. 1 W
2. ENG FEED knob - NORM. 2
3. FUEL QTY SEL knob - RSVR. 3

If either or both reservoir If reservoir tanks indi­

tanks are low: cate full:

4. Land as soon as 4. FUEL QTY SEL

possible. 4 knob - TEST.

If a fuel leak is suspected: If AL and/or FR pointers

5 test bad or FUEL quantity
indicator is inoperative:
5. Go to FUEL LEAK,
page D‐11. 5. Land as soon as
possible. 4
If external fuel has not
transferred: If AL and FR pointers test
good:
6. Go to TRAPPED EX­
TERNAL FUEL, 6. Individual fuel quan‐
page D‐9. tities - Check and
compare with total­
If forward and aft fuse­ izer. 6
lage fuel is not properly 7. Land as soon as
balanced: practical.
7. Go to FUEL IMBAL‐ END
ANCE, page D‐5.

If fuel is properly
balanced: 

8. Land as soon as
possible.

END
Change 1
FUEL LOW D-7

7 1/2 ” Page

Change 1 D-7
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W With trapped external fuel, the totalizer does not indicate
total usable fuel. Usable fuel is the totalizer quantity less the
external fuel quantity.

2 Repeating or undoing any steps may delay transfer.

3 This action usually increases ECS air pressure for external fuel
transfer.

4 With a three tank configuration, the first indication that the

centerline tank is feeding is after the external wing tanks are
emptied.

5 (118) A NVP TFR FAIL PFL and a fly-up can occur when
NORM is reselected while operating in TFR.

6 Open or close AR door at or below 400 kts/0.85 Mach.

7  The time required to observe fuel transfer if the malfunction

is corrected can vary from 1-3 minutes (for a full centerline tank)
to 10-12 minutes (for three external tanks with 500 pounds fuel in
each) if reservoir tanks are full (i.e., both air ejectors are off).

 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.

8 W 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.

9 If a fuel imbalance between the external wing tanks exceeds

1700 lbs, or any additional asymmetry exists, refer to
ASYMMETRIC STORES (LANDING), page E-27.

Change 1
D-8 TRAPPED EXTERNAL FUEL

7 1/2 ” Page

D-8 Change 1
 T.O. EG1F-16CG-1CL-1
TRAPPED EXTERNAL FUEL 1 W

Accomplish steps 1 through 8 and 9 (if required) with­

out delay: 2

1. Fuel flow - Minimize.

2. AIR REFUEL sw - Confirm in CLOSE.
3. AIR SOURCE knob - Confirm in NORM or
DUMP.
4. TEMP knob - MAN. 3
5. TANK INERTING sw - TANK INERTING to
reduce internal tank pressurization.
6. EXT FUEL TRANS sw - WING FIRST. 4
7. ENG FEED knob - NORM. 5
8. Stick - Pulse aircraft in pitch several times by
applying differential g forces of approx " 2g.

If the AIR REFUEL sw was initially found in CLOSE

(step 2), perform step 9. If the AIR REFUEL sw was
initially found in OPEN (step 2), omit step 9.

9. AIR REFUEL sw - OPEN (1 sec), then CLOSE. 6

10. External tank fuel quantity - Monitor. 7 8 W
11. Stores - Jettison (if required). 9

END

Change 1
TRAPPED EXTERNAL FUEL D-9

7 3/4 ” Page

Change 1 D-9
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 Indicated by abnormally high fuel flow, by totalizer decreasing

at abnormal rate, or by visual means.

2 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.

3 W Avoid negative g flight when either reservoir is not full.

4 Leak is in the engine feed line or engine components.

5 Consider stores jettison if range is critical. Consider an SFO.

Refer to FLAMEOUT LANDING, page C-37.

6 (118) A NVP TFR FAIL PFL and a fly-up can occur when
NORM is reselected while operating in TFR.

7 This action stops automatic forward fuel transfer.

8 W Aft fuel heavy (red portion of AL pointer showing) results in

increased susceptibility to departure and deep stall conditions.
Limit AOA and avoid max command rolling maneuvers.

9 C If two-point aerodynamic braking is used with an aft CG,

pitch overshoots may occur and the nozzle, speedbrakes, and
ventral fins may contact the runway.

Change 1
D-10 FUEL LEAK

7 3/4 ” Page

D-10 Change 1
 T.O. EG1F-16CG-1CL-1
FUEL LEAK
If a fuel leak is suspected: 1
1. Range - Maximize. 2 3 W

If fuel flow is abnormally If fuel flow is normal:

high:
2. ENG FEED knob -
2. ENG FEED knob - NORM. 6
OFF. 4
If leak is from the forward
3. Land as soon as
system:
possible. 5
3. FUEL QTY SEL
END knob - Out of
NORM. 7
If external tanks contain
fuel:
4. TANK INERTING
switch - TANK IN‐
ERTING to reduce
internal tank pres­
surization.
If external tanks are not
installed or when they are
empty:
5. AIR REFUEL sw -
OPEN.
6. Land as soon as
possible. 5
If aft fuel imbalance ex­
ists (aft CG):
7. AOA - 15 max. 8 W
9 C

After landing:
8. Go to FIRE/OVER­
HEAT/FUEL LEAK
(GROUND), page
C‐9.

END
Change 1
FUEL LEAK D-11

8 ” Page
Change 1 D-11
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS (GRAVITY FEED):
 Main and standby generator failure with either hydraulic system
A or FFP failure.

OTHER CONSIDERATIONS:
1 C 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.

2 W  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.

3 Minimize aircraft maneuvering for duration of flight.

4 Consider stores jettison if range is critical. Consider an

SFO. Refer to FLAMEOUT LANDING, page C-37.

5 FUEL LOW caution light will function normally.

Change 1
D-12 HOT FUEL/OIL GRAV FEED / FUEL SYS PFL

8 ” Page
D-12 Change 1
 T.O. EG1F-16CG-1CL-1
HOT FUEL/OIL OR GRAVITY FEED 1 C

If FUEL/OIL HOT caution light illuminates or gravity

feed situation exists: 2 W

1. AIR REFUEL sw - Check CLOSE.

2. TANK INERTING sw - Check OFF.
3. Altitude - 10,000 ft max (if practical). 3
4. Fuel flow - 4000 pph min until landing is assured
when in a hot fuel situation.

If FUEL/OIL HOT cau­ If FUEL/OIL HOT cau­

tion light goes off: tion light remains on or
gravity feed situation ex­
5. Land as soon as ists:
practical.
5. Land as soon as
possible. 4

FUEL MANAGEMENT SYSTEM PFL

If an FMS FAIL PFL occurs:

1. FUEL QTY SEL knob-TEST.

If fuel quantity indication is normal and FUEL quanti­

ty indicator tests good:

2. FUEL quantity indicator-Monitor.

If fuel quantity indication is erroneous and/or FUEL

quantity indicator tests bad:

2. Land as soon as practical. 5

END

Change 1
HOT FUEL/OIL GRAV FEED / FUEL SYS PFL D-13

8 1/4 ” Page Change 1 D-13

 T.O. EG1F-16CG-1CL-1
INOPERATIVE EQUIPMENT:
 HYD SYS A − Speedbrakes, FFP.
 HYD SYS B − Normal braking, NWS, AR door, gun, normal LG
extension.

OTHER INDICATIONS:
 Illumination of the HYD/OIL PRESS warning light, FLCS FAULT
caution light, and ISA ALL FAIL PFL.

OTHER CONSIDERATIONS:

1 W A single hydraulic system failure or a hydraulic system

failure due to structural damage (e.g., blown tire, battle damage,
midair collision, bird strike, fire, or hard landing), may lead both
systems to be damaged and failure can occur with little warning.
The HYD PRESS indicator may show normal pressure until
system fluid is depleted.

2 C If a hydraulic leak is suspected or confirmed, taxiing is not

recommended since the hydraulic fluid may ignite when it comes
in contact with the brakes after landing.

3 Consider a gravity feed situation (see HOT FUEL/OIL or

GRAVITY FEED, page D-13) when a main generator failure
occurs in combination with either a single hydraulic A failure or a
fuel imbalance (FFP failure).

4 Make smooth control inputs and plan to fly a straight-in

approach.

5 Fuel distribution must be controlled manually.

6 W If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND.

7 Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.

8 C  NWS is not available following alternate LG extension.

 Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.

Change 1
D-14 SINGLE HYDRAULIC FAILURE

D-14 Change 1 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1
HYDRAULIC SYSTEM OVERPRESSURE

If one hydraulic system indicates overpressure:

1. Land as soon as practical.

If both hydraulic systems indicate overpressure:

2. Land as soon as possible.

SINGLE HYDRAULIC FAILURE 1 W 2 C

System A Failure 3
1. Airspeed - 400 kts max (subsonic).
2. Land as soon as practical. 4
3. System B HYD PRESS indicator - Monitor.
4. Fuel balance - Monitor. 5

System B Failure
1. Airspeed - 400 kts max (subsonic).
2. Land as soon as practical. 4
3. System A HYD PRESS indicator - Monitor.
4. LG handle - DN. (Use DN LOCK REL button if
required.) 6 W
5. ALT GEAR handle - Pull (190 kts max, if
practical). 7 8 C

(Cont)

Change 1
HYD OVERPRESSURE / SINGLE HYD FAILURE D-15
Change 1 D-15
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
9 Braking is available using brake/JFS accumulators only. To
avoid depleting the brake/JFS accumulators, do not rest feet on
the brake pedals. If the brake/JFS accumulators are depleted or
if directional control may be a problem, consider an approach-end
arrestment. Refer to CABLE ARRESTMENT, page E-19.

10 C  Brakes should be applied in a single, moderate, and

steady application without cycling the antiskid.

 Touchdown skid control prevents brake application prior to

wheel spin-up; however, brake pedal deflection of 1/16 inch
causes a small flow of hydraulic fluid from the brake/JFS
accumulators. To avoid depleting brake/JFS accumulator
pressure, do not rest feet on the brake pedals.

 Do not attempt to taxi clear of the runway. Loss of brake/JFS

accumulator pressure results in the inability to stop or steer the
aircraft.

Change 1
D-16 SINGLE HYDRAULIC FAILURE (CONT)
D-16 Change 1
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1

6. HOOK sw - DN (if required). 9

After landing:

7. Stop straight ahead and engage parking brake.

10 C

END

Change 1
SINGLE HYDRAULIC FAILURE (CONT) D-17

8 3/8 ” Page Change 1 D-17

 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
 Sluggishness or lack of response to flight control inputs;
decreasing hydraulic pressures.
 Illumination of the HYD/OIL PRESS warning light, FLCS FAULT
caution light, and ISA ALL FAIL PFL.
MAJOR INOPERATIVE EQUIPMENT:
 HYD SYS B − Normal braking, NWS, AR door, gun, and normal
LG extension.
OTHER CONSIDERATIONS:
1 W Before landing, confirm that the EPU operates (EPU run
light is on) with the throttle in IDLE. If the EPU run light goes off,
immediately advance the throttle since underspeed of the EPU
results in loss-of-control. Maintain throttle setting which keeps
EPU run light on until after touchdown.
2 Make smooth control inputs and plan to fly a straight-in
approach.
3 W If LG handle does not lower, select BRAKES CHAN 2 and
position ALT FLAPS sw to EXTEND.
4 Alternate LG extension can be used up to 300 kts; however,
the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.
5 C  NWS is not available following alternate LG extension.

 Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
6 Braking is available using brake/JFS accumulators only. To
avoid depleting the brake/JFS accumulators, do not rest feet on
the brake pedals. If the brake/JFS accumulators are depleted or
if directional control may be a problem, consider an approach-end
arrestment. Refer to CABLE ARRESTMENT, page E-19.
7 C  Brakes should be applied in a single, moderate, and
steady application without cycling the antiskid.
 Touchdown skid control prevents brake application prior to
wheel spin-up; however, brake pedal deflection of 1/16 inch
causes a small flow of hydraulic fluid from the brake/JFS
accumulators. To avoid depleting brake/JFS accumulator
pressure, do not rest feet on the brake pedals.
 Do not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer the
aircraft.

D-18 DUAL HYDRAULIC FAILURE

D-18
8 3/8 ” Page
 T.O. EG1F-16CG-1CL-1
DUAL HYDRAULIC FAILURE

1. EPU sw - ON (if EPU run light is off).

2. System A HYD PRESS indicator - Check
pressure increasing.

If hydraulic pressure does not increase or control re­

sponse is lost:

3. Eject.

If system A hydraulic pressure is restored:

3. Airspeed - 400 kts max (subsonic).

4. EPU run light - Check light on at idle thrust. 1 W
5. If hydrazine depletes or EPU run light goes off at
low thrust - Go to ABNORMAL EPU OPERA­
TION, A‐21.
6. Land as soon as possible. 2
7. LG handle - DN. (Use DN LOCK REL button if
required). 3 W
8. ALT GEAR handle - Pull (190 kts max, if
practical). 4 5 C
9. HOOK sw - DN (if required). 6

After landing:

10. Stop straight ahead and engage parking brake.

7 C
11. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

END

DUAL HYDRAULIC FAILURE D-19

D-19
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
MAJOR INOPERATIVE EQUIPMENT:
 MAIN GEN − FCR, MFDs, FCC.
 HYD SYS B − Normal braking, NWS, AR door, gun, and normal
LG extension.
 STBY GEN/FLCS PMG.
 Go to EMERGENCY POWER DISTRIBUTION, page A-23, for
other systems lost.
OTHER CONSIDERATIONS:
1 C Stall protection may be lost. Do not retard throttle below
MIL until subsonic.
2 If warning flag(s) is in view, refer to TOTAL INS FAILURE, page
F-19.
3 W (39) 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.
4 W Before landing, confirm that the EPU operates (EPU run
light is on) with the throttle in IDLE. If the EPU run light goes off,
immediately advance the throttle since underspeed of the EPU
results in loss-of-control. Maintain throttle setting which keeps
EPU run light on until after touchdown.
5 Make smooth control inputs and plan to fly a straight-in
approach.
6 W If LG handle does not lower, select BRAKES CHAN 2 and
position ALT FLAPS sw to EXTEND.
7 Alternate LG extension can be used up to 300 kts; however, the
NLG may not fully extend until 190 kts. Time above 190 kts should
be minimized in case there is a leak in the pneumatic lines.
8 C  NWS is not available following alternate LG extension.
Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.
9 Braking is available using brake/JFS accumulators only. To avoid
depleting brake/JFS accumulators, do not rest feet on brake pedals.
If brake/JFS accumulators are depleted or if directional control may
be a problem, consider an approach-end arrestment. Refer to
CABLE ARRESTMENT, page E-19.
10 C  Brakes should be applied in a single, moderate, and
steady application without cycling the antiskid.
 Touchdown skid control prevents brake application prior to
wheel spin-up; however, brake pedal deflection of 1/16 inch
causes a small flow of hydraulic fluid from the brake/JFS
accumulators. To avoid depleting brake/JFS accumulator
pressure, do not rest feet on the brake pedals.
 Do not attempt to taxi clear of the runway. Loss of brake/JFS
accumulator pressure results in the inability to stop or steer the
aircraft.

D-20
D-20 SYS B AND GEN FAIL (PTO SHAFT)

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
SYSTEM B AND GENERATOR FAILURE (PTO SHAFT)

1. EPU sw - ON (if EPU run light is off).

2. Throttle - Do not retard below MIL if supersonic.
1 C

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

3. Eject.

If EPU run light is on:

3. Airspeed - 400 kts max (subsonic).

4. ADI - Check for presence of OFF and/or AUX
warning flags. 2 3 W
5. Fuel balance - Monitor.
6. EPU run light - Check light on at idle thrust. 4 W
7. If hydrazine depletes or EPU run light goes off at
low thrust - Go to ABNORMAL EPU OPERA­
TION, page A‐21.
8. Land as soon as possible. 5
9. LG handle - DN. (Use DN LOCK REL button if
required). 6 W
10. ALT GEAR handle - Pull (190 kts max, if
practical). 7 8 C
11. HOOK sw-DN (if required). 9

After landing:

12. Stop straight ahead and engage parking brake.

10 C
13. Refer to ACTIVATED EPU/HYDRAZINE LEAK,
page F‐7.

END

D-21

SYS B AND GEN FAIL (PTO SHAFT) D-21

 T.O. EG1F-16CG-1CL-1

NOTES:

D-22

D-22
 T.O. EG1F-16CG-1CL-1
NOTES:

LG
E

E-1
 T.O. EG1F-16CG-1CL-1
Landing Gear/Landing Malfunctions
ABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-33

ALTERNATE LG EXTENSION . . . . . . . . . . . . . . . . . . E-23

ANTISKID MALFUNCTION
(GROUND) . . . . . . . . . . . . . . . . . E-15
ANTI
SKID

(LANDING) . . . . . . . . . . . . . . . . . E-13

ASYMMETRIC STORES (LANDING) . . . . . . . . . . . . . E-27

BLOWN TIRE ON TAKEOFF . . . . . . . . . . . . . . . . . . . E-7

BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-31

CABLE ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . . . E-19

HOT BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-35

LANDING WITH A BLOWN TIRE . . . . . . . . . . . . . . . . E-9

LG

LANDING WITH LG UNSAFE/UP . . . . . . . . . . . . . . E-35

E
LG FAILS TO EXTEND/ABNORMAL
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-25

LG FAILS TO RETRACT . . . . . . . . . . . . . . . . . . . . . . . E-7

LG HANDLE WILL NOT LOWER . . . . . . . . . . . . . . E-25

LG HANDLE WILL NOT RAISE . . . . . . . . . . . . . . . . E-31

MAIN LG COLLAPSE ON TOUCHDOWN . . . . . . . . E-5

NET ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . E-19

(Cont)

E-2
 T.O. EG1F-16CG-1CL-1

NLG WOW SWITCH FAILURE . . . . . . . . . . . . . . . . . . . E-5

NWS
FAIL NWS FAILURE/HARDOVER . . . . E-33

END

E-3

6 ” Page

E-3
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 W Reference LANDING WITH LG UNSAFE/UP, page E-35, if

damage to MLG or an unsafe indication is observed.

2 W If visible damage to MLG is observed, refer to LANDING

WITH LG UNSAFE/UP, page E-35.

3 W If time permits, delay landing until external fuel tank(s) is

empty. If an immediate landing is required, jettison external fuel
tank(s).

4 W Failure to depressurize external fuel tank(s) significantly

increases the probability of tank explosion and fire in the event of
a MLG collapse.

5 C Delay placing the AIR REFUEL sw to OPEN until external

fuel tank(s) is empty.

6 From the front cockpit, the top of the speedbrakes should be

slightly above a line drawn from the tip of the horizontal tail to the
top of the vertical tail root fairing.

7 C Visually confirm speedbrake opening is limited to 43° to

prevent the lower surfaces from striking the runway during
landing.

Change 1
E-4 MLG COLLAPSE ON TD / NLG WOW SW FAIL

6 ” Page

E-4 Change 1
 T.O. EG1F-16CG-1CL-1
MAIN LG COLLAPSE ON TOUCHDOWN 1 W

If conditions permit a go around:

1. Go around.
2. LG - Do not retract.
3. Airspeed - 300 kts max.
4. If possible, obtain a visual inspection. 2 W
5. Retain empty fuel tank(s) and racks. An empty
centerline tank should be retained. 3 W
6. Armament - Jettison.
7. GW - Reduce.
8. TANK INERTING sw - TANK INERTING even
if Halon is not available.
9. AIR REFUEL sw - OPEN. 4 W 5 C
10. FCR - OFF.
11. SMS/HDPT/ECM power - Off.
12. SHOULDER HARNESS knob - LOCKED.
13. Refer to page E‐42.

NLG WOW SWITCH FAILURE

1. NWS - Engage.

If AR/NWS light comes on:

2. NWS - Disengage.
3. AR/NWS light - Off.
4. Speedbrakes - Close to less than 43. 6 7 C

END

Change 1
MLG COLLAPSE ON TD / NLG WOW SW FAIL E-5

6 1/4 ” Page

Change 1 E-5
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 W If LG handle does not lower, select BRAKES CHAN 2 and

position ALT FLAPS sw to EXTEND.

2 C Do not cycle the LG handle. Damage to LG or LG doors may

result.

3 W Aborting takeoff at high speed with a blown tire may be more

dangerous than continuing takeoff. For heavy weight takeoffs, an
abort at high speed with a blown tire is extremely dangerous
because braking and directional control are impaired. The
primary response to a blown tire at high speed (i.e., greater than
100 kts) should be to check engine instruments and continue the
takeoff if the engine is operating normally. If takeoff is continued,
do not retract the LG, reduce GW if practical, and prepare to land
as soon as practical.

4 W If a blown NLG tire occurred and NWS is not available, it

may not be possible to prevent departure from the runway. A
reverse castering effect may occur in which the nosewheel moves
opposite to the rudder or differential braking input.

5 C With a blown tire, avoid centerline lights as they may cause

wheel damage and subsequent loss of directional control. Failure
to use full aft stick with a blown NLG tire may lead to wheel failure
and directional control problems.

E-6 LG FAILS TO RETRACT / BLOWN TIRE ON T.O.

6 1/4 ” Page

E-6
 T.O. EG1F-16CG-1CL-1
LG FAILS TO RETRACT

1. Airspeed - 300 kts max.

2. LG handle - DN. (Use DN LOCK REL button if
required.) 1 W

If LG comes down normally:

3. GW - Reduce prior to landing.

If LG does not indicate down: 2 C

4. Go to ALTERNATE LG EXTENSION, page E‐23.

BLOWN TIRE ON TAKEOFF 3 W 4 W 5 C

If takeoff is continued:

1. LG - Do not retract.
2. Airspeed - 300 kts max.
3. Refer to LANDING WITH A BLOWN TIRE, page
E‐9.

If takeoff is not feasible:

1. Abort.

END

LG FAILS TO RETRACT / BLOWN TIRE ON T.O. E-7

6 1/2 ” Page

E-7
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C With a blown tire, avoid centerline lights as they may cause
wheel damage and subsequent loss of directional control.

2 C When landing with a blown MLG tire, the landing gear may
collapse during landing roll if portions of the tire remain and cause
a wheel imbalance condition.

