F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 48

T.O. GR1F16CJ1

398Change 1

If engine does not respond normally after airstart is

completed:
11. ENG CONT switch-SEC.
12. Airspeed-250 knots (if thrust is too low to

sustain level flight).

13. Throttle-Verify engine responds to throttle

movement; set as desired.

If engine does not respond normally after an airstart

is complete in SEC, if thrust is still insufficient to

make a safe landing, or abnormal engine response is

still present:
14. ENG CONT switch-

C

 

DF

 PRI, 

DR

 NORM.

15. Refer to FLAMEOUT LANDING, this section.
If engine responds normally:
16. JFS switch-OFF.
17. ELEC CAUTION RESET button-Depress.

Verify MAIN GEN and STBY GEN lights are

off.

18. EPU switch-OFF, then NORM.
19. ADI-Check for presence of OFF and/or AUX

warning flags.

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

INS FAILURE, this section.

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.

20. Land as soon as possible.
21. Refer to ACTIVATED EPU/HYDRAZINE

LEAK, this section.

FLAMEOUT LANDING

The decision to eject or make a flameout landing

rests with the pilot. Considerations for attempting a

flameout landing must include:

S

Nature of the emergency.

S

Weather conditions.

S

Day or night.

S

Proximity of a suitable landing runway.

S

Proficiency in performing simulated flameout

(SFO) landings.

Due to the capabilities of the ejection seat, the entire

approach is within the ejection envelope; however,

ejection should not be delayed in an attempt to

salvage a questionable approach. When performing

a flameout landing, the aircraft can safely stop (dry

runway without arresting gear) in approximately

twice the computed ground roll distance (8000foot

minimum runway length recommended), assuming

a touchdown no more than 1/3 of the way down the

runway at 1113 degrees AOA.

To perform a flameout landing, turn immediately

toward the desired runway. Jettison stores and

establish maximum

 

range airspeed. Maximum

range airspeed may be less than the minimum

airstart airspeed. If range to the desired runway is

critical, the decision to attempt an airstart or a

flameout landing rests with the pilot.

NOTE

F

During an airstart attempt, do not

slow below the minimum airstart

airspeed.

F

If the engine is still running, but thrust

is insufficient to sustain level flight,

treat it as a flameout situation.

Maximum range airspeed varies only with GW and

is not affected by drag index. Maximum range

airspeed is 

C

 200 knots for a GW of 20,000 pounds,

D

 205 knots for a GW of 21,000 pounds, and

increases 5 knots per 1000 pounds of additional GW.

For most circumstances, sufficient accuracy is

obtained by adding 5 knots per 1000 pounds of

fuel/store weights 

PX III

 and by adding 5 knots if

CFT's are installed.

NOTE

F

This formula is based on the average

aircraft operating weight. Refer to T.O.

GR1F16CJ11, PART 1, DRAG IN

DEXES AND WEIGHTS-BASIC AIR

CRAFT. If range to desired runway is

critical, maximum range airspeed may

be calculated using actual GW in excess

of 

C

 20,000 pounds, 

D

 21,000 pounds.

F

For a 10,000foot descent (LG up), each

10 knots above or below maximum

range airspeed decreases glide range up

to 1/4 nm.

T.O. GR1F16CJ1

Change 1399

The maximum range airspeed equates to approxi

mately 7 degrees AOA (any GW or drag index) and

provides a glide ratio of approximately 7 nm per 5000

feet AGL (a no wind condition).

 

Retaining stores or

flying into a headwind decreases glide range

significantly.

The EPU should be on and, if aircraft fuel is

available, the JFS should be started using START 2

when below 20,000 feet MSL and below 400 knots

unless the engine is either seized or anticipated to

seize. The EPU should provide a minimum operation

of 10 minutes (HYDRAZN light on) with normal

flight control demands before EPU fuel depletion.

Operating time can be extended to as much as 15

minutes if the JFS is running and flight control

inputs are minimized.

If expected time to landing exceeds expected EPU

operating time and excess energy is available, a

steeper/faster descent may be flown. The JFS also

provides hydraulic pressure for normal braking and

NWS after landing.

When bleed air is no longer available to operate the

EPU, confirm that the EPU is operating on

hydrazine (EPU run and HYDRAZN lights on) since

the JFS alone does not provide adequate hydraulic

pressure to land the aircraft. If the EPU is

inoperative, maneuver the aircraft as necessary on

JFSassisted hydraulic pressure to a more favorable

ejection envelope and initiate ejection.

