F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 53

T.O. GR1F16CJ1

3137

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.

NOTE

The maximum allowable fuel flow with

one reservoir empty is 25,000 pph.

LG EXTENSION MALFUNCTIONS

Malfunctions in extending the LG are normally

indicated by failure of the LG handle to lower or by

failure of one or more LG's to extend accompanied by

lack of the corresponding WHEELS down lights and

continuous illumination of the LG handle warning

light. Refer to LG FAILS TO EXTEND, this section.

Mechanical failures can have varying causes. Failure

of an LG component usually affects only one LG and

cannot be corrected in flight. Abnormally high

moisture content in the hydraulic fluid can cause

more than one LG to fail to extend after prolonged

operation at low ambient temperatures. This

situation can usually be corrected after several cycles

of the LG handle at low altitude.

Abnormal indications after the LG handle is lowered

can also be caused by electrically related malfunc

tions (i.e., electrical shorts, electrical component

failures, or cannon plug problems). The malfunction

may result in an indication problem or an actual

failure of one or more LG to extend. A visual

confirmation of the LG position should be obtained if

possible before any action is taken.

A common failure mode is electrical shorting within

a downlock switch caused by moisture intrusion. This

shorting typically occurs after the LG handle is

lowered and results in opening of the LG uplock/

downlock circuit breaker. Opening of this circuit

breaker causes all WHEELS down lights to remain

off. The light in the handle may go off normally or it

may remain on if the shorting has also adversely

affected the warning light circuit. Another result of

this circuit breaker opening is that the LG will go into

hydraulic isolation immediately after the LG handle

is raised and the LG won't retract. Other effects

associated with an open LG uplock/downlock circuit

breaker are as follows:

S

No AOA bracket in the HUD.

S

Speedbrakes are not limited to 43 degrees.

S

Landing/taxi light is inoperative.

S

NWS is inoperative.

An indication failure may be distinguished from an

actual extension malfunction by the WHEELS down

lights and the LG handle warning light. The

WHEELS down lights and the LG handle warning

light have separate power sources and circuitry.

Thus, if either circuit operates correctly, the LG

should be down and locked even though the other

circuit may indicate a problem. If possible, cycle the

LG to reattempt extension while watching the

WHEELS down lights and the LG handle warning

light.

Because of the number of possible malfunctions,

specific procedures for every situation are not

feasible. If time and conditions permit, ground

supervisory and technical assistance should be

requested. Evaluate available options prior to using

the ALT GEAR handle. Other options may include an

LG up landing, diverting to a more suitable landing

field, landing where the hazards of departing the

prepared surface are minimal, or using a cable

arrestment.

LG Handle Will Not Lower

If the LG handle cannot be moved to the DN position

after depressing the LG handle down permission

button, the electrical circuitry or solenoid has

probably failed. 

C

 

DF

 The DN LOCK REL button

mechanically permits the LG handle to be moved to

the DN position. If the LG handle cannot be moved to

the DN position due to a mechanical failure, CHAN 1

brakes are inoperative and TEF's must be extended

using the ALT FLAPS switch 

PW 229

 and the nozzle

remains closed. With the nozzle closed, idle thrust is

approximately 400 pounds greater than normal.

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 switch-EXTEND.

3.

BRAKES channel switch-CHAN 2.

4.

Go to ALTERNATE LG EXTENSION, this

section.

PW 229

 Nozzle remains closed, resulting in

higher than normal landing thrust.

T.O. GR1F16CJ1

3138

NOTE

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.

LG Fails To Extend

NOTE

If alternate LG extension was per

formed and one or more LG indicate

unsafe, refer to ALTERNATE LG

EXTENSION, this section.

If one or more LG fail to extend, the LG handle may

be cycled multiple times to attempt to extend the LG

if no structural/battle damage exists and if normal

hydraulic pressure exists. Multiple cycle attempts

may release the locking pawls and result in normal

gear extension if the failure to extend was caused by

failure of the uplocks to release.

If the LG previously failed to retract,

do not cycle the LG handle. Damage to

the LG or LG doors may preclude

successful extension.

If cycling of the LG handle fails to correct the

situation, use of the alternate extension system must

be considered.

If possible, get a visual confirmation of LG position.

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).