3 W Failure to depressurize external fuel tank(s) significantly

increases the probability of tank explosion and fire if the aircraft
departs the runway.

4 C Delay placing the AIR REFUEL sw to OPEN until all external

tanks are empty.

5 An approach-end arrestment is recommended. Refer to

CABLE ARRESTMENT, page E-19.

6 C If no approach-end cable is available, land on the side of

runway away from the blown tire.

7 The NWS light does not illuminate when NWS is engaged if the
AIR REFUEL sw is in OPEN.

8 Plan to land with approx 1500 lb of fuel on board.

Change 1
E-8 LANDING WITH A BLOWN TIRE

6 1/2 ” Page

E-8 Change 1
 T.O. EG1F-16CG-1CL-1
LANDING WITH A BLOWN TIRE 1 C

Landing With a Blown Main Gear Tire 2 C

Prior to landing:

1. Retain empty external fuel tank(s) and racks.

2. Armament - Jettison. Refer to JETTISON, page
F‐17.
3. GW - Reduce (if practical).
4. TANK INERTING sw - TANK INERTING even
if Halon is not available.
5. AIR REFUEL sw-OPEN, if external fuel tank(s)
is installed. 3 W 4 C
6. ANTI‐SKID sw - ANTI‐SKID.
7. HOOK sw - DN. 5
8. Final approach AOA - 13.
If a missed approach‐end cable arrestment occurs or
no approach‐end cable is available: 6 C
9. NWS - Engage (if required). 7
10. Brake - As desired on good tire.

Landing With a Blown Nose Gear Tire

Prior to landing:

1. Retain empty external fuel tank(s) and racks.

2. Armament - Jettison. Refer to JETTISON, page
F‐17.
3. GW - Reduce (if practical). 8
(Cont)

Change 1
LANDING WITH A BLOWN TIRE E-9

6 3/4 ” Page

Change 1 E-9
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
9 At 3000 lb fuel remaining, place ENG FEED knob to FWD.
When forward reservoir is empty, place ENG FEED knob to
NORM. (Emptying forward tank system takes approx C 15, D
9 minutes if fuel flow is 4000 pph. When forward tank system
empties, fuel in aft tank system is approx C 2000, D 2400 lb.)

10 W Failure to depressurize external fuel tank(s) significantly

increases the probability of tank explosion and fire if the nose gear
collapses during the arrestment.

11 C Delay placing the AIR REFUEL sw to OPEN until all

external tanks are emtpy.

12 An approach-end cable arrestment with the nosewheel off

the runway is recommended. Refer to CABLE ARRESTMENT,
page E-19.

13 W With a blown NLG tire and loss of NWS, it may not be

possible to prevent departure from the runway. A reverse
castering effect may occur in which the nosewheel moves
opposite to the rudder or differential braking input.

14 C The max allowable fuel flow with one reservoir empty is

25,000 pph.

Change 1
E-10 LANDING WITH A BLOWN NLG TIRE (CONT)

6 3/4 ” Page

E-10 Change 1
 T.O. EG1F-16CG-1CL-1

4. Fuel distribution - All fuel in aft tank system (if

practical). 9
5. TANK INERTING sw - TANK INERTING even
if Halon is not available.
6. AIR REFUEL sw-OPEN, if external fuel tank(s)
is installed. 10 W 11 C
7. HOOK sw - DN. 12
8. Final approach AOA - 13.
After touchdown:
9. Stick - Lower nose to approx 5 pitch attitude for
arrestment.
After cable engagement:
10. Stick - Apply aft stick after nose starts down to
reduce load on the NLG.
If a missed cable engagement occurs:
11. Maintain pitch attitude and go around. 13 W
14 C

END

Change 1
LANDING WITH A BLOWN NLG TIRE (CONT) E-11

6 5/8 ” Page

Change 1 E-11
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C  Cycling the ANTI-SKID switch to OFF, then back to
ANTI-SKID only acknowledges the flashing ANTI SKID caution
light and reverts it to steady. This does not correct the problem.
Loss of electrical connection to the brake manifold still exists.

 Ensure that the ANTI-SKID switch is not in PARKING

BRAKE prior to landing.

2 Illumination of the ANTI SKID caution light indicates one of the

following: loss of power to one of the brake channels, or the BIT
has detected a malfunction of one of the brake channels.

3 After landing refer to ANTISKID MALFUNCTION

(GROUND), page E-15.

4 C  Touchdown skid control may not be available. Do not

apply brakes before touchdown. Braking performance may be
degraded, but deceleration and max performance skid controls
remain active.

 In rare cases an uncorrectable failure of one or both brakes

may occur and may present directional control problems. Do not
hesitate to lower the hook and use NWS to maintain directional
control.

Change 1
E-12 ANTISKID MALFUNCTION (LANDING)

6 5/8 ” Page

E-12 Change 1
 T.O. EG1F-16CG-1CL-1
ANTISKID MALFUNCTION (LANDING) 1 C

If the ANTI SKID caution If the ANTI SKID caution

light illuminates steady light illuminates flashing
(with the ANTI‐SKID sw (with the ANTI‐SKID sw
in ANTI‐SKID) after the in ANTI‐SKID) 10 seconds
LG handle is lowered: 2 after the LG handle is low­
ered:
1. BRAKES channel
sw-Verify in CHAN With a flashing ANTI SKID
1. light, plan an approach‐end
arrestment if available:
If LG damage is not sus­
pected and time permit­ 1. Go to CABLE AR­
ting: RESTMENT,page
E‐19.
2. LG handle - Cycle.
If approach‐end cable ar­
If ANTI SKID caution restment is not available:
light remains or returns:
1. BRAKES channel sw
3. GW - Reduce prior to -Verify in CHAN 1.
landing. 3 4 C 2. GW - Reduce prior
to landing. 3 4 C
If ANTI SKID caution
light extinguishes: END
3. Land normally.

END

Change 1
ANTISKID MALFUNCTION (LANDING) E-13

7 ” Page

Change 1 E-13
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C Release brake pressure before changing channel.

2  Use of max 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 kts groundspeed, the aircraft may oscillate due to
pulsating brake pressure (if 15% or greater differential pedal
pressure is applied).

 If ANTI SKID caution light remains illuminated, max pedal

pressure is required to obtain approximately 50% of normal braking
force. If less than max pedal pressure is used, braking is extremely
degraded. If the pulsating mode was activated, the aircraft will
oscillate due to pulsating brake pressure.

3 C  A complete loss of braking capability has been detected

on either left, right, or both sides.

 Cycling the ANTI-SKID sw to OFF, then back to ANTI-SKID

only acknowledges the flashing ANTI SKID caution light and
reverts it to steady. This does not correct the problem. Loss of
electrical connection to the brake manifold still exists. The
MASTER CAUTION can then be reset.

Change 1
E-14 ANTISKID MALFUNCTION (GROUND)

7 ” Page

E-14 Change 1
 T.O. EG1F-16CG-1CL-1
ANTISKID MALFUNCTION (GROUND)

If the ANTI SKID caution If the ANTI SKID caution

light illuminates steady light illuminates flashing
(with the ANTI‐SKID sw after 10 sec (with the AN­
in ANTI‐SKID): TI‐SKID sw in ANTI‐
SKID): 3 C
1. BRAKES channel
sw-Change channel. 1. HOOK sw - DN.
1 C 2. NWS - Engage (to
2. Brakes - Apply as maintain direction­
needed. 2 al control).
(Cont) (Cont)

Change 1
ANTISKID MALFUNCTION (GROUND) E-15

7 1/4 ” Page

Change 1 E-15
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
4 C  Release brake pressure before switching to CHAN 2.

 With certain failures, no antiskid protection is available with the

ANTI-SKID sw in ANTI-SKID and BRAKES channel sw in CHAN 2.
Apply brakes with caution. Brake pedal depression greater than
approx 50% is likely to cause wheel lockup and blown tires.

5 C  Release brake pressure before switching antiskid off.

 No antiskid protection is available with the ANTI-SKID sw in OFF

and BRAKES channel sw in CHAN 2. Apply brakes with caution.
Brake pedal depression greater than approx 50% is likely to cause
wheel lockup and blown tires.

6 C  If in a congested area, use the parking brake immediately

to stop.

 If unable to control taxi speed or direction, immediately shut down

the engine.

7 W If hot brakes are suspected, do not use the parking brake

and refer to HOT BRAKES, page E-35. Do not taxi the aircraft
except for emergency movement.

Change 1
E-16 ANTISKID MALFUNCTION (GROUND) (CONT)

7 1/4 ” Page

E-16 Change 1
 T.O. EG1F-16CG-1CL-1

If braking performance is If at low groundspeed:

degraded:
3. ANTI‐SKID sw - In­
3. BRAKES channel termittent PARKING
sw-CHAN 2. 4 C BRAKE, then ANTI­
4. HOOK sw - DN (if SKID. 6 C
required).
5. NWS - Engage (if When aircraft is stopped:
required). 4. Parking brake - Set
If manual braking is de­ as required. 7 W
sired:
END
6. ANTI‐SKID sw
-OFF. 5 C

END

Change 1
ANTISKID MALFUNCTION (GROUND) (CONT) E-17

7 1/8 ” Page

Change 1 E-17
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W The canopy should be retained throughout the engagement
to provide pilot protection. Barrier netting will not prevent
subsequent canopy opening/jettison.

2 C Engage net perpendicular to preclude aircraft rotating

sideways during the arrestment. Avoid steering back toward the
center of the runway just prior to engagement as this could result
in a non-perpendicular engagement. Nosewheel steering is not
required; however, if engaged, it may be left engaged. The throttle
should be retarded to off prior to engagement to reduce the
possibility of foreign object damage.

3 Hook engagement limits (all GWs).

BAK-6/-9/-12/-13/-14/-15 and MAAS

150 kts

4 W  Cable arrestment at speeds greater than emergency

arrestment speed, with offcenter distances greater than 35 ft, or
with the nosewheel in the air could result in structural failure of the
NLG, hook, and/or hook backup structure.

 The hook may miss the cable if the aircraft is not slow enough
to compress the MLG struts sufficiently to make WOW or if
forward stick pressure is held.

 To prevent hook bounce and possible missed engagement,

avoid runway centerline lighting.

5 C Lowering the hook while the aircraft is not at or near wings

level or landing in a banked attitude with the hook down can result
in failure of the centering shear bolt when the hook contacts the
ground. This failure can result in the hook swinging to one side and
possibly missing the cable.

E-18 NET / CABLE ARRESTMENT

7 1/8 ” Page

E-18
 T.O. EG1F-16CG-1CL-1
NET ARRESTMENT

1. SHOULDER HARNESS knob-LOCKED.

2. Brakes-Release prior to engagement.
3. Throttle-Off prior to engagement.
4. Engage net perpendicular, preferably in the center
portion of the runway. 1 W 2 C

CABLE ARRESTMENT 3 4 W 5 C

1. GW - Reduce (as required).

(Cont)

NET / CABLE ARRESTMENT E-19

7 1/2 ” Page

E-19
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
6  Approach-end arrestment: Touch down at least 500 ft in front
of the cable.

 Departure-end arrestment: HOOK sw to DN at least 1500 ft

before reaching the cable.

