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F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 7

T.O. GR1F16CJ1

140

ENGINE Warning Light

PW 229

The ENGINE warning light, located on the edge of

the right glareshield, illuminates when RPM and

FTIT indicator signals indicate that an engine

overtemperature or flameout has occurred. Illumina

tion also occurs for an engine alternator failure and

may occur as a result of an RPM or FTIT indicator

failure. The warning light illuminates when the rpm

decreases to subidle (below 55 percent) or approxi

mately 2 seconds after FTIT indication exceeds

1100

C. The warning light goes off when the

condition that turned it on is eliminated. The warning

light is powered by battery bus No. 1.

Throttle

PW 229

Refer to figure 19. The engine is controlled by a

throttle mounted above the left console with detents

at OFF, IDLE, MIL, and MAX AB. The throttle is

mechanically connected to the MFC. The OFF

position terminates engine ignition and fuel flow. The

IDLE position commands minimum thrust and is

used for all ground starts. From IDLE to MIL, the

throttle controls the output of the engine. Forward of

the MIL position, the throttle modulates the

operation of the AB (through 11 segments) while

maintaining constant basic engine operation.

The throttle must be rotated outboard to allow

advancement from OFF to IDLE and from MIL to AB.

Retarding the throttle from AB to MIL automatically

rotates the throttle. At IDLE, a cutoff release at the

base of the throttle must be actuated to allow the

throttle to be rotated outboard and retarded to OFF.

For throttle differences, refer to F16D AIR

CRAFT, this section.

A single white reflective stripe is located

both the upper surface of the throttle foot and on the

sidewall fairing,

on both the lower throttle radius

next to the console and on the panel outboard of the

throttle radius. Alignment of the two stripes aids in

identifying the IDLE position.

Six switches are located on the throttle.

throttle friction control is located inboard at the base

of the throttle.

The throttles are mechanically

linked together.

ENGINE OPERATING CHARACTERISTICS

PW 229

Engine General

PW 229

Idle functions provided by the DEEC closedloop idle

control during PRI operation are:

Ground idle - Provides the lowest level of idle thrust

while maintaining adequate stall margin. The

nozzle opens to greater than 80 percent and engine

rpm is 6577 percent. Ground idle is activated with

the LG handle in DN and the throttle at or near

IDLE.

Flight idle - Flight idle provides inflight idle thrust

when the LG handle is in UP and the throttle is at

or near IDLE. The nozzle is open to 020 percent and

the thrust is approximately 700 pounds higher than

ground idle.

Transient idle - Transient idle rpm provides for

rapid thrust response after rapidly retarding the

throttle to IDLE and then advancing within 20

seconds.

At MIL, the DEEC controls fan speed and engine

pressure ratio to maintain consistent thrust. RPM

and FTIT vary as a function of flight conditions.

Following engine ground start, whenever the LG

handle is DN, and for 3 minutes after LG handle is

placed UP, the DEEC may position the RCVV's more

closed for increased stall margin. Positioning the

RCVV's more closed results in up to 2 percent higher

engine rpm at MIL and above. Three minutes after

placing the LG handle UP, engine rpm may decrease

up to 2 percent.

Ground Operations

PW 229

Since the DEEC maintains constant idle thrust, rpm

varies with temperature and pressure altitude

(higher temperature or pressure altitude results in

higher rpm).

NonAB Operation in Flight

PW 229

Regardless of temperature, NOZ POS indicator

indication should not exceed 20 percent at MIL.

Engine operation is continually optimized as flight

conditions change. This is evident by slight changes

in the NOZ POS, RPM, and FTIT indicator

indications.

Idle rpm is scheduled as a function of mach number

(from CADC), altitude, temperature, throttle move

ment, and time. At altitudes below approximately

30,000 feet MSL, idle rpm is 7080 percent. As

altitude increases, idle rpm increases to provide the

engine sufficient stall margin during throttle

transients.