If one or more LG indicate unsafe:

If at anytime, an LG intermittently

indicates unsafe (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

procedures even if the LG eventually

indicates normal. Refer to LANDING

WITH LG UNSAFE/UP, this section.

If the LG previously failed to retract,

do not cycle the LG handle. Damage to

the LG or LG doors may preclude

successful extension.

NOTE

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).

1.

LG handle-Cycle and monitor LG handle

warning light and WHEELS down lights.

If LG handle warning light came on when the LG

handle was lowered, then went off, and tests good or

if WHEELS down lights operated normally:

2.

Speedbrakes - Verify opening is less than 43

degrees.

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.

If RMLG WHEELS down light is off,

speedbrakes may not be limited to 43

degrees.

3.

Land normally.

If LG handle warning light did not illuminate or

remained illuminated after LG handle was lowered and

if one or more WHEELS down lights did not illuminate:

4.

Go to ALTERNATE LG EXTENSION, this

section.

T.O. GR1F16CJ1

3139

Alternate LG Extension

Alternate LG extension should be accomplished at

the lowest practical airspeed below 190 knots. The

NLG may not indicate down until airspeed is reduced

below 190 knots. NWS is inoperative after alternate

LG extension even if system B hydraulic pressure is

available.

1.

LG handle-DN. (Use DN LOCK REL, if

required.)

F

Do not delay lowering LG below 2000

feet AGL.

F

If LG handle does not lower, select

BRAKES CHAN 2 and position ALT

FLAPS switch to EXTEND. 

PW 229

Nozzle remains closed, resulting in

higher than normal landing thrust.

2.

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

knots maximum, if practical).

S

Alternate LG extension can be used up to 300

knots; however, the NLG may not fully extend

until 190 knots. Time above 190 knots should

be minimized in case there is a leak in the

pneumatic lines.

S

If an unsafe MLG indication exists and both

MLG are out of the wheel wells, pulling the

ALT GEAR handle is not recommended.

F

NWS is not available following alter

nate LG extension.

F

Do not depress the ALT GEAR reset

button while pulling the ALT GEAR

handle. This action may preclude

successful LG extension.

F

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.

If LG indicates safe:

3.

Land normally.

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.

4.

Stop straight ahead on the runway.

F

NWS is not available following alter

nate LG extension.

F

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.

If LG indicates unsafe:

3.

Stick-Apply alternating g forces (-1.0 to +3.0

g) to free LG.

Up to 300 knots may be required to provide

sufficient g force.

If LG indicates safe:

4.

Land normally.

If possible, get visual confirmation of LG

position.

5.

Stop straight ahead on the runway.

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.

If LG still indicates unsafe:

4.

Speedbrakes - Verify opening is less than 43

degrees.

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.

T.O. GR1F16CJ1

3140

If RMLG WHEELS down light is off,

speedbrakes may not be limited to 43

degrees.

5.

Go to LANDING WITH LG UNSAFE/UP, this

section.

Landing With LG Unsafe/Up

Prior to landing with any of the LG unsafe or up,

consider the following:

S

Airfield facilities.

S

Hook engagement limits.

S

Crosswind component.

S

Runway and overrun conditions.

If conditions are not favorable:

1.

Refer to EJECTION (TIME PERMITTING),

this section.

To accomplish the landing:

1.

Retain empty fuel tanks and racks.

If time permits, delay landing until

external fuel tanks are empty. If an

immediate landing is required, jetti

son all external fuel tanks.

2.

Armament-Jettison.

3.

GW-Reduce.

4.

TANK INERTING switch-TANK INERT

ING even if Halon is not available.

5.

AIR REFUEL switch-OPEN.

Failure to depressurize external fuel

tanks significantly increases the prob

ability of tank explosion and fire.

NOTE

Delay placing the AIR REFUEL switch

to OPEN until all external fuel tanks

are empty.

6.

FCR-OFF.

7.

PX II

 SMS 

PX III

 ST STA/HDPT/ECM power -

Off.

8.

SHOULDER HARNESS knob-LOCKED.

9.

Refer to figure 316.

NOTE

If either MLG is not extended, EPU

operation cannot be terminated with

the EPU switch after engine shut

down.

ANTISKID MALFUNCTION (LANDING)

Illumination of the ANTI SKID caution light when

the LG handle is lowered indicates one of the

following:

S

b2t

 Loss of power to one of the two brake channels

or from the ANTISKID switch.