7 C During a 13 AOA approach, the hook will make ground

contact approx 100 ft prior to the main tires touching down.
Therefore, touching down on the end of the runway could result
in the aircraft’s hook hitting approach-end lighting and antennas
or raised concrete edges prior to main tire touchdown, damaging
the hook and/or aircraft to the point where a successful cable
engagement may not be possible.

8 W Failure to make a successful cable arrestment requires

immediate pilot action. If a go-around is unsuccessful, directional
control is lost, and the aircraft is departing the prepared surface,
eject since breakup of cockpit structure may occur.

9 W Using forward stick pressure to keep an abnormally fast

aircraft on the runway for cable engagement will probably result
in a missed engagement or failure of the nose tire/NLG.

10 C Do not use brakes while the cable is stretched or while

being pulled backward. This action can result in aircraft tipping
backward. Control rollback with the throttle.

E-20 CABLE ARRESTMENT (CONT)

7 1/2 ” Page

E-20
 T.O. EG1F-16CG-1CL-1

2. HOOK sw - DN. 6 7 C
3. SHOULDER HARNESS knob - LOCKED.
4. Consider options available if a missed engagement
occurs. 8 W

Prior to cable engagement:

5. Throttle - IDLE.
6. NWS - Engage (if required).
7. Engage cable as close to center as possible,
nosewheel on the runway (if required) and brakes
off. 9 W 10 C

END

CABLE ARRESTMENT (CONT) E-21

7 3/8 ” Page

E-21
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W If LG handle does not lower, select BRAKES CHAN 2 and
position ALT FLAPS sw to EXTEND.

2  Alternate LG extension can be used up to 300 kts; however,

the NLG may not fully extend until 190 kts. Time above 190 kts
should be minimized in case there is a leak in the pneumatic lines.

 If an unsafe MLG indication exists and both MLG are out of the
wheel wells, pulling the ALT GEAR handle is not recommended.

3 C  NWS is not available following alternate LG extension.

 Do not depress the ALT GEAR reset button while pulling the
ALT GEAR handle. This action may preclude successful LG
extension.

Pulling the ALT GEAR handle with normal system B hydraulic

pressure, e.g., NLG fails to extend, may result in hydraulic system
B failure within 15 minutes.

4 If possible, get visual confirmation of LG position. If all

WHEELS down lights were initially off with the LG handle down
and use of the hook may be required after touchdown, verify
before landing that the hook extends.

5 C If the LG was alternately extended due to failure of system

B, only brake/JFS accumulator braking is available and after
stopping, the parking brake should be engaged until chocks are
installed.

6 Up to 300 kts may be required to provide sufficient g force.

7 If possible, get visual confirmation of LG position.

8 From the front cockpit, the top of the speedbrakes should be

slightly above a line drawn from the tip of the horizontal tail to the
top of the vertical tail root fairing.

9 C If RMLG WHEELS down light is off, speedbrakes may not

be limited to 43.

E-22 ALTERNATE LG EXTENSION

7 3/8 ” Page

E-22
 T.O. EG1F-16CG-1CL-1
ALTERNATE LG EXTENSION

1. LG handle - DN. (Use DN LOCK REL, if

required.) 1 W
2. ALT GEAR handle - Pull (if required) (190 kts
max, if practical). 2 3 C

If LG indicates safe: If LG indicates unsafe:

3. Land normally. 4 3. Stick - Apply alter­

4. Stop straight ahead nating g forces (-1.0
on the runway. 5 C to +3.0g) to free LG.
6
END
If LG indicates safe:

4. Land normally. 7
5. Stop straight ahead
on the runway. 5 C

If LG still indicates un­

safe:

4. Speedbrakes-Ad­
just to opening less
than 43 (if re­
quired). 8 9 C
5. Go to LANDING
WITH LG UP/UN­
SAFE, page E‐35.

END

ALTERNATE LG EXTENSION E-23

7 3/4 ” Page

E-23
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 After a successful alternate gear extension with the landing
gear handle still up, the LG handle warning light remains on to
indicate the position of the gear handle is not in agreement with
the actual gear position.

2 C If the LG previously failed to retract, do not cycle the LG

handle. Damage to the LG or LG doors may preclude successful
extension.

3 C If no AOA bracket in the HUD with normal gear down

indications is observed, do not cycle the landing gear since a
sequencing problem between the nose gear and nose gear door
could occur. A ground collision advisory may be heard.

4 W With the LG handle down, if normal LG down indications

change to unsafe for one LG (i.e. WHEELS down light off and LG
handle warning light on), the overcenter lock on the LG drag brace
assembly may not be functioning properly. The LG may appear
down, but the LG may collapse during landing. Plan on using the
LG unsafe/up procedure even if the LG subsequently indicates
normal. Refer to LANDING WITH LG UNSAFE/UP, page E-35.

5 If the NLG WHEELS down light is off, confirmation of the NLG

position can be made by checking landing/taxi light operation.
Illumination of either light confirms that the NLG is down. With the
NLG WHEELS down light off, NWS may be inoperative (without
a NWS FAIL caution light).

6 From the front cockpit, the top of the speedbrakes should be

slightly above a line drawn from the tip of the horizontal tail to the
top of the vertical tail root fairing.

7 C If RMLG WHEELS down light is off, speedbrakes may not

be limited to 43.

E-24 LG HNDL WILL NOT LOWER / LG FAILS TO EXT

7 3/4 ” Page

E-24
 T.O. EG1F-16CG-1CL-1
LG HANDLE WILL NOT LOWER

If LG handle cannot be lowered normally:

1. DN LOCK REL button-Depress and lower LG

handle.

If LG handle still cannot be lowered:

2. ALT FLAPS sw-EXTEND.

3. BRAKES channel sw-CHAN 2.
4. Go to ALTERNATE LG EXTENSION, page E‐23.
1

LG FAILS TO EXTEND/ABNORMAL INDICATIONS

2 C 3 C

If abnormal LG down indication(s) is present after LG

handle is lowered (i.e., LG handle warning light on and/
or WHEELS down light(s) off): 4 W 5

1. LG handle-Cycle and monitor LG handle

warning light and WHEELS down lights.

If LG handle warning light came on when the LG han­

dle was lowered, then went off and tests good, or if
WHEELS down lights operated normally:

2. Speedbrakes-Adjust to opening less than 43 (if

required). 6 7 C
3. Land normally.

If LG handle warning light did not illuminate or re­

mained illuminated after LG handle was lowered, and
if one or more WHEELS down lights did not illuminate:

4. Go to ALTERNATE LG EXTENSION, page E‐23.

END

LG HNDL WILL NOT LOWER / LG FAILS TO EXT E-25

8 ” Page
E-25
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W Large asymmetric loads severely limit lateral control when
rolling away from the heavy wing. Until determining net
asymmetry, limit max bank angle change to 90, avoid abrupt
control inputs, and do not exceed 10 AOA.

2 Asymmetric Moment
40
ASYMMETRIC MOMENT − 1000 FOOT - POUNDS

30

20

D
B

10

0
0 1 C 2 A 3 4
WEIGHT DIFFERENCE − 1000 POUNDS
EG1F-16CG-1CL-1-0017X27

A. Station 4/6 weight difference

B. Asymmetric moment
C. Station 3/7 weight difference
D. Asymmetric moment
Asymmetric moments affecting the same side (heavy wing) are
additive.

3 Selectively jettison stores from the heavy wing to obtain a net

asymmetry less than 25,020 ft-lb. Refer to SELECTIVE
JETTISON, page F-17.

E-26 ASYMMETRIC STORES (LANDING)

8 ” Page
E-26
 T.O. EG1F-16CG-1CL-1
ASYMMETRIC STORES (LANDING)

1. AOA - 10 max. 1 W

2. Determine net asymmetry. 2

If asymmetry is greater than 25,020 ft‐lb:

3. Stores - Jettison (as required). 3

(Cont)

ASYMMETRIC STORES (LANDING) E-27

8 1/4 ” Page E-27

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
4  Lower LG at a safe altitude and check handling qualities
until roll authority is insufficient or up to 12 AOA max.

 Max maneuvering AOA for approach and landing is 10 AOA

or 2 less than the AOA at which roll authority is insufficient to
maintain wings level, whichever is less.

5 W The decision to land with a large asymmetry should

consider such factors as weather conditions, runway length/width
and surface conditions (RCR), arresting gear availability,
crosswind component/gusts, and pilot experience.

6 W  With crosswind component greater than 10 kts (5 kts if

the net asymmetry exceeds 20,000 foot-pounds), land with heavy
wing into the crosswind even if this results in landing downwind.
Failure to do so may result in inadequate roll control.

 Avoid abrupt stick inputs. Do not exceed the max AOA, as

determined during the controllability check, or 10 AOA during
final approach, flare, touchdown, go-around or two-point
aerodynamic braking.

 If a go-around is required, exceeding 10 AOA or the max AOA

as determined during the controllability check, may result in an
uncontrollable roll rate towards the heavy wing. When executing
the go-around, smoothly advance power and avoid using
afterburner. Use rudder pedal input away from heavy wing to
counter yaw and prevent development of significant rolling motion
towards the heavy wing.

7 In case of asymmetric stores landing, brake energy absorption

on the heavy side may lead to a hot brake situation.

E-28 ASYMMETRIC STORES (LANDING) (CONT)

E-28 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1

If asymmetry is greater than 10,000 ft‐lb:

4. Controllability - Check. 4

If landing is feasible: 5 W

5. Fly a shallow, power‐on, straight‐in approach.

6 W

6. Aerobrake - Do not exceed 10 AOA.

7. At 120 KIAS - Lower nosewheel to runway and
perform max antiskid braking. 7

If landing is not feasible:

5. Go to EJECTION (TIME PERMITTING), page
F‐23.

If asymmetry is 10,000 ft‐lb or less:

4. Land normally. 7

END

ASYMMETRIC STORES (LANDING) (CONT) E-29

8 1/8 ” Page
E-29
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 TO/LDG CONFIG light is on if left MLG WOW sw has failed.

2 C Touchdown antiskid protection is not available. Landing

with feet on the brake pedals may result in blown tire(s).
3 Consider a go-around if the brakes are found to be
inoperative on landing. An approach-end cable arrestment is
recommended.

4 C Release brakes prior to changing brake channel or

turning antiskid off.

5 C  Release brakes prior to changing brake channel or

turning antiskid off.

 No antiskid protection is available with the ANTI-SKID sw in

OFF and BRAKES channel sw in CHAN 2. Apply brakes with
caution. Brake pedal depression greater than approx 50% is
likely to cause wheel lockup and blown tires.

6 C  If in a congested area, use the parking brake

immediately to stop.

 If unable to control taxi speed or direction, immediately shut

down the engine.

7 W  If hot brakes are suspected, do not use the parking

brake and refer to HOT BRAKES, page E-35. Do not taxi the
aircraft except for emergency movement.

 Do not set the parking brake with single brake failure. Single
brake failure may indicate a hydraulic leak in the brake itself.
In this case, application of the parking brake could deplete the
hydraulic system and result in total brake failure. Use
continuous pressure on the good brake only.