There are two basic types of flameout landing

patterns:the overhead approach (figure 310) or

the straightin approach (figure 311). The overhead

approach is preferred as it affords the most

opportunities to properly manage available energy

while providing the best visual cues for pattern

corrections. The overhead approach may be entered

at any position, provided the proper altitude for that

point in the pattern can be obtained. The main

concern is to reach high key, low key, or base key at

or above the recommended minimum key altitudes.

A straightin approach is an alternate approach

when the overhead approach cannot be attained. For

both approaches, the initial aimpoint should be

approximately 1/3 of the way down the runway.

Overhead Approach

Refer to figure 313. Plan to arrive over the landing

runway (high key) at 700010,000 feet AGL. The

high key position may be approached from any

direction.

The recommended key altitudes are based on flying

a 360degree descending turn from high key with the

LG down. The altitudes vary with GW and with

additional drag due to stores. The recommended

high key altitude is 

C

 7000, 

D

 7500 feet AGL plus

500 feet per 1000 pounds of fuel/store weights 

PX III

and plus 500 feet if CFT's are installed. The

recommended low key altitude is 

C

 3000, 

D

 3250

feet AGL plus 250 feet per 1000 pounds of fuel/store

weights 

PX III

 and plus 250 feet if CFT's are installed.

These formulas include compensation for stores drag

effects; thus, no additional correction is required.

If altitude will be

 

significantly higher at high key,

some form of altitude dissipating maneuver such as

a dive, gentle Sturns, or a 360degree descending

turn should

 

be used. Speedbrakes also may be used

to lose excess altitude. However, if the speedbrakes

are not closed when a satisfactory flightpath

 

is

reached, the added drag may preclude a successful

flameout approach

.

After departing high key, all attention should be

directed toward a successful landing. If actual

altitude at high key was below the recommended

altitude, fly maximum range airspeed with the LG

up until a satisfactory flightpath is reached and then

lower the LG. Optimum LG down airspeed is 10

knots less than maximum range (LG up) airspeed.

Minimum LG down airspeed is 20 knots less than

maximum range (LG up) airspeed and provides

sufficient maneuverability to arrest the high sink

rate associated with a flameout approach. Optimum

angle of bank is 50 degrees with the LG up and 55

degrees with the LG down. Bank angles more than

10 degrees above/below optimum result in a

significant increase in altitude loss per degree of

turn and may preclude a successful flameout

approach.

NOTE

F

Delaying LG extension until low key

allows successful completion of the

overhead approach from as low as 1500

feet below the recommended high key

altitude

.

F

Altitude loss for a 360degree descend

ing turn with the LG down increases

up to 500 feet for every 10 knots above

optimum LG down airspeed.

F

Altitude loss for a 360degree descend

ing turn with the LG down increases

up to 500 feet for each 5 degrees

above/below the optimum bank angle.

T.O. GR1F16CJ1

3100

The ground track of a flameout/SFO overhead

approach is approximately the same as that of a

normal overhead approach except the final approach

is approximately 3/4 nm long. Avoid rapid flight

control inputs which use excessive EPU fuel and may

exceed the emergency hydraulic pump capability.

If EPU fuel quantity is below 25 percent

at high key (20 percent with the JFS

running), a flameout landing should

not be attempted since adequate

hydraulic pressure may not be avail

able through the landing.

StraightIn Approach

Refer to figure 314. If one of the overhead approach

key positions cannot be reached, a straightin

approach may be flown. The clean glide at

 

maximum

range airspeed should be continued until the initial

aimpoint is 1117 degrees below the horizon; then the

LG should be lowered. Seventeen degrees is below the

forward field of view. A good visual reference for 15

degrees is when the initial aimpoint is at the bottom

of the HUD (just above the radome). Optimum LG

down airspeed is 10 knots less than maximum range

(LG up) airspeed. Minimum LG down airspeed is 20

knots less than maximum range (LG up) airspeed and

provides sufficient maneuverability to arrest the high

sink rate associated with a flameout approach.

NOTE

For a 10,000foot descent (LG down),

each 10 knots above optimum LG down

airspeed decreases glide range up to

1/2 nm.

IMC Penetration

Should IMC be encountered during a flameout

approach to the intended runway and no alternate

runway is available, an alternate descent/penetra

tion may be flown which should allow maneuvering

airspeed after penetrating the undercast.

IMC penetration should not be

attempted unless present position is

known and navigation can be per

formed throughout the descent, and

high terrain or other hazards are not a

factor.