T.O. GR1F16CJ1

141

Throttle (Typical)

GR1F-16CJ-1-1021X37

For throttle differences, refer to THROTTLE and F-16D AIRCRAFT, this section.

OFF

IDLE

MAX AB

MIL (ADJUSTABLE)

NOTE:

ENGINE F100-PW-229

Throttle Cutoff Release

UHF VHF (Data Link IN OUT) Transmit Switch (4-Way,

MAN RNG/UNCAGE Knob/Switch (Rotate, Depress)

ANT ELEV Knob (Rotate, Center Detent)

DOG FIGHT Switch (3-Position, Slide)

SPD BRK Switch (3-Position, Aft Momentary)

RDR CURSOR/ENABLE Switch (Depress Multidirectional)

Hands-on Blackout (HOBO) Paddle Switch

Throttle

Throttle Friction Control

IDLE Stripe

Throttle Stripe

10.

11.

12.

13.

Momentary Rocker)

Throttle Foot

Figure 19.

T.O. GR1F16CJ1

142Change 1

At 1.4 mach and above, the minimum thrust level is

MIL even though the throttle may be retarded below

MIL. Typically, the minimum thrust level increases

from idle to MIL between 0.981.4 mach. All of the

minimum operating level features are deactivated

during SEC operation.

After a rapid throttle movement to IDLE, engine rpm

initially decreases to a level above flight idle

(transient idle). Transient idle rpm provides for rapid

thrust response if the throttle is advanced. If the

throttle is not advanced within 20 seconds, engine

rpm then slowly decreases to flight idle. As altitude

increases, the difference between transient idle rpm

and flight idle rpm decreases.

A low frequency engine vibration may be sensed in

flight or on the ground primarily at or near idle, but

may also occur at higher thrust settings. The

vibration has no adverse effect on engine or aircraft

structure and should disappear if engine rpm is either

increased or decreased. Vibrations that change in

intensity with throttle movement and are present

across the throttle/rpm range may indicate a

potential engine malfunction.

AB Operation in Flight

PW 229

Refer to figure 110. The DEEC monitors AB

operation and takes appropriate action to prevent

engine stalls. In AB, the DEEC provides the

following:

Fast acceleration capability:The AB has no

limitations. Near sea level, AB operation occurs

immediately after AB is selected. At high altitude,

a higher fan speed must be attained prior to AB

operation. For example, during an IDLEtoMAX

AB throttle transient at low altitude, the AB lights

immediately when AB is selected and sequencing

begins just prior to attaining MIL thrust rpm.

AB segment sequencing limiting:When AB is

selected at extremely high altitudes and low

airspeeds, the DEEC automatically schedules AB

operation. As the airspeed increases or the altitude

decreases, automatic AB sequencing takes place if

the AB request is greater than the actual AB

operation.

AB recycle capability:The DEEC, in conjunction

with the LOD, provides automatic AB recycle

capability in the event of an AB blowout or nolight

condition (if the throttle is left in AB). In that event,

the DEEC automatically resets the control system

to MIL, performs a control system check, and

reattempts to light the AB up to three additional

times before returning the engine to MIL. If the

LOD is failed, the DEEC attempts one AB relight

using a duct pressure signal to verify AB lightoff. No

caution lights result from unsuccessful AB recycles.

Additional AB attempts can be made by moving the

throttle to MIL or below and then back into AB.

SEC Operation

PW 229

The engine transfers to SEC when the ENG CONT

switch is manually switched to SEC. To minimize rpm

and thrust changes during manual transfers, the

throttle should be placed to the midrange position.

Transfer to SEC also occurs automatically if the

DEEC senses a major engine control system

malfunction or if loss of electrical power to the DEEC

occurs.

When the engine transfers to SEC, the SEC caution

light illuminates and AB operation is inhibited. RPM

and FTIT may increase or decrease depending on

flight conditions and on the engine malfunction.