Change 1
E-30 LG HNDL WILL NOT RAISE / BRAKE FAILURE

8 1/8 ” Page
E-30 Change 1
 T.O. EG1F-16CG-1CL-1
LG HANDLE WILL NOT RAISE
If conditions permit:
1. Airspeed - 300 kts max.
2. GW - Reduce prior to landing.
If LG must be raised:
1. LG handle DN LOCK REL button - Depress.
2. LG handle - UP. 1
When desired:
3. LG handle - DN. (Use DN LOCK REL button if
required.)
If LG indicates safe:
4. Land normally.
After touchdown:
5. Brakes - Apply after wheels spin up. 2 C

BRAKE FAILURE
Accomplish as many steps as required: 3

1. HOOK sw - DN (if required).

2. BRAKES channel sw - CHAN 2. 4 C
3. ANTI‐SKID sw - OFF. 5 C
4. NWS - Engage (if required).
If arresting cable is not available or if at low groundspeed:
5. ANTI‐SKID sw - Intermittent PARKING BRAKE,
then ANTI‐SKID. 6 C

When stopped:

6. Parking brake - Set as required. 7 W

END

LG HNDL WILL NOT RAISE / BRAKE FAILURE E-31

E-31
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W  Aborting takeoff at high speed with a blown tire may be
more dangerous than continuing takeoff. For heavy GW takeoffs,
an abort at high speed with a blown tire is extremely dangerous
because braking and directional control are impaired.

 Aborting takeoff after gear retraction has been initiated is not

recommended. Runway remaining is likely to be insufficient due
to landing gear cycle times.

 When braking absorbs a high amount of energy, do not shut

down engine until firefighting equipment is available and do not
use the parking brake.

 Hot wheels and brakes may ignite leaking hydraulic fluid.

Wheel fusible plugs may relieve tire pressure within 15 minutes
after stop.

2 C  At high speed (prior to WOW), forward stick pressure in

excess of approx 2 pounds results in full trailing edge down
deflection of the horizontal tails. This causes excessive loads on
the NLG which can lead to nose tire failure and possible structural
failure of the NLG.

 Failure to use full antiskid braking or applying brakes with

engine above idle thrust significantly increases the wheel brake
temperature and probability of a wheel brake fire.

3 W When the throttle is retarded to IDLE from MAX AB, the

thrust and rpm decay to idle can take up to 2-4 sec. Do not mistake
high thrust/rpm for failure of the engine to respond to the idle
command. Engine shutdown from MAX AB may result in a tailpipe
fire.

4  The hook should be lowered at least 1500 feet from the

cable to allow adequate time for hook to stabilize and for full
holddown force to be developed by the hook actuator.

 Refer to CABLE ARRESTMENT, page E-19.

5 W The hook may miss the cable if the aircraft is not slow
enough to compress the MLG struts sufficiently to make WOW or
if forward stick pressure is held.

6 C With engine shut down, NWS is lost and EPU does not
activate automatically. After hydraulic pressure drops, braking is
available using the brake/JFS accumulators only. Stop straight
ahead and engage parking brake.

7 W NWS malfunctions at any speed may cause an abrupt turn,

tire skidding or blowout, aircraft tipping, and/or departure from the
prepared surface.

Change 1
E-32 ABORT / NWS FAILURE/HARDOVER
E-32 Change 1
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
ABORT 1 W 2 C

1. Throttle - IDLE. 3 W
2. Wheel brakes - Apply (as required).
3. HOOK sw - DN (if required). 4 5 W

If on fire:

4. Throttle - OFF. 6 C
5. FUEL MASTER sw - OFF.

NWS FAILURE/HARDOVER 7 W

1.NWS - Disengage.
2.AR/NWS light - Verify off.
3.Rudder and brakes - As required.

END

Change 1
Change 1
ABORT / NWS FAILURE/HARDOVER E-33
E-33
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:

1 W  If a hot brake condition is a result of a dragging brake,

taxiing the aircraft worsens the condition.

 Any leaking hydraulic fluid may be ignited by hot wheel and

brake surfaces.

 Wheel fusible plugs may relieve tire pressure within 15

minutes after brake application.

 With hot brakes, avoid inflated MLG tire side area within 300
ft for 45 minutes after aircraft has stopped. If required,
approach from front or rear for firefighting purposes only.

2 W  When braking absorbs a high amount of energy, do not

use the parking brake.

 If battery power is not available, toe brakes will be

inoperative after engine shutdown.

 Do not turn MAIN PWR sw to OFF until the nosewheel is

chocked.

 Attempt to park in a level area to minimize risk of aircraft

rolling if the brakes should fail after shutdown.

 Hot wheels and brakes may ignite leaking hydraulic fluid.

Wheel fusible plugs may relieve tire pressure within 15 minutes
after stop.

3 C Use only minimum possible toe brake pressure to hold

aircraft stationary until engine is shut down and nosewheel is
chocked.

4 W Structural MLG components hanging free and/or

significant observed damage should be considered to be
unsuitable for landing.

5 W If time permits, delay landing until external fuel tank(s) is

empty. If an immediate landing is required, jettison external fuel
tank(s).

6 W Failure to depressurize external fuel tanks significantly

increases the probability of tank explosion and fire.

7 C Delay placing the AIR REFUEL sw to OPEN until external

fuel tank(s) is empty.

Change 1
E-34
E-34 Change 1
HOT BRAKES / LDG WITH LG UNSAFE/UP

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
HOT BRAKES
Perform the following after any event that may result
in hot brakes:

1. Request firefighting equipment and proceed

directly to the designated hot brake area or
nearest area clear of other aircraft and
personnel. 1 W

When in the hot brake area:

2. Align aircraft with nose into wind if possible. 2 W

3 C
3. EPU sw - OFF.
4. Throttle - OFF.
5. Nosewheel - Chocked.
6. MAIN PWR switch - OFF.
7. Exit toward the front of the aircraft.

If a brake fire occurs:

8. Go to GROUND EGRESS, page F‐5.

LANDING WITH LG UNSAFE/UP

If the gear is unsuitable for landing or if conditions are
not favorable: 4 W

1. Go to EJECTION (TIME PERMITTING), page

F‐23.

If the gear is suitable for landing and conditions are

favorable:

1. Retain empty fuel tank(s) and racks. An empty

centerline tank should be retained. 5 W
2. Armament - Jettison.
3. GW - Reduce.
4. TANK INERTING sw - TANK INERTING even
if Halon is not available.
5. AIR REFUEL sw - OPEN. 6 W 7 C
6. FCR - OFF.
7. SMS/HDPT/ECM power - Off.
8. SHOULDER HARNESS knob - LOCKED.
9. Go to page E‐36.

(Cont)

Change 1
E-35
Change 1
HOT BRAKES / LDG WITH LG UNSAFE/UP E-35
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
ALL LG INDICATE UNSAFE
BUT APPEAR NORMAL

AVAILABLE UNAVAILABLE

10. HOOK − DOWN. 10. LAND NORMALLY.

11. APPROACH-END
CABLE − ENGAGE.
ALL LG UP

AVAILABLE UNAVAILABLE

ARRESTMENT NOT REC- 10. EPU − ON.

OMMENDED. USE AP- 11. ALT FLAPS − EXTEND.
PROACH-END ARREST- 12. LOW ANGLE APPROACH
MENT UNAVAILABLE AT 13AOA.
PROCEDURE. 13. THROTTLE − OFF IMMEDI-
ATELY PRIOR TO
TOUCHDOWN.

E-36

E-36
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing
APPROACH-END ARRESTMENT
BOTH MLG UP OR UNSAFE

AVAILABLE UNAVAILABLE

10. ALT GEAR HANDLE − IN. 10. ALT GEAR HANDLE − IN.
11. WAIT 5 SEC. 11. WAIT 5 SEC.
12. LG HANDLE − UP. 12. LG HANDLE − UP.
13. ALT GEAR RESET BUT- 13. ALT GEAR RESET BUT-
TON − DEPRESS (2 SEC). TON − DEPRESS (2 SEC).
14. USE ALL LG UP PROCE- 14. USE ALL LG UP
DURE. PROCEDURE.
15. IF NLG DOES NOT 15. IF NLG DOES NOT
RETRACT: RETRACT:
a. HOOK − DOWN. a. CONSIDER LANDING
b. LOW ANGLE FROM A LOW ANGLE
APPROACH APPROACH AT 13°
AT 11 AOA. AOA IF WING FUEL
c. ATTEMPT A FLY-IN TANKS ARE CARRIED.
ENGAGEMENT.
d. THROTTLE − OFF
AFTER ENGAGEMENT.

WHEN WING FUEL TANKS

ARE NOT CARRIED OR
IF THE ENGAGE- LANDING CONDITIONS
MENT IS MISSED, ARE NOT FAVORABLE
MAINTAIN WINGS FOR LANDING WITH WING
LEVEL AND GO FUEL TANKS, GO TO
AROUND. IF A GO- EJECTION (TIME PERMIT-
AROUND IS NOT AC- TING), PAGE F-23.
COMPLISHED, CAT-
ASTROPHIC LOSS
OF AIRCRAFT CON-
TROL MAY OCCUR.

E-37
E-37
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing

APPROACH-END ARRESTMENT
NLG UP OR UNSAFE

AVAILABLE UNAVAILABLE

ARRESTMENT NOT REC- 10. EPU − ON.

OMMENDED. USE AP- 11. LOW ANGLE APPROACH
PROACH-END ARREST- AT 13° AOA.
MENT UNAVAILABLE 12. THROTTLE − OFF AFTER
PROCEDURE. TOUCHDOWN.
13. LOWER NOSE TO RUN-
WAY BEFORE CONTROL
EFFECTIVENESS BEGINS
TO DECAY.

EJECTION IS PREF-
ERABLE TO SLIDING
INTO AN ARREST-
MENT CABLE WITH
THE NLG COL-
LAPSED. THE
CABLE MAY SLIDE
UP OVER THE NOSE
WITH UNPREDICT-
ABLE AND POTEN-
TIALLY DANGER-
OUS CONSE-
QUENCES TO ANY-
ONE IN THE COCK-
PIT(S).

14. EPU − OFF AFTER STOP.

E-38
E-38
8 7/8 ” Page
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing

APPROACH-END ARRESTMENT
ONE MLG AND NLG UP OR UNSAFE

AVAILABLE UNAVAILABLE

ARRESTMENT NOT REC- 10. ALT GEAR HANDLE − IN.

OMMENDED. USE AP- 11. WAIT 5 SEC.
PROACH-END ARREST- 12. LG HANDLE − UP.
MENT UNAVAILABLE 13. ALT GEAR RESET BUT-
PROCEDURE. TON − DEPRESS (2 SEC).
14. USE ALL LG UP
PROCEDURE.
15. IF LG DOES NOT RE-
TRACT:
a. LG HANDLE − DN.
b. CONSIDER LANDING
FROM A LOW ANGLE
APPROACH AT 13°
AOA IF EXTERNAL
FUEL TANK(S) IS CAR-
RIED.

LAND ON SIDE OF
RUNWAY AWAY
FROM THE UNSAFE
MLG.

WHEN EXTERNAL FUEL

TANKS ARE NOT CARRIED
OR LANDING CONDITIONS
ARE NOT FAVORABLE
FOR LANDING WITH EX-
TERNAL FUEL TANKS, GO
TO EJECTION (TIME PER-
MITTING), PAGE F-23.

