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F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 29

T.O. GR1F16CJ1

1216

AIRSPEED/MACH INDICATOR

The airspeed/mach indicator is pneumatically

operated by total and static pressure supplied by the

pitotstatic system. The indicator displays indicated

airspeed and mach number. Indicated airspeed is

displayed by a moving airspeed/mach pointer against

a fixed airspeed scale. Mach number, which is read

against the airspeed/mach pointer, is displayed by a

rotating mach scale. The range of the indicator is from

80850 knots and from 0.52.2 mach.

The maximum allowable airspeed pointer indicates

800 knots at sea level. Higher airspeeds are indicated

as altitude is increased. This indication is not a valid

maximum allowable airspeed cue; it should be

disregarded. Refer to MAXIMUM AIRSPEED

OPERATING LIMITATIONS, Section V.

The SET INDEX knob is used to set the airspeed

reference index.

STANDBY ATTITUDE INDICATOR (SAI)

The SAI is a selfcontained, electrically powered

vertical gyroscope that mechanically positions the

attitude sphere of the indicator to display aircraft

pitch and roll attitudes. Manual caging of the

gyroscope is accomplished by pulling the PULL TO

CAGE knob at the lower right corner of the indicator.

The knob is held out until the sphere is caged to zero

pitch and roll indication and then released. Adjust

ment of the miniature aircraft reference symbol is

accomplished by rotation of the PULL TO CAGE knob.

Since the SAI is mounted in the instrument panel at

an angle, it indicates a pitch angle of 4 degrees less

than the ADI when pitch trim knobs on both

indicators are set at the pitch trim index. If caging is

required, the aircraft should be flown wings level,

constant altitude, and at an AOA of approximately

+4 degrees. When caged on the ground, allow 2

minutes prior to taxi.

An OFF warning flag appears whenever electrical

power is lost or whenever the PULL TO CAGE knob

is pulled. After power loss, the indicator continues to

provide usable attitude information for approxi

mately 9 minutes. The gyroscope of the indicator is

unrestricted in roll but is limited to approximately

85 degrees in pitch.

The indicator can develop errors during aerobatic

maneuvering, primarily when pitch is near 90

degrees. If these errors exceed 7 degrees after

returning to level flight, erection is cut off. If this

occurs, the gyro does not automatically erect and

must be manually caged to eliminate the error. The

indicator is powered by battery bus No. 2.

VERTICAL VELOCITY INDICATOR (VVI)

The VVI displays rate of climb/descent information

provided by the CADC. The indicator has a

vertically moving tape display with a range of 6000

fpm climb or dive. The VVI is powered by emergency

ac bus No. 1.

MAGNETIC COMPASS

The magnetic compass is a selfcontained indicator

which shows the heading of the aircraft with respect

to magnetic north. Adjustable compensating magnets

in the compass provide the means for cancelling

magnetic disturbances originating within the air

craft. A deviation correction card for the compass is

located immediately below and aft of the compass.

ATTITUDE DIRECTOR INDICATOR (ADI)

Refer to figure 188. The ADI displays pitch and roll

attitude information supplied by the EGI/INS. The

ADI is not limited in pitch or roll and displays any

aircraft attitude accurately. In certain modes of

operation, the indicator displays ILS glide slope and

localizer deviation information. The instrument

displays turn rate which is presented in standard turn

needle format. The turn rate needle is driven by the

rate gyroscope transmitter which senses the aircraft

turn rate and displaces one needle width in response

to a 11/2degree/second turn rate. The slip indicator

(ball) is a selfcontained item. The pitch trim knob is

used to adjust the attitude sphere to the desired pitch

attitude in reference to the miniature aircraft.

The OFF warning flag may indicate failure of either

the EGI/INS or the ADI. A momentary OFF and/or

AUX flag, even with proper attitude being displayed,

may indicate impending failure of the ADI or

EGI/INS data to the ADI. The GS warning flag

indicates that the glide slope deviation bar is

unreliable. The LOC warning flag indicates that the

localizer signal is unreliable. The AUX warning flag

signifies that the EGI/INS has failed or is operating

in a less precise attitude condition and that HSI

heading must be set to a known heading by the

INSTR HDG knob on the INSTR MODE select panel.

HORIZONTAL SITUATION INDICATOR (HSI)

Refer to figure 189. The HSI displays horizontal or plan

view of the aircraft with respect to the navigation

situation. The miniature aircraft symbol in the center of

the HSI is fixed and comparable to an aircraft

superimposed on a compass rose. The face of the HSI is

a compass card driven by the EGI/INS so that aircraft

magnetic heading is always read at the upper lubber line.