If a transfer to SEC occurs while in AB, the nozzle

closes and AB operation is automatically cancelled. If

a transfer to SEC occurs during supersonic operation,

the throttle should be maintained at MIL or above

until the aircraft is subsonic.

While subsonic in SEC, throttle movement is

unrestricted below 40,000 feet MSL. The throttle may

be moved in the AB range; however, the AB is

inhibited. Refer to ENGINE - OPERATIONAL

ENVELOPE, Section V for transfer and throttle

movement restrictions.

SEC provides 7080 percent of normal MIL thrust.

This level provides a measure of protection against

exceeding engine operating limits and provides

sufficient thrust for safe flight operations. SEC idle

thrust is approximately twice that in PRI with a

normal nozzle during landing approach and ground

operations because the nozzle is closed.

T.O. GR1F16CJ1

143

1F-16X-1-4006X

TITUDE 1000 FEET

0.0

0.4

0.8

1.2

1.6

2.0

MACH NUMBER

0.2

0.6

1.0

1.4

1.8

2.2

REGION 3

REGION 2

REGION 1

AB Envelope

ENGINE F100-PW-229

Throttle movement is unrestricted throughout the aircraft flight envelope.

Region 1
Region 2
Region 3
Region 4

REGION 4

Selecting AB above 45,000 feet MSL and less than 140 knots may result in delayed lights or recycles.

NOTES:

LightOff

Unlimited 11 segment AB operation.
AB segments 1 through 10 available.
AB segments 1 through 8 available.
AB inhibited.

Figure 110.

T.O. GR1F16CJ1

144

ENGINE

129

GENERAL DESCRIPTION

129

Refer to figure 111. The aircraft is powered by a

single F110GE129 afterburning turbofan engine.

Maximum thrust is approximately 29,500 pounds.

ENGINE FUEL/CONTROL SYSTEM

129

Refer to figure 112. The engine fuel/control system

delivers the required fuel to the engine for

combustion and for use by the control system for

scheduling the engine variable geometry. The control

system is primarily composed of three major

components:the digital electronic control (DEC),

the afterburner fuel control (AFC), and the main

engine control (MEC). The engine has two pilot

selectable modes of operation:primary (PRI) and

secondary (SEC). In addition, there are two modes of

operation between PRI and SEC which are not

selectable by the pilot:hybrid VSV (HYB VSV) and

hybrid (HYB).

Digital Electronic Control (DEC)

129

The DEC is the critical component of the primary

(PRI) engine control. The DEC is an enginemounted,

fuelcooled solidstate digital computer which con

trols both the main engine and the AB.

Afterburner Fuel Control (AFC)

129

The AFC is a fueloperated electrohydromechanical

control which regulates fuel flow to the AB in

conjunction with the DEC.

Main Engine Control (MEC)

129

The MEC is a fueloperated hydromechanical control

which provides various control functions in all control

modes.

Primary (PRI) Engine Operation

129

PRI provides unrestricted engine operation through

out the entire flight envelope.

1F-16X-1-4005X

F110-GE-129 Engine

CONVERGENT

NOZZLE

DIVERGENT

NOZZLE

AB MODULE

FAN DRIVE

TURBINE

MODULE

CORE ENGINE

MODULE

FAN MODULE

COMBUSTION

CHAMBER

REAR COMPRESSOR

9 STAGES

FAN

DUCT

FAN

3 STAGES

INLET

GUIDE

VANES

ENGINE-DRIVEN

GEARBOX

MAIN FUEL PUMP

MAIN ENGINE CONTROL

DEC (LOWER RIGHT SIDE)

AB FUEL CONTROL (LOWER RIGHT SIDE)

HIGH PRESSURE TURBINE

AB FLAME DETECTOR

Figure 111.