Change 1
Change 1 E-39
E-39
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing

APPROACH-END ARRESTMENT
ONE MLG INDICATES UNSAFE BUT APPEARS NORMAL

AVAILABLE UNAVAILABLE

10. HOOK − DOWN. 10. ALT GEAR HANDLE − IN.

11. LOW ANGLE APPROACH 11. WAIT 5 SEC.
AT 11° AOA. 12. LG HANDLE − UP.
12. AFTER TOUCHDOWN, 13. ALT GEAR RESET BUT-
USE ROLL CONTROL, IF TON − DEPRESS (2 SEC).
NECESSARY, TO HOLD 14. USE ALL LG UP PROCE-
WING UP. IF ROLL CON- DURE.
TROL IS NEEDED TO 15. IF LG DOES NOT RE-
HOLD WING UP, MAINTAIN TRACT:
LANDING ATTITUDE FOR a. LG HANDLE − DN.
ENGAGEMENT. IF ROLL b. CONSIDER LANDING
CONTROL IS NOT NEED- FROM A LOW ANGLE
ED TO HOLD WING UP, APPROACH AT 13°
LOWER NOSE FOR AR- AOA IF EXTERNAL
RESTMENT. FUEL TANK(S) IS CAR-
13. THROTTLE − OFF AFTER RIED.
ENGAGEMENT.

LAND ON SIDE OF
RUNWAY AWAY
IF THE ENGAGEMENT
FROM THE UNSAFE
IS MISSED AND ROLL
MLG.
CONTROL WAS NEC-
ESSARY TO HOLD
WING UP, MAINTAIN
WINGS LEVEL AND
GO AROUND. IF A GO- WHEN EXTERNAL FUEL
AROUND IS NOT AC- TANKS ARE NOT CARRIED
COMPLISHED, CATA- OR LANDING CONDITIONS
STROPHIC LOSS OF ARE NOT FAVORABLE
AIRCRAFT CONTROL FOR LANDING WITH EX-
MAY OCCUR. TERNAL FUEL TANKS, GO
TO EJECTION (TIME PER-
MITTING), PAGE F-23.

Change 1
E-40
E-40 Change 1

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
LG Unsafe/Up Landing

APPROACH-END ARRESTMENT
ONE MLG UP OR PARTIALLY EXTENDED

AVAILABLE UNAVAILABLE

10. ALT GEAR HANDLE − IN. 10. ALT GEAR HANDLE − IN.
11. WAIT 5 SEC. 11. WAIT 5 SEC.
12. LG HANDLE − UP. 12. LG HANDLE − UP.
13. ALT GEAR RESET BUT- 13. ALT GEAR RESET BUT-
TON − DEPRESS (2 SEC). TON − DEPRESS (2 SEC).
14. USE ALL LG UP PROCE- 14. USE ALL LG UP PROCE-
DURE. DURE.
15. IF LG DOES NOT RE- 15. IF LG DOES NOT RE-
TRACT: TRACT:
a. LG HANDLE − DN a. LG HANDLE − DN.
b. HOOK − DOWN. b. CONSIDER LANDING
c. LOW ANGLE AP- FROM A LOW ANGLE
PROACH AT 11° AOA. APPROACH AT 13°
d. AFTER TOUCHDOWN, AOA IF EXTERNAL
USE ROLL CONTROL FUEL TANK(S) IS CAR-
TO HOLD WING UP RIED.
AND MAINTAIN LAND-
ING ATTITUDE FOR
ENGAGEMENT.
e. THROTTLE − OFF LAND ON SIDE OF
AFTER ENGAGEMENT. RUNWAY AWAY
FROM THE UNSAFE
MLG.

IF THE ENGAGEMENT
IS MISSED, MAINTAIN
WINGS LEVEL AND WHEN EXTERNAL FUEL
GO AROUND. IF A GO- TANKS ARE NOT CARRIED
AROUND IS NOT AC- OR LANDING CONDITIONS
COMPLISHED, CATA- ARE NOT FAVORABLE
STROPHIC LOSS OF FOR LANDING WITH EX-
AIRCRAFT CONTROL TERNAL FUEL TANKS, GO
MAY OCCUR. TO EJECTION (TIME PER-
MITTING), PAGE F-23.

Change 1
E-41
Change 1 E-41

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
MLG Collapse

APPROACH-END ARRESTMENT
ALL LG INDICATE SAFE FOLLOWING MLG COLLAPSE

AVAILABLE UNAVAILABLE

14. HOOK − DOWN. 14. LAND NORMALLY.

15. APPROACH−END CABLE −
ENGAGE.

E-42
E-42

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
NOTES:

MISC

F-1
 T.O. EG1F-16CG-1CL-1
Miscellaneous

ACTIVATED EPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-7

CADC

OR
CADC CADC MALFUNCTION . . . GO TO B-7
ENGINE
FAULT

CANOPY MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . F-23

COCKPIT OVERPRESSURIZATION (GROUND) . . . . F-5

CABIN COCKPIT PRESSURE/TEMPERATURE

PRESS
MALFUNCTION (IN FLIGHT) . F-15

CONTROLLABILITY CHECK . . . . . . . . . . . . GO TO B-27

EJECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-23

EMERGENCY JETTISON . . . . . . . . . . . . . . . . . . . . . . F-17

EQUIP
HOT EQUIP HOT CAUTION LIGHT . . . F-11

GROUND EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-5

MISC

HYDRAZINE LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-7

F HYPOXIA/HYPOCAPNIA . . . . . . . . . . . . . . . . . . . . . . . . F-9

INS FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-19

OXY
LOW OXYGEN MALFUNCTION . . . . . . F-11

PBG MALFUNCTION (31) . . . . . . . . . . . . . . . . . . . . . . F-13

(Cont)

F-2
 T.O. EG1F-16CG-1CL-1

SELECTIVE JETTISON . . . . . . . . . . . . . . . . . . . . . . . . F-17

SMOKE OR FUMES . . . . . . . . . . . . . . . . . . . . . . . . . . . F-13

END

F-3

6 3/4 ” Page

F-3
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W Do not delay accomplishing the procedural steps.
Prolonged exposure to overpressurization may result in
decompression sickness or barotrauma.

2 C Leave the battery on line until the chocks are installed.

3 W Exit over the left side (conditions permitting) to avoid EPU

exhaust gases.

4 W  D Consider canopy jettison so rear seat occupant can

egress more rapidly.

 Opening the canopy with the MANUAL CANOPY CONTROL

handcrank is extremely difficult. If immediate egress is required, the
canopy should be jettisoned rather than opened with the handcrank.

5 W  If jettison is unsuccessful, heat, blast, and toxic gas from the

rockets may enter the cockpit.

 To prevent the flow of oxygen into the cockpit after the oxygen hose
is disconnected, do not select (31) EMER, LESS (31)
EMERGENCY.

6 W  Lifting the CANOPY JETTISON T-handle other than straight

up may cause the handle to jam.

 Jettisoning the canopy inside a hardened aircraft shelter or under

an aircraft sun screen may be extremely hazardous. The canopy
reaches a height of approx C 26 ft, D 17 ft above the ground during
jettison from a parked aircraft.

F-4 COCKPIT OVERPRESS (GND) / GND EGRESS

6 3/4 ” Page

F-4
 T.O. EG1F-16CG-1CL-1
COCKPIT OVERPRESSURIZATION (GROUND) 1 W

1. Throttle - OFF. 2 C

2. Canopy - Open.

3. Seek medical attention.

GROUND EGRESS
1. Throttle - OFF.
2. Ejection safety lever - Safe (up).
3. Harness and personal equipment - Release.
4. ANTI‐SKID sw - PARKING BRAKE (if required)
5. EPU sw - OFF (time permitting). 3 W
6. Canopy - Open. 4 W
If canopy does not raise:
7. OXYGEN - 100%. 5 W
8. Visor - Down (if applicable).
9. Canopy - Jettison. 6 W

END

COCKPIT OVERPRESS (GND) / GND EGRESS F-5

7 ” Page

F-5
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 Inform landing base of hydrazine leak or EPU operation and
request bioenvironmental services support.

2 W Treat any leak as a hydrazine leak until investigation proves

otherwise.

3 Consider turning the ECS off to prevent the possibility of

hydrazine fumes or EPU exhaust gases entering the cockpit.

4 C If AIR SOURCE knob is placed to OFF, also turn off

nonessential avionic equipment as electronic equipment may be
damaged.

5 C If chocks are not installed, be prepared to immediately

engage the parking brake if it disengages when the EPU is shut
off.

6 To prevent sitting in a sealed cockpit (hot) without ECS,

consider waiting for ground crew to arrive with ladder and oxygen
bottle prior to shutting down the engine. If oxygen is depleted,
consider opening the cockpit and/or egressing the aircraft.

F-6 ACTIVATED EPU/HYDRAZINE LEAK

7 ” Page

F-6
 T.O. EG1F-16CG-1CL-1
ACTIVATED EPU/HYDRAZINE LEAK

If landing with an activated EPU or a hydrazine leak

is detected while the engine is running: 1 2 W

1. OXYGEN - 100%.

When on the ground:

2. AIR SOURCE knob - OFF (if required). 3 4 C

3. Taxi to designated isolated parking area (if
required) and park aircraft with left wing into
wind if possible.
4. Ensure all nonessential personnel are clear.
5. Chocks - Installed (or parking brake engaged).
6. EPU sw - OFF. 5 C
7. MAIN PWR sw - MAIN PWR (until chocks are
installed).
8. Shut down the engine (after left main wheel is
chocked). 6

END

ACTIVATED EPU/HYDRAZINE LEAK F-7

7 1/4 ” Page

F-7
 T.O. EG1F-16CG-1CL-1

NOTES:

F-8

7 1/4 ” Page

F-8
 T.O. EG1F-16CG-1CL-1
HYPOXIA/HYPOCAPNIA
When hypoxia‐like symptoms are recognized:

1. OXYGEN regulator - (31) ON/PBG, 100%, EMER,

LESS (31) ON, 100%, EMERGENCY.

If oxygen flow is insuffi­ If oxygen flow is suffi­

cient or abnormal: cient and normal:

2. Hose connections - 2. Rate and depth of

Check. breathing - Normal­
3. Emergency oxygen - ize.
Activate. 3. Altitude - Descend
4. Oxygen hose - Dis­ to cockpit altitude
connect. below 10,000 ft MSL
if able.
5. Rate and depth of
breathing - Normal­ 4. Land as soon as
ize. practical.
6. Altitude - Descend END
to cockpit altitude
below 10,000 ft MSL
if able.
7. Land as soon as
practical.

END

Change 1
HYPOXIA/HYPOCAPNIA F-9

7 1/2 ” Page

Change 1 F-9
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 An ECS shutdown and EQUIP HOT caution light illumination
for up to 2 minutes can occur during operation above a line from
42,000 ft MSL at 0.2 Mach to 50,000 ft MSL at 0.95 Mach. This
shutdown is normal, but may still require additional action if the
EQUIP HOT light remains on for more than 1 minute.

2 If conditions permit, nonessential equipment (in order of

priority) the pilot should consider turning off includes the: FCR,
SMS, MFDs, IFF.