T.O. GR1F16CJ1

1217

The HDG set knob provides the means for rotating the

heading reference marker to the desired heading. Once

set, the heading reference marker rotates with the

compass card. The heading reference marker provides

a reference to the heading select mode of the autopilot.

The CRS set knob provides the means for selecting

any one of 360 courses. To select a desired course,

rotate the head of the course arrow to the desired

course on the compass card and check the course

selector window for the precise setting. Once set, the

course arrow rotates with the compass card.

PX III

The EGI does not use slaved variation for

course display for TACAN, VORTAC, and VOR points

retrieved from the database. Rather, the magnetic

variation at the aircraft present position is used for

course computation and display.

PX III

Except for UTM's and markpoints (steerpoints

2130), each steerpoint can have an associated CDI

deflection. the selected deflection scales the HSI for

course deviation as represented by a twodot

deflection of the CDI. From the STPT L/L or DEST

DIR pages, DCS SEQ can be used to display a DED

page to program these functions. Two options for CDI

lateral deflection are available: 4 NMI (default) or 3

DEG. The 3degree selection will be displayed in the

lower left corner of the HUD as ANG. UTM's and

markpoints always use 4 nm scaling.

The bearing pointer provides bearing information to

TACAN station or EGI/INS destination. Refer to

NAVIGATION AIDS AND DISPLAY, this section.

The range indicator provides a readout of distance in

nm to a TACAN station, DME navigational aid, or

EGI/INS destination. Loss of TACAN or DME signal

or an unreliable signal causes a warning flag to cover

the range indication window when ILS/TCN or TCN

is selected. When NAV or ILS/NAV is selected, an

EGI/INS failure causes the warning flag to cover the

range indication window. Loss of power to the HSI

causes the OFF warning flag to come into view.

CLOCK

The clock, located on the right auxiliary console, is an

8day, manually wound clock with provisions for an

elapsed time indication up to 60 minutes.

CRASH SURVIVABLE FLIGHT DATA RE

CORDER (CSFDR)

The aircraft contains a CSFDR system that stores

engine usage data, aircraft service life data, avionics

health and diagnostic data, and mishap investigation

data. The CSFDR system consists of two units

containing stored flight data: the Signal Acquisition

Unit (SAU) and the Crash Survivable Memory Unit

(CSMU). The mishap investigation data, or Type 1

data, is stored in the CSMU. Service life data (Types

2 and 3 data), engine usage data (Type 4 data), and

avionics health and diagnostic data (Type 5 data) are

stored in the SAU. The SAU is not crash hardened.

Service life and engine usage data is stored for

approximately the last seven flights. Type 5 data is

available for the last two or three flights. Mishap

investigation data storage is limited to the last

approximately 60 minutes of flight time; however,

there are automatic special event provisions in flight

that protect an approximate 30 seconds worth of data

from overwrite until the next flight. If desired, a

manual special event data save can be accomplished

by depressing the FIRE & OHEAT DETECT test

button for 1 second. Saved data covers at least the 15

seconds prior to and after button depression. A total of

ten special events (automatic and manual) may be

saved in Type 1 data. There is no limit to the number

of special events that can be stored in Type 5 data. The

occurrence of a special event also generates an MFL.

Special events are:

Acceleration (NZ) greater than 9.5g or less than

-3.5g.

AOA greater than 29 degrees or less than or equal

to -5 degrees.

Canopy unlocked in flight.

Engine data save.

Engine overspeed.

Engine overtemperature.

Engine stagnation.

Engine subidle.

Engine transfer to SEC.

EPU overspeed.

FLCS reset.

FLCS warning light.

LEF's locked by asymmetry brakes.

Main fuel shutoff valve not fully open.

Main generator off line.

OVERHEAT caution light.

Throttle in OFF in flight.

T.O. GR1F16CJ1

1218

1F-16X-1-0013X

Attitude Director Indicator (ADI) (Typical)

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

GS Warning Flag Glide Slope Unreliable

Attitude Sphere

Pitch Scale

Upper Bank Index Pointer

Localizer Deviation Bar

LOC Warning Flag Localizer Signal Unreliable

AUX Warning Flag INS/EGI Navigation and

Pitch Trim Index

Pitch Trim Knob

Rate-of-Turn Scale

Rate-of-Turn Needle

Slip Indicator (Ball)

Lower Bank Index Pointer

Lower Bank Scale

Miniature Aircraft Symbol

Glide Slope Deviation Bar and Pointer

OFF Warning Flag Attitude Sphere/INS/

Glide Slope Deviation Scale

Horizon Line

Heading Unavailable

EGI Unreliable

Figure 188.