S

b2t

 Built in Test (BIT) detected malfunction of one

of the two brake channels.

S

LESS 

b2t

 

Failure in the antiskid system (pulsating

brake pressure mode activated).

S

LESS 

b2t

 

Loss of electrical power to the CHAN 1

brake and antiskid control circuits.

b2t

 Cycling the ANTISKID switch to OFF and back

to ANTISKID will not extinguish the ANTI SKID

caution light. Touchdown skid control protection

may not be available, so do not apply brakes before

touchdown.

b2t

 If the ANTI SKID light extinguishes on wheel

spin up, antiskid protection is available and one of

the two brake control channels is fully functional.

Normal braking may be used. If the light does not

extinguish on wheel spinup, or first illuminates on

wheel spinup, braking may be in the alternate

braking mode, detectable by a pulsing sensation

when differential braking is applied. In the alternate

braking mode, symmetric braking will give the best

stopping performance.

T.O. GR1F16CJ1

3141

LESS 

b2t

 

Changing to CHAN 2 brakes may

extinguish the ANTI SKID caution light and provide

normal antiskid and braking functions. If the failure

was in the antiskid system, cycling the ANTISKID

switch may correct the problem. If the ANTI SKID

caution light remains on, antiskid protection is not

available and degraded (i.e. pulsating) or inopera

tive braking should be expected.

If the ANTI SKID caution light illuminates (with the

ANTISKID switch in ANTISKID) when the LG

handle is lowered:

1.

BRAKES channel switch-CHAN 2.

b2t

 

If the ANTI SKID caution light remains on:

2.

Refer to ANTISKID MALFUNCTION

(GROUND), this section.

LESS 

b2t

 

If the ANTI SKID caution light remains on:

2.

ANTISKID switch-OFF, then back to ANTI

SKID.

If the ANTI SKID caution light remains on, expect

pulsating or inoperative braking and no antiskid

protection during landing:

3.

Refer to ANTISKID MALFUNCTION

(GROUND), this section.

ASYMMETRIC STORES (LANDING)

Refer to figure 317 for computation of asymmetric

moment. A modified approach is required if the net

asymmetry exceeds 10,000 footpounds. Successful

landings have been demonstrated with asymme

tries as large as 25,020 footpounds. If the net

asymmetry exceeds 25,020 footpounds, stores

should be selectively jettisoned from the heavy wing

to reduce the asymmetry. The decision to land with

large asymmetries should consider such factors as

weather conditions, runway length/width, surface

conditions (RCR), arresting gear availability,

crosswind component/gusts, and pilot experience.

Avoid abrupt control inputs. Limit maximum bank

angle changes to 90 degrees and do not exceed 10

degrees AOA until the net asymmetry can be

determined. A controllability check should be

performed with the LG down to determine handling

qualities and the feasibility of landing. During the

controllability check, determine maximum maneu

vering AOA by slowly increasing AOA until roll

authority is insufficient to maintain wings level. Do

not exceed 12 degrees AOA during this check. If loss

of roll authority is experienced, the maximum

maneuvering AOA is 2 degrees below that at which

roll authority was lost or 10 degrees AOA,

whichever is less. If landing is feasible, plan to fly

a shallow, poweron, straightin approach. Use roll

trim and lateral stick as required. Full roll trim may

not be enough to compensate for large asymmetries.

Trim rudder into the heavy wing up to a maximum

of two dots.  This  decreases  bank  angle and permits

a low bank angle, low sideslip approach, minimiz

ing pilot induced lateral oscillations. This action

increases the roll trim necessary to hold up the

heavy wing.

Fly a shallow, poweron, straightin approach and

reduce bank angle to wings level on short final. Do

not exceed the maximum maneuvering AOA, as

determined during the controllability check, on

final approach or during the flare/touchdown.

Twopoint aerodynamic braking should be per

formed at 1011 degrees AOA until approximately

120 knots. The nose should then be lowered to the

runway and maximum effort antiskid braking

should be used. At no time should 11 degrees AOA

be exceeded while on the runway. When the ARI

switches out with wheel spinup, large rudder

changes can occur which cause yaw into the heavy

wing. When landing with no crosswind, this yaw

helps align the aircraft with the runway. With

crosswind components greater than 10 knots (5

knots if the net asymmetry exceeds 20,000

footpounds), land with the heavy wing into the

crosswind even if this results in landing downwind.