The stores should be jettisoned and the aircraft glided

at maximum range airspeed until a 1:1 ratio between

altitude in thousands of feet and range to the runway

(e.g., 20,000 feet AGL at 20 nm, 15,000 feet AGL at 15

nm, etc.) is attained. The descent angle should then

be increased and airspeed allowed to increase to

maintain the 1:1 ratio. This equates to a 910 degree

descent angle. This 1:1 glide ratio must be

maintained until sufficient airspeed is attained to

maneuver after penetrating the undercast.

NOTE

A 90 degree level turn at 50 degrees

bank angle with the LG and

speedbrakes retracted will dissipate

6585 knots. A 180 degree turn will

dissipate 145250 knots. Airspeed

dissipation increases with increasing

GW and DI. A glide angle at a 1:1 ratio

begun from maximum range airspeed

will result in an airspeed of 260320

knots after a 10,000foot descent.

Higher airspeed at the start of the

glide, additional descent altitude,

heavier gross weight, or lower drag

index will result in higher airspeed at

the completion of the glide.

At 3000 feet AGL, the aircraft should be 3 nm from the

touchdown point. If the runway is not in sight by base

key altitude, the aircraft may be zoomed for a

controlled ejection. When VMC is attained and the

runway is in sight, the aircraft should be glided to an

attainable key position for an overhead approach or

to a straightin approach and the LG should be

lowered. Excess airspeed above optimum LG down

airspeed not required to maneuver to the flameout

landing approach should be dissipated by use of

speedbrakes or early LG extension.

T.O. GR1F16CJ1

Change 13101

C

B

1 nm

X

3/4 nm

Point of intended

touchdown

Initial aimpoint should

be 1/3 runway length

Low key position

varies with wind

direction/velocity

A

B

C

A.  HIGH KEY

B.  LOW KEY

C.  BASE KEY

   Abeam point of rollout on final

   Midpoint of turn from downwind to final

GR1F-16CJ-1-0123X37

X

   Above a point approximately 1/3 of the way down the runway

NOTES:

Flameout Landing Pattern (Typical)

(OVERHEAD APPROACH)

A

1. Jettison stores (if required).

2. Maximum range (LG up) airspeed is    200,      

   190,    195 knots. Minimum LG down airspeed
   is     180,    185 knots. Increase airspeeds by

   5 knots per 1000 pounds of fuel/store weights 

3. Maximum range (LG up) airspeed equates to approxi-

   mately 7 degrees AOA (any GW or drag index) and

   provides a glide ratio of approximately 7 nm per

   5000 feet AGL. If stores are retained, glide ratio

   decreases.

4. Altitudes:

5. Optimum bank angles are 50 degrees (LG up) and 55

   degrees (LG down) for least altitude lost per degree

   of turn.

High Key    7000-10,000 feet AGL

Low Key    3000-5000 feet AGL

Recommended altitude is    7000,    

pounds of fuel/store weights        and 

Base Key    2000 feet AGL minimum

C

D

   205 knots. Optimum airspeed (LG down) is      

C

D
C

         and an additional 5 knots if CFT's are

D

PX III

   installed.

C

D

3250 feet AGL plus 250 feet per 1000

PX III

50

500 feet if CFT's are installed.

Recommended altitude is    3000,

pounds of fuel/store weights        and 

C

D

7500 feet AGL plus 500 feet per 1000

PX III

250 feet if CFT's are installed.

Figure 313.(Sheet 1)

T.O. GR1F16CJ1

3102Change 1

HIGH KEY

EPU fuel quantity should be at least 25

percent (20 percent with JFS running)

at high key to insure adequate hydraulic

pressure throughout landing.

Eject if it becomes obvious that a safe

landing cannot be made. Ejection can be

accomplished at any point in the pat-

tern; however, do not delay ejection

below 2000 feet AGL in an attempt

to salvage a questionable approach.

FLARE

Touch down 11-13 degrees

AOA optimum. Speedbrakes

as required.

BASE KEY

LG down. Increase airspeed

to move touchdown closer to

approach end of runway.

Do not delay lowering LG

below 2000 feet AGL.

LOW KEY

Do not extend LG unless

base key is assured.

and/or open the speedbrakes

GR1F-16CJ-1-0124A37

The JFS alone does not provide adequate

hydraulic pressure to land the aircraft.

Do not extend LG unless

base key is assured.

Flameout Landing Pattern (Typical)

(OVERHEAD APPROACH)

Do not allow airspeed to decrease below

minimum LG down airspeed.

NOTES:

7. Frost or condensation on the canopy could restrict

visibility during flameout approach. Place AIR

SOURCE knob to RAM and place DEFOG lever

forward below 25,000 feet MSL.