T.O. GR1F16CJ1

145

Engine Fuel/Control System Schematic

(Typical)

GR1F-16CJ-1-0017X37

ENGINE F110-GE-129

LEGEND:

ELECTRICAL

FUEL
FUEL (COOLING)
HYDRAULIC

MECHANICAL

AB FUEL FLOW

SERVO PRESSURE

FROM FFP

FAN IGV POWER

FAN DISCH TEMP

VSV POWER

AB PUMP ON-OFF

AIRFRAME

ENGINE

ENGINE HYDRAULIC

PUMP

NOZZLE TORQUE

MOTOR SIGNAL

AB FLOW DEMAND

AB FEEDBACK

AB PUMP ON-OFF

MEC THROTTLE

AB FUEL

PUMP

MAIN

FUEL

PUMP

ENGINE FUEL

BOOST PUMP

FUEL FLOW

TRANSMITTER

THROTTLE

ENGINE ELECTRONIC

CONTROL COOLING

FUEL SHUTOFF VALVE

FUEL/OIL HEAT

EXCHANGER

MAIN FUEL

SHUTOFF VALVE

PRI/SEC SELECT SIGNAL

RTN

RSVRS

NOZ CONT

MAIN

ENGINE

CONTROL

(MEC)

DIGITAL

ELECTRONIC

CONTROL

(DEC)

PRI/SEC SELECT

SIGNAL

MODE SELECT

SIGNALS

AB FUEL

CONTROL

(AFC)

FUEL/OIL/

HYDRAULIC

PYROMETER

ENGINE SIGNALS

ENGINE CONTROL

ENGINE

FEEDBACK

SIGNALS

COOLER

ENGINE FAULT

FTIT

NOZ POS

OIL

RPM

AIRFRAME SIGNALS

COCKPIT ANTI-ICE

ENGINE DATA REQUEST

ICE DETECTOR SIGNAL

MACH

AB PUMP SERVO PRESSURE

Figure 112.

T.O. GR1F16CJ1

146

Control functions provided by the DEC during PRI

operation are:

Fan speed control.

Core speed limiting.

Acceleration and deceleration fuel flow scheduling.

Turbine blade temperature limiting.

AB fuel flow scheduling.

Nozzle control to provide fan stall margin.

Minimum and maximum compressor discharge

pressure limiting.

Scheduling of inlet guide vane (IGV) position.

Resetting of the compressor variable stator vanes

(VSV) for increased stall protection.

Ignition logic for starting and automatic relight

sequencing in both the engine and AB.

Logic to automatically select HYB or HYB VSV or

transfer to SEC for certain PRI failures.

Compressor variable stator vane scheduling.

Control functions provided by the MEC during PRI

operation are:

Main engine fuel flow scheduling and metering.

Engine overspeed protection (113 percent rpm

overspeed fuel shutoff valve).

Positive fuel cutoff.

Compressor VSV scheduling (HYB VSV) for certain

PRI failures.

When operating in PRI, main engine fuel flow is

controlled by the DEC. The MEC fuel flow control

feature is in standby mode.

The nozzle is controlled by signals from the DEC to

the engine hydraulic pump which positions four

nozzle actuators in order to maintain fan stall margin

while providing the requested level of thrust.

Fan inlet guide vane (IGV) positioning is controlled

by the DEC in accordance with the IGV schedule.

High energy and AB ignition are controlled by the

DEC.

During transonic and supersonic flight, with the

throttle retarded below MIL, the DEC limits

minimum engine operation as a function of mach

number from the central air data computer (CADC)

to prevent inlet buzz and possible engine stall. When

retarding the throttle to IDLE above 1.4 mach, rpm

may decrease up to 15 percent from MIL rpm. RPM

then decreases with mach number until approxi

mately 1.1 mach, at which time the engine

decelerates to normal flight idle rpm.

Hybrid (HYB) Engine Operation

129

HYB is activated when the DEC detects certain

failures. In HYB, the MEC provides main engine fuel

flow scheduling and VSV control.

Control functions by the DEC during HYB operation

are:

AB fuel flow scheduling.

Nozzle control to provide fan stall margin.

Scheduling of inlet guide vane (IGV) position.

Logic to automatically transfer to SEC if HYB fails.