Failure to do so may result in inadequate roll

control.

1.

Compare weights on mirror stations (4 and 6,

3 and 7, etc.). Include wingtip AIM120's;

exclude wingtip AIM9's since their weight is

offset by the lift they generate.

2.

Determine asymmetric moment for each set of

stations. Enter with weight difference at

bottom of chart, proceed vertically to the

appropriate line, and proceed horizontally left

to read the asymmetric moment.

3.

Add or subtract each asymmetric moment to

determine net asymmetry.

T.O. GR1F16CJ1

3142

LG Unsafe/Up Landing

APPROACHEND ARRESTMENT

CONFIGURATION

AVAILABLE

UNAVAILABLE

ALL LG INDICATE UNSAFE

BUT APPEAR NORMAL

10. HOOK-DOWN.

11. APPROACHEND CABLE-ENGAGE.

10. LAND NORMALLY.

ALL LG UP

ARRESTMENT NOT RECOMMENDED.

USE APPROACHEND ARRESTMENT

UNAVAILABLE PROCEDURE.

10. EPU-ON.

11. ALT FLAPS-EXTEND.

12. LOW ANGLE APPROACH AT 13

°

 AOA.

13. THROTTLE-OFF IMMEDIATELY

PRIOR TO TOUCHDOWN.

BOTH MLG UP OR UNSAFE

10. ALT GEAR HANDLE-IN.

11. WAIT 5 SECONDS.

12. LG HANDLE-UP.

13. ALT GEAR RESET BUTTON-DEPRESS

(2 SECONDS).

14. USE ALL LG UP PROCEDURE.

15. IF NLG DOES NOT RETRACT:

a. HOOK-DOWN.

b. LOW ANGLE APPROACH AT 11

°

AOA.

c. ATTEMPT A FLYIN ENGAGEMENT.

d. THROTTLE-OFF AFTER EN

GAGEMENT.

IF THE ENGAGEMENT IS

MISSED, MAINTAIN WINGS LE

VEL AND GO AROUND. IF A

GOAROUND IS NOT AC

COMPLISHED, THE AIRCRAFT

MAY GROUND LOOP.

10. ALT GEAR HANDLE-IN.

11. WAIT 5 SECONDS.

12. LG HANDLE-UP.

13. ALT GEAR RESET BUTTON-DEPRESS

(2 SECONDS).

14. USE ALL LG UP PROCEDURE.

15. IF NLG DOES NOT RETRACT:

a. CONSIDER LANDING FROM A

LOW ANGLE APPROACH AT 13

°

AOA IF WING FUEL TANKS ARE

CARRIED.

b. RECOMMEND EJECTION IF WING

FUEL TANKS ARE NOT CARRIED

OR IF CONDITIONS ARE NOT

CONSIDERED FAVORABLE FOR

AN ATTEMPTED LANDING WITH

WING FUEL TANKS.

NLG UP OR UNSAFE

ARRESTMENT NOT RECOMMENDED.

USE APPROACHEND ARRESTMENT

UNAVAILABLE PROCEDURE.

10. EPU-ON.

11. LOW ANGLE APPROACH AT 13

°

 AOA.

12. THROTTLE-OFF AFTER TOUCH

DOWN.

13. LOWER NOSE TO RUNWAY BEFORE

CONTROL EFFECTIVENESS BEGINS

TO DECAY.

14. EPU-OFF AFTER STOP.

Figure 316.(Sheet 1)

T.O. GR1F16CJ1

3143

LG Unsafe/Up Landing

APPROACHEND ARRESTMENT

CONFIGURATION

AVAILABLE

UNAVAILABLE

ONE MLG AND NLG UP OR UNSAFE

ARRESTMENT NOT RECOMMENDED.

USE APPROACHEND ARRESTMENT

UNAVAILABLE PROCEDURE.

10. ALT GEAR HANDLE-IN.

11. WAIT 5 SECONDS.

12. LG HANDLE-UP.

13. ALT GEAR RESET BUTTON-DEPRESS

(2 SECONDS).