8. Time constraints due to EPU fuel consumption must

   be considered as well as distance to be covered.

9. Starting JFS reduces load on EPU, conserves EPU

   fuel, and partially restores hydraulic system B.

   To estimate required EPU fuel for a nonstandard

   approach, use 15 percent per minute as a basis

   for computation.

10. If alternate LG extension is used, the NLG may not

   indicate down until airspeed is reduced below

   190 knots.

ROLLOUT

Speedbrakes   Open.

Hook   DN (if required).

Drag Chute   DEPLOY

(if required).

6.

flightpath marker and to position scales for use

during flameout approach.

With FCC off, HUD continues to compute

PX

II

Figure 313.(Sheet 2)

T.O. GR1F16CJ1

Change 13103

8 nm (no wind)

7000 feet AGL

4 nm (no wind)

feet AGL

4-0 nm

(no wind)

POINT A

POINT B

AREA C

4000-8000

NOTES:

3. Maximum range (LG up) airspeed equates to approxi-

   mately 7 degrees AOA (any GW or drag index) and

4. Minimum altitudes are based on an LG up glide at

   maximum range airspeed to 2000 feet AGL followed

5. After lowering LG, glide range decreases by approxi-

   mately 30 percent. Airspeed greater than optimum

   LG down airspeed significantly increases energy

Flameout Landing Pattern (Typical)

(STRAIGHT-IN APPROACH)

GR1F-16CJ-1-0125A37

1. Jettison stores (if required).

7. Frost or condensation on the canopy could restrict

visibility during flameout approach. Place AIR

SOURCE knob to RAM and place DEFOG lever

forward below 25,000 feet MSL.

8. Time constraints due to EPU fuel consumption must

   be considered as well as distance to be covered.

9. Starting JFS reduces load on EPU, conserves EPU

   fuel, and partially restores hydraulic system B.

   To estimate required EPU fuel for a nonstandard

   approach, use 15 percent per minute as a basis

   for computation.

10. If alternate LG extension is used, the NLG may not

   indicate down until airspeed is reduced below

   190 knots.

   provides a glide ratio of approximately 7 nm for

   each 5000 feet AGL. If stores are retained, glide ratio

   decreases.

   by an LG down glide at optimum LG down airspeed

   to the runway for a drag index of 100.

   loss rate and decreases glide range.

FLARE

Touch down 11-13 degrees

AOA optimum. Speedbrakes

as required.

ROLLOUT

Speedbrakes   Open.

Hook   DN (if required).

Drag Chute   DEPLOY

(if required).

6.

flightpath marker and to position scales for use

during flameout approach.

With FCC off, HUD continues to compute

PX

II

2. Maximum range (LG up) airspeed is    200,      

   190,    195 knots. Minimum LG down airspeed
   is     180,    185 knots. Increase airspeeds by

   5 knots per 1000 pounds of fuel/store weights 

C

D

   205 knots. Optimum airspeed (LG down) is      

C

D
C

         and an additional 5 knots if CFT's are

D

PX III

   installed.

Figure 314.(Sheet 1)

T.O. GR1F16CJ1

3104

GR1F-16CJ-1-0126X37

Angle between horizon and aimpoint

*

POINT A

8 nm (no wind), 7000 feet AGL,

horizon. Then lower LG and

establish optimum LG down

airspeed. As a guide, no wind

minimum EPU fuel is 45 percent

(40 percent with JFS running).

POINT B

fuel is:

6 nm   35 percent (30

percent with JFS running).

4 nm   25 percent (20

percent with JFS running).

AREA C

rizon (under nose of aircraft and not

visible). Normal straight-in approach

is not feasible.
Options are:

Delay LG lowering. Plan an over-

head approach from a high key

Delay LG lowering. Plan a modi-

fied flightpath to low key.

Lower LG, open speedbrakes,

and dive and maneuver aircraft

to intercept a point on the

normal straight-in glidepath.

8

*

11

17

7000

FEET

AGL

2000

FEET

AGL

OVERHEAD

APPROACH

POINT A

POINT B1

POINT B

POINT B2

POINT B1

POINT B2

AREA C

*

*

Do not allow airspeed to decrease below

minimum LG down airspeed.

If the aimpoint on the runway moves up in the

field of view while maintaining maximum range

Flameout Landing Pattern (Typical)

(STRAIGHT-IN APPROACH)

continue glide until initial aim-

point is 11-17 degrees below

4 nm (no wind), 4000-8000 feet

AGL, airspeed and LG as required.