Change 1
F-10 EQUIP HOT CAUTION LIGHT

7 1/2 ” Page

F-10 Change 1
 T.O. EG1F-16CG-1CL-1
EQUIP HOT CAUTION LIGHT

If EQUIP HOT caution light illuminates: 1

1. AIR SOURCE knob - Confirm in NORM if smoke

or fumes are not present.
2. Throttle - 80% rpm min (in flight).

If EQUIP HOT caution light remains on after 1 min­

ute:

3. Nonessential avionics - Off. 2

4. Land as soon as practical.

OXYGEN MALFUNCTION

If OXY LOW caution light illuminates:

1. Cockpit pressure altitude - 10,000 ft max.

If unable to descend immediately:

2. Emergency oxygen - Activate.

3. Oxygen hose - Disconnect.

If hypoxia‐like symptoms are felt:

4. Refer to HYPOXIA/HYPOCAPNIA, page F‐9.

END

EQUIP HOT CAUT LT / OXYGEN MALF F-11

7 3/4 ” Page

F-11
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W  All unidentified odors will be considered toxic. Do not
takeoff when unidentified odors are present.

 If the source cannot be identified and eliminated quickly, do

not delay activating emergency oxygen.

2 External fuel cannot be transferred in OFF or RAM.

Consider jettisoning tanks to decrease drag if range is critical
and the ECS cannot be turned on for short periods of time to
transfer fuel.

3 Attempt to determine the source of smoke or fumes.

Sources of smoke and fumes could be the ECS, engine, or
equipment. Consider turning off the following nonessential
electrical equipment first: FCR, SMS, MFDs, IFF.

4 C  Smoke in the cockpit may be indicative of an engine

oil system malfunction. If possible, retard throttle to lowest
setting possible to sustain flight and monitor the OIL pressure
indicator. Refer to OIL SYSTEM MALFUNCTION, page C-19,
if appropriate.

 Any odor that smells of burning flesh may be indicative of

bird ingestion into the engine. Monitor engine instruments for
signs of abnormal operation.

5 W Activation of the emergency oxygen bottle does not

prevent cockpit smoke or fumes from entering the oxygen
mask.

Change 1
F-12 SMOKE OR FUMES

7 3/4 ” Page

F-12 Change 1
 T.O. EG1F-16CG-1CL-1
PBG MALFUNCTION (31)
If excessive pressure is experienced or high pressure
continues after g is reduced:
1. OXYGEN mode lever-ON.

If pressure is not relieved:

2. Oxygen hose-Disconnect.
3. Cockpit pressure altitude-10,000 ft max.

If unable to descend immediately:

4. Emergency oxygen-Activate.
5. Land as soon as practical.

SMOKE OR FUMES 1 W

If smoke or fumes are detected:

1. Oxygen regulator - Check ON, 100%, and (31)
EMER, LESS (31) EMERGENCY.
2. Altitude - 25,000 ft max (18,000 ft if conditions
permit).
3. Airspeed - 500 kts max.
4. AIR SOURCE knob - RAM. 2
5. Nonessential electrical equipment - Off. 3
6. Determine cause of smoke or fumes and correct
(if possible). 4 C
7. Land as soon as practical.

If odors persist after selecting 100% O2:

8. Emergency oxygen - Activate. 5 W
9. Oxygen hose - Disconnect.
10. Altitude - Descend to cockpit altitude below
10,000 ft MSL if able.
11. Land as soon as possible.

If cockpit visibility precludes safe operation:

12. Airspeed - 180 kts max.
13. Seat - Full down.
14. ALT FLAPS sw - EXTEND.
15. Canopy - Jettison.
END
Change 1
PBG MALFUNCTION / SMOKE OR FUMES F-13

8 ” Page
Change 1 F-13
 T.O. EG1F-16CG-1CL-1
OTHER INDICATIONS:
 CABIN PRESS caution light.

OTHER CONSIDERATIONS:
1 W With the ECS shut down or the AIR SOURCE knob in OFF
or RAM, the g-suit does not inflate (31) and PBG is disabled.

2 External fuel cannot be transferred in OFF or RAM.

Consider jettisoning tank(s) to decrease drag if range is critical
and ECS cannot be turned on for short periods of time to
transfer fuel.

3 If conditions permit, nonessential equipment (in order of

priority) the pilot should consider turning off includes the: FCR,
SMS, MFDs, IFF.

F-14 COCKPIT PRESS/TEMP MALF (IN FLT)

8 ” Page
F-14
 T.O. EG1F-16CG-1CL-1
COCKPIT PRESSURE/TEMPERATURE MALFUNC-
TION (IN FLIGHT) 1 W

If the cockpit temperature is excessive and does not re­

spond to AUTO, MAN, or OFF temperature commands
or cockpit pressure is lost, proceed as follows:

1. OXYGEN - 100%.
2. Rate and depth of breathing - Normalize.
3. Altitude - 25,000 ft max (18,000 ft if conditions
permit).
4. Airspeed - 500 kts max.
5. AIR SOURCE knob - OFF (10‐15 sec), then NORM.

If cockpit pressure is regained:

6. Continue normal operation.

If cockpit pressure is not regained but all other sys­

tems dependent on the ECS are operational:

6. Flight may be continued below 25,000 ft (18,000

ft if conditions permit).

If ECS has failed or cockpit temperature control is not

regained:

6. AIR SOURCE knob - OFF. 2

7. AIR SOURCE knob - RAM (after cockpit is
depressurized).
8. Nonessential electrical equipment - Off. 3
9. Land as soon as practical.
10. Check for failed emergency dc bus(es). Refer to
EMERGENCY POWER DISTRIBUTION, page
A‐23.

END

COCKPIT PRESS/TEMP MALF (IN FLT) F-15

8 1/4 ” Page F-15

 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 C  Jettison of an inboard shoulder-mounted store from a
TER at station 4 or 6 with MLG down may result in LG and
store(s) collision. To avoid this, select RACK for jettison
instead of WPN.

 Jettison of external wing fuel tanks with stores/suspension

equipment at stations 3 and/or 7 with MLG down may result in
LG and external wing fuel tank collision.

 Failure to load the actual stores configuration into SMS inventory

could cause damage to the aircraft by inhibiting the selective jettison
release time delay used to ensure safe 370-gallon fuel tank
separation when a store is present at station 3 or 7.

 Selective jettison airspeed/mach limits in T.O. EG1F-16CG-1-2

are only valid for:
 Selective jettison of one store type at a time.
 Selective jettison from nonadjacent stations.
If simultaneous selective jettison of either more than one store
type or from adjacent stations is required, adhere to
emergency jettison airspeed/mach limits.

 When 300-gallon and 370-gallon fuel tanks are carried

simultaneously, the 300-gallon fuel tank must be separated
prior to the 370-gallon fuel tanks.

2 If the initial actuation of the WPN REL or ALT REL button

fails to jettison all aircraft stores, subsequent attempts may
successfully release the remaining stores.

3 If the initial actuation of the EMER STORES JETTISON

button fails to jettison all aircraft stores, subsequent attempts
may successfully release the remaining stores.

Change 1
F-16 SELECTIVE / EMERGENCY JETTISON

F-16 Change 1 8 1/4 ” Page

 T.O. EG1F-16CG-1CL-1
SELECTIVE JETTISON

1. GND JETT ENABLE sw - ENABLE (if LG is down).

2. MASTER ARM sw - MASTER ARM.
3. DR ARMT CONSENT sw - On.
4. SMS sw - SMS.
5. DOG FIGHT sw - Center.
6. MFD - SMS format.
7. S‐J OSB (MFD) - Depress.
8. S‐J PAGE (MFD) - Select stores desired for
jettison. 1 C
9. WPN REL or C ALT REL button - Depress
(1 sec). 2
10. MASTER ARM sw - As required.

EMERGENCY JETTISON

1. GND JETT ENABLE sw - ENABLE (if required).

2. EMER STORES JETTISON button - Depress
(1 sec). 3

END

Change 1
SELECTIVE / EMERGENCY JETTISON F-17
Change 1 F-17
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
INDICATIONS OF INS COMPUTER FAILURE:
 AVIONICS FAULT CAUTION LIGHT.
 ADI AUX WARNING FLAG.
 HUD HEADING SCALE, PITCH LADDER, ROLL SCALE, AND
FPM LOSS.
 PFL CODE INS DEGR.
 FLCC AOS feedback function is deactivated.

INDICATIONS OF TOTAL INS FAILURE:

 AVIONICS FAULT CAUTION LIGHT.
 ADI AUX WARNING FLAG.
 ADI OFF WARNING FLAG.
 HSI COMPASS CARD FROZEN.
 ADI FROZEN/TUMBLED.
 HUD PITCH LADDER, HEADING SCALE, ROLL SCALE, AND
FPM ALSO BLANK.
 PFL CODE INS BUS FAIL.
 FLCC AOS feedback function is deactivated.

OTHER CONSIDERATIONS:
1 W 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.
Momentary warning flags may indicate impending failure. To
detect these failures and maintain proper flight orientation,
basic and backup instruments must be cross-checked.

 INS failure or an INS operating in attitude mode results in

loss of all ground collision avoidance except altitude low
(ALOW) and MSL line in the sky (LIS).

2 LESS (39) The INS does not apply power to spin up the
gyros until the gyros come to a complete stop. The INS does not
apply gyro brakes for these failures. There are no additional
aircraft maneuvering restrictions during this spin-down period.

F-18 INS FAILURES

F-18
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
INS FAILURES

INS Computer Failure LESS (39)

If the INS computer fails:

1. Cross‐check attitude indications.
2. C DF INSTR HDG knob - Slew HSI to match best
available magnetic heading.

Total INS Failure 1 W

1. INS knob - OFF for (39) 10 sec, LESS (39) 3

minutes. 2
2. Attitude - Straight, level, and unaccelerated.
3. INS knob - IN FLT ALIGN.
4. Magnetic heading - Enter within 20 sec.

(Cont)

INS FAILURES F-19

F-19
8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
3  Min performance is available with return of the HUD FPM;
return of max G value indicates full performance. INS knob can
remain in IN FLT ALIGN to insure the highest performance by
continuing the INS updating process.

 Performing a double-drift maneuver (turning off heading

approx 45, then 90 in the opposite direction, then 45 to
resume course, maintaining each heading change for 15-30
sec minimum and utilizing a bank angle less than 45) will
assist completion of the alignment.

 Performing S-turns (continuous turning without level flight

between turns) will significantly degrade the accuracy of an in-flight
alignment.

4  Fix taking procedures may be required as indicated on

the DED MAN INFLT ALIGN page.

 Limit vertical maneuvering until the FPM is displayed on the

HUD. Failure to do so could delay or prevent completion of the
in-flight alignment.

F-20
F-20 TOTAL INS FAILURE (CONT)

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1

5. Attitude - Straight, level, and unaccelerated until

ADI OFF warning flags go out of view after approx
(39) 10 sec, LESS (39) 35 sec.
6. In‐flight alignment - Monitor. 3  4

If the ADI OFF and/or AUX warning flag does not go out
of view, alignment is not possible and the attitude mode
should be attempted:

7. INS knob - OFF for 15 sec.

8. INS knob - ATT.
9. Attitude - Straight, level, and unaccelerated until
ADI OFF warning flag goes out of view after
approx (39) 10 sec, LESS (39) 35 sec.
10. ADI and HUD - Verify attitude information is
correct.
11. C DF INSTR HDG knob - Slew HSI to match best
available magnetic heading.