Range Indicator

Warning Flag Range Indicator

Heading Reference Marker

Upper Lubber Line

Course Selector Window

Bearing Pointer

OFF Warning Flag HSI Power

TO-FROM Indicator

Miniature Aircraft Symbol

CRS Set Knob

Course Arrow Tail

Bearing Pointer Tail

Lower Lubber Line

HDG Set Knob

Course Deviation Indicator

Course Deviation Scale

Warning Flag Course Deviation

Course Arrow

Compass Card

1F-16X-1-0014X

6
7
8

19
18
17

Horizontal Situation Indicator (HSI)

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

(Typical)

Figure 189.

T.O. GR1F16CJ1

1219

F16D AIRCRAFT

Only those items which are different, significant, or

unique to the forward or rear cockpit are discussed in

the following paragraphs.

ENGINE CONTROLS

Only a throttle, ENG CONT switch, and FUEL

MASTER switch are provided.

Throttle

The throttle is limited in certain functions:

Cannot be advanced from OFF to IDLE.

Cannot be advanced from MIL to AB.

Cannot be retarded from IDLE to OFF.

Does not have a throttle friction control.

ENG CONT Switch

Refer to figure 13. The ENG CONT switch, located on

the left console, is a twoposition switch.

Functions are:

SEC - Manually selects SEC (SEC caution light

illuminates) regardless of forward cockpit ENG

CONT switch position.

NORM - (Guarded position) Returns control to

forward cockpit switch position.

FUEL SYSTEM

Fuel Control Panel

Refer to figure 123. The fuel control panel, located on

the left console, contains a guarded FUEL MASTER

switch. The FUEL MASTER switches in both cockpits

must be in the MASTER (on) position to permit fuel

flow to the engine. Either switch when positioned to

OFF shuts off all fuel flow to the engine.

SPEEDBRAKE SYSTEM

SPD BRK Switch

Refer to figure 116. The SPD BRK switch is

springloaded to the off (center) position and must be

held in either the open (aft) position or close (forward)

position.

DRAG CHUTE SYSTEM

DRAG CHUTE Switch

Refer to figure 141. The DRAG CHUTE switch,

located on the LG control panel, is a threeposition

guarded switch used to deploy and release the drag

chute. Manually holding the DRAG CHUTE switch in

REL prevents drag chute deployment when the

switch is placed to DEPLOY.

Manually holding the DRAG CHUTE switch in REL

after

drag chute deployment (switch remaining in

DEPLOY) allows the deployed drag chute to release

if airspeed is above 60 knots.

Manually holding the DRAG CHUTE switch in

DEPLOY prevents drag chute release when the

switch is moved from DEPLOY to NORM/REL.

LANDING GEAR (LG) SYSTEM

All LG functions are duplicated except that the

BRAKES channel, ANTISKID, and LANDING TAXI

LIGHTS switches are not present. In addition, the

DN LOCK REL button function is different.

DN LOCK REL Button

Refer to figure 137. The DN LOCK REL button,

located on the LG control panel, when depressed,

unlocks the LG handle electrically to allow movement

to UP in case the left MLG WOW switch has failed to

the ground position. The DN LOCK REL button has

no mechanical unlock function.

FLIGHT CONTROL SYSTEM

Simultaneous inputs to the forward and aft sticks (or

rudder pedals) are added together to position the

flight control surfaces accordingly. Unintentional

right roll inputs can occur as a result of leg/knee

interference with the stick.

The flight controls are abbreviated and contain

only the stick, rudder pedals, and warning, caution,

and status lights. The FLCP and MANUAL TRIM

panels are not available.

STICK CONTROL OPERATION

With the STICK CONTROL switch in FWD, the stick

indicator displays the word FWD. Depressing the

forward cockpit paddle switch locks out the rear

cockpit stick, rudder, and MPO commands. The

OVRD light in both cockpits illuminates indicating

override is activated. Depressing the rear cockpit

paddle switch has no effect on the forward cockpit

controls.