As a guide, no wind minimum EPU

4 - 0 nm (no wind), initial aimpoint

is more than 17 degrees below ho-

Do not delay lowering LG

below 2000 feet AGL.

altitude but below the normal

recommended altitude.

(LG up) airspeed, the runway probably cannot

be reached. This path corresponds to a glide

angle of about 7 degrees between the horizon

and the aimpoint.

The JFS alone does not provide adequate

hydraulic pressure to land the aircraft.

EPU fuel quantity (points A, B , and B  )

should be sufficient to insure adequate

hydraulic pressure through landing.

1

2

Eject if it becomes obvious that a safe landing

cannot be made. Ejection can be accomplished

at any point in the approach; however, do not

delay ejection below 2000 feet AGL in an

attempt to salvage a questionable approach.

Figure 314.(Sheet 2)

T.O. GR1F16CJ1

Change 13105

Landing Phase

The LG should be lowered no later than 2000 feet

AGL to allow adequate time for alternate LG

extension. Establish a glidepath to achieve the initial

aimpoint while maintaining optimum LG down

airspeed. Once wings level on final approach, be

aware of the tendency to slow below minimum LG

down airspeed.

Do not attempt to stretch a glide by

allowing the airspeed to decrease

below minimum LG down airspeed. A

slower airspeed decreases the maneu

verability available to arrest the high

sink rate associated with the flameout

approach and may preclude a success

ful flameout landing.

Once landing is assured, the recommended procedure

is to shift the aimpoint from 1/3 of the way down the

runway to a position short of the intended touchdown

point. Speedbrakes may be used to help control

airspeed. The higher the airspeed, the shorter the

aimpoint should be to allow for additional float (from

flare to touchdown). The aircraft is easiest to control

in the flare if the flare is begun between optimum and

minimum LG down airspeeds. The point at which the

flare is begun depends upon airspeed, sink rate, and

glide angle. The flare should be started high enough

to allow a smooth gradual reduction in glide angle but

not so high as to run out of airspeed prior to

touchdown. Under a no wind condition, the aircraft

floats 30004000 feet  after beginning the flare, if the

flare is begun at the optimum LG down airspeed.

Once the sink rate is arrested, attempt to slow to a

normal touchdown airspeed and AOA. If excess

airspeed exists after arresting the sink rate, the best

method to slow the aircraft is to stay airborne until

normal touchdown airspeed is reached.

After Touchdown

After touchdown from a flameout landing,

 

use a

normal or short field stopping technique as required

by the stopping distance available. If the JFS and

EPU are running, normal braking and NWS are

available (NWS is inoperative if the LG was lowered

with the alternate LG system). If the JFS is not

running, only the brake/JFS accumulators are

available to supply hydraulic pressure for braking.

Stop the aircraft by making one steady brake

application just short of antiskid cycling. If there is

any doubt about stopping on the remaining runway,

lower the hook.

 

When the aircraft is fully stopped,

have chocks installed or engage parking brake.

Leave the battery on line until chocks are installed.

If JFS START 2 was attempted but was unsuccess

ful, no braking is available for stopping or directional

control unless the brake/JFS accumulators are

recharged. Use flaperons and rudder as required to

maintain directional control. As the aircraft slows

below 70 knots, directional control is reduced and

the aircraft may drift right.

Flameout Landing Procedures

If the engine has flamed out or if flameout is

imminent, turn toward a suitable runway and

accomplish either an overhead approach or a

straightin approach, as appropriate.

S

Altitudes (overhead approach):

S

High key-700010,000 feet AGL.

Recommended altitude is 

C

 7000, 

D

 7500 feet

AGL plus 500 feet per 1000

 

pounds of fuel/store

weights 

PX III

 and plus 500 feet if CFT's are

installed.

S

Low key-30005000 feet AGL.

Recommended altitude is 

C

 3000, 

D

 3250 feet

AGL plus 250 feet per 1000

 

pounds of fuel/store

weights 

PX III

 and plus 250 feet if CFT's are

installed.

S

Base key-2000 feet AGL minimum.

S

Altitudes

 

(straightin approach):

S

8 nm-7000 feet AGL minimum.

The minimum altitude is based on an LG up

glide at maximum range airspeed to 2000 feet

AGL followed by an LG down glide at

optimum LG down airspeed to the runway for

a drag index of 100. A lower drag index

slightly reduces the minimum altitude

required. A higher drag index slightly

increases the minimum altitude required.

S

4 nm-40008000 feet AGL.

Delay lowering the LG until the initial

aimpoint is 1117 degrees below the horizon.

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 feet AGL in an

attempt to salvage a questionable

approach.