14. USE ALL LG UP PROCEDURE.

15. IF LG DOES NOT RETRACT:

a. CONSIDER LANDING FROM A

ONE MLG INDICATES UNSAFE

BUT APPEARS NORMAL

10. HOOK-DOWN.

11. LOW ANGLE APPROACH AT 11

°

 AOA.

12. AFTER TOUCHDOWN, USE ROLL

CONTROL, IF NECESSARY, TO HOLD

WING UP. IF ROLL CONTROL IS NEED

ED TO HOLD WING UP, MAINTAIN

LANDING ATTITUDE FOR ENGAGE

MENT. IF ROLL CONTROL IS NOT

NEEDED TO HOLD WING UP, LOWER

NOSE FOR ARRESTMENT.

13. THROTTLE-OFF AFTER ENGAGE

MENT.

IF THE ENGAGEMENT IS MISSED

AND ROLL CONTROL WAS NEC

ESSARY TO HOLD WING UP,

MAINTAIN WINGS LEVEL AND

GO AROUND. IF A GOAROUND

IS NOT ACCOMPLISHED, THE

AIRCRAFT MAY GROUND LOOP.

a. CONSIDER  LANDING  FROM  A

LOW ANGLE APPROACH AT 13

°

AOA IF EXTERNAL FUEL TANK(S) IS

CARRIED.

NOTE

LAND ON THE SIDE OF THE

RUNWAY AWAY FROM THE UN

SAFE MLG.
b. RECOMMEND EJECTION IF

EXTERNAL FUEL TANK(S) IS NOT

CARRIED OR IF CONDITIONS ARE

NOT CONSIDERED FAVORABLE

FOR AN ATTEMPTED LANDING

WITH EXTERNAL FUEL TANK(S).

ONE MLG UP

10. ALT GEAR HANDLE-IN.

11. WAIT 5 SECONDS.

12. LG HANDLE-UP.

13. ALT GEAR RESET BUTTON-DEPRESS

(2 SECONDS).

14. USE ALL LG UP PROCEDURE.

15. IF LG DOES NOT RETRACT:

a. HOOK-DOWN.

b. LOW ANGLE APPROACH AT 11

°

AOA.

c. AFTER TOUCHDOWN, USE ROLL

CONTROL TO HOLD WING UP

AND MAINTAIN LANDING ATTI

TUDE FOR ENGAGEMENT.

d. THROTTLE-OFF AFTER EN

GAGEMENT.

IF THE ENGAGEMENT IS MISSED,

MAINTAIN WINGS LEVEL AND

GO AROUND. IF A GOAROUND

IS NOT ACCOMPLISHED, THE

AIRCRAFT MAY GROUND LOOP.

Figure 316.(Sheet 2)

T.O. GR1F16CJ1

3144

C

A

B

D

0

10

20

30

40

0

1

2

3

4

WEIGHT   1000 POUNDS

ASYMMETRIC MOMENT   1000 FOOT-POUNDS

GR1F-16CJ-1-0128X37

Asymmetric Moment

Figure 317.

SAMPLE PROBLEM 1:

S

Full 370gallon fuel tank on station 4; empty

fuel tank on station 6.

S

Three MK 82 (SNAKEYE) bombs on station 3,

station 7 empty.

A.

Station 4/6 weight

difference

= 2405 pounds

B.

Asymmetric moment

= 14,000

footpounds

C.

Station 3/7 weight

difference

= 1650 pounds

D.

Asymmetric moment

= 16,500 foot

pounds

E.

Net asymmetry (B+D) = 30,500 foot

pounds

SAMPLE PROBLEM 2:

S

Full 370gallon fuel tank on station 6; empty

fuel tank on station 4.

S

Three MK 82 (SNAKEYE) bombs on station 3;

station 7 empty.

Follow same procedures (A through D) as above;

however, since the asymmetric moments are on the

opposite wing, the moments are subtracted rather

than added.

E.

Net asymmetry (B-D) = 2500 footpounds

1.

AOA-10 degrees maximum.

Large asymmetric loads severely limit

lateral control when rolling away from

the heavy wing. Until determining net

asymmetry, limit maximum bank

angle change to 90 degrees, avoid

abrupt control inputs, and do not

exceed 10 degrees AOA.

2.

Determine net asymmetry.

Refer to figure 317.