T.O. GR1F16CJ1

1220

With the STICK CONTROL switch in AFT, the stick

indicator displays the word AFT. Depressing the

rear cockpit paddle switch,

PX III

with the ASIU

switch OFF or the ASIU STICK CONT switch in

FLIGHT, locks out the forward cockpit stick, rudder,

and MPO commands and transfers control of NWS to

the rear cockpit. The OVRD light in both cockpits

illuminates, indicating override is activated. De

pressing the forward cockpit paddle switch has no

effect on the rear cockpit controls.

STICK CONTROL Switch

Refer to figure 118. The STICK CONTROL switch

is located on the TEST switch panel.

Functions are:

FWD - The aft cockpit flight control functions are

locked out as long as the paddle switch is held

depressed.

AFT - The forward cockpit flight control functions

are locked out, and NWS control is transferred to

the rear cockpit as long as the paddle switch is held

depressed.

Stick Indicator

Refer to figure 190. A threeposition stick indicator,

located on the instrument panel, indicates the

position of the STICK CONTROL switch by

displaying the word AFT or FWD as applicable.

Diagonal stripes appear when power is removed or

appear momentarily during switching.

Stick OVRD Lights

Refer to figure 190. The stick OVRD lights, located

on the forward and rear cockpit instrument panels,

illuminate when the paddle switch is used to take

control.

ESCAPE SYSTEM

EJECTION MODE SEL Handle

Refer to figure 155. The EJECTION MODE SEL

handle is located on the right auxiliary console.

Functions are:

NORM

Activation of ejection system from rear cockpit

results in canopy jettison, then a .33second delay

followed by only rear seat being ejected.

Activation of ejection system from forward cockpit

following rear seat ejection results in forward seat

ejection.

Activation of ejection system from forward cockpit

results in canopy jettison, a .33second delay, aft

seat ejection, and a .4second delay followed by

forward seat ejection.

AFT - Activation of ejection system from either

cockpit results in canopy jettison, a .33second

delay, aft seat ejection, and a .4second delay

followed by forward seat ejection.

SOLO - Activation of ejection system from forward

cockpit results in canopy jettison, then a .33second

delay followed by only forward seat being ejected.

Activation of ejection system from aft cockpit

results in canopy jettison, then a .33second delay

followed by only aft seat being ejected. Simulta

neous activation from forward and aft cockpits

results in unsequenced ejections.

GR1F-16CJ-1-0093A37

1. OVRD Light (Amber)

2. Stick Indicator

Stick Indicator and

OVRD Light

(Typical)

PX III

PX II

Figure 190.

T.O. GR1F16CJ1

1221

COMMUNICATIONS SYSTEM

Refer to figure 179. Identical audio control panels,

with fully active switches, are located in both

cockpits. The UHF, VHF, TACAN, and ILS can be

enabled from either cockpit with the audio control

panels but must be turned off in both cockpits to

deactivate the equipment. Squelch functions only if

squelch is enabled in both cockpits. Control of other

functions is determined by the position of the

PX II

CNI,

PX III

C & I knob.

Functions are:

UFC - Switches on the upfront controls are fully

active in

and

. Control inputs can be made

from either or both cockpits; however, only one

variable (e.g., UHF frequency) can be selected or

changed at one time. Only one DED, presented in

both cockpits, can be selected at a time.

BACKUP -

No control is available for mode,

code, channel, or frequency of the UHF, TACAN, or

IFF. Audio control panels are not affected.

INSTR MODE SELECT PANEL

Refer to figure 184. If the INSTR MODE knob is in

the same position in both cockpits, the rear cockpit

HSI course slaves to that selected in the front cockpit.

The INSTR MODE select panel does not have an

INSTR HDG knob.

FLIGHT INSTRUMENTS

An accelerometer is installed and the altimeter

barometric pressure set knob is not connected to the

CADC.

Accelerometer

Refer to figure 191. The accelerometer is selfcon

tained and mechanically indicates acceleration

acting along the vertical axis of the aircraft. The

accelerometer is graduated in g units and has three

indicating pointers. The main pointer displays

instantaneous changes in acceleration. The positive

and negative auxiliary pointers indicate the maxi

mum positive and negative acceleration experienced.

The auxiliary pointers retain their highest readings

until the PUSH TO SET knob is depressed.

AFT STATION INTERFACE UNIT (ASIU)

PX III

Refer to figure 192. The ASIU allows the aft stick to

perform either regular flight control functions or

expanded avionic functions. The ASIU panel is

located on the right console, to the right of the aft

stick. When activated, the ASIU converts aft station

stick and handson control inputs from analog signals

to digital signals for transmission to the SMS and

selected stores. Refer to figure 179.1 for handson

controls located on the throttle and stick.