END

TOTAL INS FAILURE (CONT) F-21

F-21

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 W Failure to remove night vision goggles (NVG) prior to
ejection may cause serious injury. If unable to remove NVG, a
proper ejection body position (head back against the seat
headrest) reduces the chance of injury from the NVG.

2 W Slow to lowest practical airspeed.

3 W If canopy is jettisoned or manually released/opened after

pulling the ejection handle, the ejection seat functions
immediately after canopy separation. Be prepared to
immediately put arm back in ejection position when the canopy
starts to separate.

4 W Lifting the CANOPY JETTISON T-handle other than

straight up may cause the handle to jam.

5 W Use of the CANOPY JETTISON T-handle or MANUAL

CANOPY CONTROL handcrank may result in serious injury.
To minimize chances of injury, immediately release the handle
when the canopy starts to separate.

6 W  Arms must be kept close to body to avoid letting wind

blast pull arms out of the cockpit.

 HUD glass disintegration can be expected following medium

to high energy bird strike with or without canopy penetration.

 Canopy damage may cause loss of the canopy without

warning.

Change 1
F-22 EJECTION / CANOPY MALFUNCTIONS
F-22 Change 1

8 5/8 ” Page
 T.O. EG1F-16CG-1CL-1
EJECTION
Ejection (Immediate)
1. Ejection handle - Pull.

Ejection (Time Permitting)

1. IFF MASTER knob - EMER.
2. MASTER ZEROIZE sw (combat status) - ZEROIZE.
3. Loose equipment and checklist - Stow.
4. Lapbelt and helmet chin strap - Tighten.
5. Night vision devices - Remove (if appropriate). 1 W
6. Visor - Down and locked (if appropriate).
7. Throttle - IDLE. 2 W
8. Speedbrakes - Open.
9. Assume ejection position.
10. Ejection handle - Pull.

Failure of Canopy To Separate 3 W

1. Canopy - Open normally.

2. Canopy - Jettison. 4 W
3. MANUAL CANOPY CONTROL handcrank - Push
in and rotate ccw. 5 W

CANOPY MALFUNCTIONS

CANOPY Warning Light On

If CANOPY warning light illuminates:
1. Canopy handle - Push outboard.

If CANOPY warning light remains on:

2. Go to CANOPY DAMAGE/LOSS IN FLIGHT, below.

Canopy Damage/Loss in Flight 6 W

If canopy loss/penetration has occurred:

1. Airspeed - 180 kts max.
2. Seat - Full down.
3. Land as soon as possible.

If fuel is not critical:

4. Flaps - EXTEND via ALT FLAPS sw/LG handle.
5. Land as soon as possible.

END

Change 1 F-23
Change 1
EJECTION / CANOPY MALFUNCTIONS F-23
 T.O. EG1F-16CG-1CL-1

NOTES:

F-24

F-24
 T.O.EG1F-16CG-1CL-1
SECTION AR

AIR REFUELING PROCEDURES

WITH KC-135 AND KC-10

TABLE OF CONTENTS

BRUTE FORCE DISCONNECT . . . . . . . . . . . . AR-9

KC-10/KDC-10 BOOM FLCS FAILURE . . . . . AR-7

NORMAL AIR REFUELING PROCEDURES . . AR-2

SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . . AR-7

VISUAL SIGNALS . . . . . . . . . . . . . . . . . . . . . . . AR-3

END

AIR REFUEL
AR

AR-1
AR-1
 T.O.EG1F-16CG-1CL-1

NORMAL AIR REFUELING PROCEDURES

Armament Safety Check

1. MASTER ARM switch-OFF or SIMULATE.
2. LASER ARM switch-OFF.
3. SMS-Confirm ordnance safe.
4. (152) CMDS switches (9), LESS (152) CHAFF/
FLARE switches (4)-OFF.

Precontact
1. TACAN-As required.
2. Emitters (ECM/Radar/RDRALT)-As required
(Quiet/Silent/STBY/OFF).
3. HOT MIC CIPHER switch-HOT MIC.
4. Exterior lights (Night)-DIM, STEADY.
5. ANTI COLLISION light switch (Night)-OFF.
6. AIR REFUEL switch-OPEN.
7. AR status indicator light-RDY.

Contact
1. AR status indicator light-AR/NWS.
2. Fuel transfer-Monitor.

Disconnect
1. A/R DISC button-Depress momentarily, then
release.
2. AR status indicator light-DISC.

Post Air Refueling

1. AIR REFUEL switch-CLOSE.
2. AR status indicator lights (3)-Off.
3. Fuel quantity-Check.
4. MASTER ARM switch-As required.
5. SMS-As required.
AIR REFUEL

6. (152) CMDS switches (9), LESS (152) CHAFF/

FLARE switches (4)-As required.
7. TACAN-As required.
AR

8. FCR-As required.
9. RDR ALT-As required.
10. LASER ARM switch-As required.
11. Exterior lights-As required.

AR-2
AR-2
 T.O. EG1F-16CG-1CL-1
Visual Signals

SIGNAL INDICATION

1. Boom in Trail
(a) Extended 10 feet Ready for contact *
(b) Fully extended 1. Tanker Manual Operation
(TMO) without tanker dis-
connect capability
2. Acknowledge receiver’s
manual boom latching
signal
(c) Fully retracted Offload complete
2. Boom Stowed
(a) Fully retracted Tanker air refueling sys-
tem inoperative
(b) Extended 5 feet System malfunction, tank-
er and receiver check air
refueling systems
3. Flashing receiver direc- BREAKAWAY
tor lights/Tanker lower
rotating beacon ON
4. Receiver director lights Tanker request for discon-
going OUT during con- nect, receiver return to pre-
tact ** contact position
5. Receiver closing and 1. Manual Boom Latching
opening receptacle door (MBL)
when in precontact posi- 2. Acknowledge Tanker
tion Manual Operation (TMO)
without tanker disconnect
capability signal
6. Steady light from re- Emergency fuel shortage
ceiver or rocking of exists
wings ***
7. Flashing light from re- Initiate toboggan maneu-
ceiver cockpit area ver

AR-3
T.O. EG1F-16CG-1CL-1
Visual Signals − (Cont)

SIGNAL INDICATION

8. (DAY): Same receiver returns Additional fuel re-

to precontact with recep- quired-EMCON 2-4
tacle door open. Pilot sig-
nals closed fist, thumb to
mouth plus hand signaling
number
(NIGHT): Same receiver re-
turns to precontact with re-
ceptacle door open, ready
for contact ****

* Receiver(s) in the observation position will move to

the precontact position in their briefed sequence only af-
ter insuring that the boom is in the ready for contact posi-
tion and the preceding receiver has cleared the tanker.
The receiver will stabilize in the precontact position, then
move to the contact position. The boom operator will not
give the ready for contact signal until the preceding re-
ceiver has cleared the tanker.
** The receivers will advise the tanker of any pilot di-
rector light malfunctions/deficiencies.
*** If fuel shortage occurs at times other than sched-
uled air refueling, the receiver should be positioned so the
signal may be seen from the tanker cockpit.
**** Additional fuel offloaded will be 2000 lb on each
subsequent contact.

AR-4
 T.O. EG1F-16CG-1CL-1
NOTES:

AR-5
AR-5
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 A small amount of fuel spray from the nozzle and receptacle
during fuel transfer does not require fuel transfer to be terminated.
The receiver pilot should be notified if this condition exists and the
air refueling operations will be continued or discontinued at his
discretion.

2 Normal FLCS gains and tank pressures will be regained.

3 The RDY, AR/NWS, and DISC lights will not indicate normally.
The NWS light will not illuminate when nosewheel steering is
engaged.

4 W The receiver pilot must inform the tanker he is ready to

receive fuel and coordinate the disconnect cycle for the
conclusion of refueling.

5 C Prior to attempting this method of transferring fuel, the

boom operator will brief the receiver pilot and thoroughly
coordinate the procedures to be used. Both tanker and receiver
crews will monitor the refueling with extreme caution.

6 W  When notified that a KC-10/KDC-10 boom flight control

system failure has occurred, do not initiate a disconnect unless
directed by the boom operator.

 Follow the boom operator’s instruction explicitly. To reduce the

probability of boom strike after disconnect, it may be necessary
to remain in a stabilized position to allow for aerodynamic fairing
of the boom control surfaces.

AR-6 SYSTEM MALF / KC-10/KDC-10 FLCS BOOM FAIL

AR-6
8 1/2 ” Page
 T.O. EG1F-16CG-1CL-1
SYSTEM MALFUNCTIONS
When any system malfunction or condition exists
which could jeopardize safety, air refueling will not be
accomplished except during fuel emergencies or when
continuance of fueling is dictated by operational
necessity. 1

Slipway Door Will Not Open

No back‐up system is provided to open or close the slip­
way door if hydraulic system B fails.

Slipway Door Will Not Close

1. AR switch-CLOSE. 2 3

Inoperative Boom/Receptacle Latching

If fuel shortage emergency requires:
1. Boom operator-Inform of the need to accom­
plish manual boom/receptacle pressure refuel­
ing. 4 W 5 C

KC-10/KDC-10 BOOM FLCS FAILURE

Do not disconnect until cleared by boom operator. 6 W

AR-7
SYSTEM MALF / KC-10/KDC-10 BOOM FLCS FAIL AR-7

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
OTHER CONSIDERATIONS:
1 Enter any brute force disconnect as a discrepancy in the AFTO
Form 781. The entry will specify which type of brute force
disconnect occurred.

2 C Following an inadvertent brute force disconnect, air

refueling will be terminated except during fuel emergencies or
when continuation of air refueling is dictated by operational
necessity.

3 C  A controlled tension brute force disconnect will be

accomplished only as a last resort, after all other normal and
emergency methods of disconnect have failed.

 The receiver pilot must not jerk the boom out with rapid thrust
change toward IDLE or by using speedbrakes; to do so may
cause serious structural damage. Gradual power reduction will
suffice to effect a disconnect.

 Fly stabilized at contact altitude until certain the nozzle is

clear of the receptacle and slipway.

 Air refueling for the receiver which required controlled

tension disconnect will be terminated except during fuel
emergencies or when continuation of air refueling is dictated by
operational necessity.

AR-8
AR-8 BRUTE FORCE DISCONNECT

8 3/4 ” Page
 T.O. EG1F-16CG-1CL-1
BRUTE FORCE DISCONNECT 1

Inadvertent Disconnect
An inadvertent brute force disconnect is defined as any
unplanned disconnect which is the result of one of the
following:
 The receiver aircraft moving rapidly to the aft limit,
causing mechanical tanker/receiver separation.
 Boom pullout occurs at 38 degrees elevation or below.
2 C

Controlled Tension Disconnect

1. Slide out boom with gradual power reduction.

2. When at full boom extension, tension disconnect

will occur with slight power reduction. 3 C

AR-9

BRUTE FORCE DISCONNECT AR-9

 T.O. EG1F-16CG-1CL-1

NOTES:

AR-10

AR-10