Control functions provided by the MEC during HYB

operation are:

Main engine fuel flow scheduling and metering.

Compressor variable stator vane (VSV) scheduling.

Engine overspeed protection (113 percent rpm

overspeed fuel shutoff valve).

Positive fuel cutoff.

During HYB operation:

ENG HYB MODE PFL is displayed.

Turbine blade temperature limiting is not provided.

VSV reset is not active.

Maximum fan speed is automatically limited.

MIL thrust is 90100 percent of that provided in

PRI.

Supersonic idle - Lockup is not active.

T.O. GR1F16CJ1

147

Secondary Engine Control (SEC)

Operation

129

SEC is activated by either manually placing the ENG

CONT switch to SEC or as a result of automatic

transfer when the DEC detects certain failures. In

SEC, the MEC provides fuel flow scheduling in

addition to the functions it provides in PRI operation.

During SEC operation:

The nozzle is closed.

AB operation is inhibited (fuel and ignition).

Turbine blade temperature limiting is not provided.

High energy ignition is continuously energized.

IGV's are in a fixed, fully closed position.

VSV reset is not active.

Maximum fan speed is automatically limited.

SEC caution light is illuminated.

In flight, MIL thrust is 7095 percent of that

provided at PRI MIL.

Supersonic idle - Lockup is not active.

Idle thrust is higher than that in PRI because the

nozzle is closed.

Engine Fuel Boost Pump

129

The gearboxmounted engine fuel boost pump

provides pressurized fuel to the main fuel pump and

AB fuel pump.

Main Fuel Pump

129

The geartype main fuel pump receives pressurized

fuel from the engine fuel boost pump. It provides

additional pressure and supplies the fuel to the

MEC.

Afterburner (AB) Fuel Pump

129

The gearboxmounted AB fuel pump receives fuel

from the engine fuel boost pump. It provides

additional pressure and supplies fuel to the AB fuel

control.

Inlet Guide Vanes (IGV's)

129

Each IGV is an airfoil which is divided into two

sections. The forward portion of the inlet guide vane

is fixed which provides structural support. The aft

portion of the inlet guide vane is a variable angle

flap which controls the angle at which air enters the

fan. This both improves fan efficiency and increases

the stall margin.

Variable Stator Vanes (VSV's)

129

The compressor VSV system controls the angle of

the core inlet guide vanes and the first three stages

of core variable stator vanes. Positioning is a

function of engine rpm. By varying the vane

position, the system automatically changes the

effective angle at which the airflow enters the

compressor rotor blades, thereby maintaining

satisfactory airflow and optimum compressor

performance throughout the entire flight envelope.

For increased stall protection, the VSV's are reset

slightly closed from their normal position after a

throttle snap to IDLE. The reset position is

maintained for 2 minutes after which the VSV's

return to their normal schedule, resulting in an rpm

drop of approximately 2 percent.

Compressor Bleed Air

129

Bleed air is extracted from two separate stages in

the compressor for engine and airframe use.

Lowpressure (fifth stage) air is used for turbine

cooling and the engine antiice system. Air for

airframe use is taken from both the lowand

highpressure (ninth stage) compressor sections.

Lowpressure bleed air is used for the ECS unless

the pressure is insufficient, in which case

highpressure bleed air is used. Highpressure

bleed air is used for the nacelle ejectors and is also

used to power the EPU.

EXHAUST NOZZLE

129

The exhaust nozzle is a variable area convergent/di

vergent, semifloating type with mechanically linked

primary and secondary flaps and seals. Nozzle area

modulation is accomplished by four hydraulic

actuators which provide synchronous actuation. The

nozzle actuators are operated by the engine hydraulic

pump using engine oil as hydraulic fluid, and respond

to electrical inputs from the DEC.

The primary functions of the nozzle system are to

maintain fan stall margin by varying the nozzle area

and to control the engine thrust for optimum

performance through the entire flight envelope.

Content .. 5 6 7 8 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 7

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 7