The switches on the ASIU panel have the following

functions:

STICK CONTROL Switch

PX III

The STICK CONTROL switch is a twoposition

guarded switch. The switch positions are marked

FLIGHT and AVIONICS.

Functions are:

FLIGHT - Allows normal flight functions for aft

stick and handson controls when the ASIU switch

is in ASIU and the

STICK CONTROL switch is

in FWD.

AVIONICS - Allows expanded avionic functions for

aft stick and handson controls when the ASIU

switch is in ASIU and the

STICK CONTROL

switch is in FWD. Allows normal flight operations for

aft stick and handson controls when ASIU switch is

in OFF.

1. Auxiliary Positive Pointer

2. Auxiliary Negative Pointer

3. PUSH TO SET Knob

4. Main Pointer

GR1F-16CJ-1-0094X37

Accelerometer

(Typical)

Figure 191.

T.O. GR1F16CJ1

1222

1. STICK CONTROL Switch

2. ASIU Switch

ASIU Panel

GR1F-16CJ-1-1097X37

PX III

Figure 192.

ASIU Switch

PX III

The ASIU switch is a twoposition lever lock switch.

Functions are:

ASIU - Power on.

OFF - Power off.

For a detailed system description, refer to T.O.

GR1F16CJ3411.

MULTIFUNCTION DISPLAY (MFD)

Refer to figure 13. The HUD CTVS video can be

displayed on the right MFD by placing the VIDEO

SEL switch to HUD.

THROTTLE AND STICK SWITCHES/CONTROLS

Refer to figures 193 and 194 for the switches/con

trols located on the throttle and stick.

ARMT CONSENT SWITCH

Refer to figure 13. The ARMT CONSENT switch,

located on the instrument panel, is guarded in the

ARMT CONSENT position. The switch is in series

with the MASTER ARM switch in the forward cockpit

and must be in the ARMT CONSENT position to

enable the normal release of any store.

AFT SEAT HUD MONITOR (ASHM)

Refer to figure 195. The HUD CTVS video can be

displayed on the ASHM or on the right MFD,

depending on the position of the VIDEO SEL switch.

SERVICING DIAGRAM

Refer to figure 196 for servicing/specifications

information.

Throttle and Stick

Switches/Controls

PX II

SWITCH/CONTROL

STATUS

THROTTLE

DOG FIGHT/Missile Override
SPD BRK
*RDR CURSOR/ENABLE
*ANT ELEV
*MAN RNG/UNCAGE
UHF/VHF/IFF

Inactive/Inactive
Active
Active/Active
Active
Active/Active
Active/Active/Inactive

STICK

TRIM
CAMERA/GUN
WPN REL
*Target Management
*Display Management
NWS A/R DISC
MSL STEP
Paddle
Expand/FOV
Countermeasures Management

Active
Active/Inactive
Active
Active
Active
Active/Active
Active
Active
Active
Inactive

*Control gained by first upward activation of display management

switch.

Figure 193.

T.O. GR1F16CJ1

Change 11223

Throttle and Stick Switches/Controls

PX III

STATUS

SWITCH/CONTROL

ASIU POWER ON

ASIU POWER OFF

THROTTLE

DOG FIGHT/Missile Override

SPD BRK

RDR CURSOR/ENABLE

ANT ELEV

MAN RNG/UNCAGE

Transmit (UHF/VHF/IFF)

Inactive/Inactive

Active

Active/Active

Active

Active/Active

Active/Active/Active/Inac

tive

Inactive/Inactive

Active

Inactive/Inactive

Active

Inactive/Inactive

Active/Active/Active/Inac

tive

STICK

TRIM

CAMERA/GUN

WPN REL

Target Management

Display Management

NWS A/R DISC

MSL STEP

Paddle

Expand/FOV

Countermeasures Management

Active

Active/Inactive

Active

Active/Active

Active

Inactive

Active

Active/Inactive

Active

Inactive

Active/Active

Inactive

Active

Inactive

Active (aft CMS FWD

only)/Inactive

NOTES:

Switch/control functions vary depending on selection of FLIGHT or AVIONICS on the ASIU panel.

Refer to T.O. GR1F16CJ3411.

Figure 194.

Content .. 27 28 29 30 ..

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 29

F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 29