F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 54

T.O. GR1F16CJ1

3145/(3146 blank)

If asymmetry is greater than 25,020 footpounds:

3.

Stores-Jettison (as required).

Selectively jettison stores from the heavy

wing to obtain a net asymmetry less than

25,020 footpounds. Refer to SELECTIVE

JETTISON, this section.

If asymmetry is greater than 10,000 footpounds:

4.

Controllability-Check.

S

Lower LG at a safe altitude and check

handling qualities until roll authority is

insufficient or up to 12 degrees AOA

maximum.

S

Maximum maneuvering AOA for approach

and landing is 10 degrees AOA or 2 degrees

less than the AOA at which roll authority is

insufficient to maintain wings level, which

ever is less.

If landing is feasible:

The decision to land with a large

asymmetry should consider such fac

tors as weather conditions, runway

length/width and surface conditions

(RCR), arresting gear availability,

crosswind component/gusts, and pilot

experience.

5.

Fly a shallow, poweron, straightin approach.

F

With crosswind component greater

than 10 knots (5 knots 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.

F

Do not exceed the maximum AOA, as

determined during the controllability

check, during final approach, flare,

touchdown, or twopoint aerodynamic

braking.

6.

Roll trim and lateral stick-As required.

7.

Rudder trim-Trim into the heavy wing (if

required).

If landing is not feasible:

5.

Go to EJECTION (TIME PERMITTING), this

section.

If asymmetry is less than 10,000 footpounds:

4.

Land normally.

NLG WOW SWITCH FAILURE

If the NLG WOW switch fails to the ground position,

the A/R DISC function on the stick is inoperative, the

speedbrakes are not limited to 43 degrees with the

right MLG down, NWS can be engaged in flight, and

AOA indications are approximately 0 degrees.

1.

NWS-Engage.

If AR/NWS light comes on:

2.

NWS-Disengage.

3.

AR/NWS light-Off.

NOTE

Insure that AR/NWS light is off prior to

landing so that the NWS does not

follow rudder commands when the

nosewheel is lowered to the runway.

4.

Speedbrakes-Close to 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.

Visually confirm speedbrake opening

is limited to 43 degrees to prevent the

lower surfaces from striking the

runway during landing.

DRAG CHUTE FAILURE

If decision is made to goaround:

1.

Drag chute-Release.

2.

Throttle-MAX AB.

T.O. GR1F16CJ1

41/(42 blank)

SECTION IV

CREW DUTIES

(Not Applicable)

T.O. GR1F16CJ1

51

SECTION V

OPERATING LIMITATIONS

TABLE OF CONTENTS

Page

Introduction

51

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Instrument Markings

51

. . . . . . . . . . . . . . . . . . . . . . 

Engine Limitations

51

. . . . . . . . . . . . . . . . . . . . . . . . 

Fuels

51

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

System Restrictions

52

. . . . . . . . . . . . . . . . . . . . . . . . 

Terrain Following Radar

52

. . . . . . . . . . . . . . . . . 

Jet Fuel Starter Limits

52

. . . . . . . . . . . . . . . . . . 

Tire Speed Limit

52

. . . . . . . . . . . . . . . . . . . . . . . . 

Brake Energy Limits

52

. . . . . . . . . . . . . . . . . . . . 

Fuel System Limitations

52

. . . . . . . . . . . . . . . . . 

One Reservoir Empty

52

. . . . . . . . . . . . . . . . . 

Negative G Flight

52

. . . . . . . . . . . . . . . . . . . . . 

Airspeed Limitations

52

. . . . . . . . . . . . . . . . . . . . . . 

System Airspeed Limitations

52

. . . . . . . . . . . . . 

Maximum Airspeed Operating 

Limitations

52

. . . . . . . . . . . . . . . . . . . . . . . . . . 

Low Airspeed Operating Limitations

53

. . . . . . 

Prohibited Maneuvers

53

. . . . . . . . . . . . . . . . . . . . . 

Gross Weight Limitations

53

. . . . . . . . . . . . . . . . . . 

CenterofGravity Limitations

53

. . . . . . . . . . . . . . 

Acceleration Limitations

53

. . . . . . . . . . . . . . . . . . . 

AOA and Rolling Limitations

54

. . . . . . . . . . . . . . . 

Stores Limitations

54

. . . . . . . . . . . . . . . . . . . . . . . . . 

Asymmetric Stores Loading

54

. . . . . . . . . . . . . . 

Miscellaneous Limitations

55

. . . . . . . . . . . . . . . . . . 

Net Arrestment Limitations

55

. . . . . . . . . . . . . . 

Crosswind Limits

55

. . . . . . . . . . . . . . . . . . . . . . . 

INTRODUCTION

The aircraft and system limitations that must be

observed during normal operations are presented

in this section and T.O. GR1F16CJ12. Those

limitations that are characteristic of a special phase

of operations such as emergency procedures, etc.,

are not covered in this section.

INSTRUMENT MARKINGS

Refer to figure 51 for location and range of the

markings.

ENGINE LIMITATIONS

Refer to figure 52 for Engine Limitations and figure

53 for Engine-Operational Envelope.

FUELS

JP4,  JP5, JP8; NATO F34, F35, F40, F43, and

F44; and commercial JET A, JET A1, and JET B

are approved fuels. Except for freeze point and

possible icing and corrosion inhibitor differences,

JP4, NATO F40, and JET B are equivalent and the

same operating limitations apply.

Operating and throttle movement limitations for

fuels other than JP4, NATO F40, and JET B, are

the same as for JP4, NATO F40, and JET B

except:Ground starts with temperature below

-4

_

F (-20

_

C) may produce more smoke and require

a longer time for engine lightoff. Ground starts

should not be attempted with fuel temperature

below -40

_

F (-40

_

C) except JET A which is -35

_

F

(-37

_

C). Airstart lightoff times also may be

slightly longer.

NOTE

PW 229

 

Changing operations from

JP4, NATO F40, or JET B may result

in an increase in the number of AB

recycles.

PW 229

 

Fuels with very high flash points (JP5,

NATO F43, and NATO F44) may leave visible

signature on AB cancellation at high altitude.

Approved fuels may be intermixed in any

proportion during ground or AR operations. No

change in engine operating limitations is required.

Due to fuel freeze points, non JP4 or NATO F40

fuel in external tanks may not transfer after

sustained operation (5 minutes or longer) below 275

knots from 25,00030,000 feet or below 0.72 mach

from 30,00042,000 feet (all non JP4 or NATO F40

fuels except JET A) or below 300 knots from

25,00030,000 feet or below 0.83 mach from

30,00042,000 feet (JET A).

NATO F34, NATO F40, and NATO F44 may not

contain corrosion inhibitor and NATO F35, NATO

F43, JETA, JET A1, and JET B may not contain

icing or corrosion inhibitors. Restrict operation

without icing inhibitor to one flight. Restrict engine

operation without corrosion inhibitor to 10

consecutive hours.

T.O. GR1F16CJ1

52Change 1

Certain fuels are heavier; refer to FUEL QUANTITY

INDICATION AND TANK ARRANGEMENT, Sec

tion I.

SYSTEM RESTRICTIONS

TERRAIN FOLLOWING RADAR

Refer to TF DISPLAYS AND OPERATION, T.O.
GR1F16CJ3411.

JET FUEL STARTER LIMITS

Refer to figure 54.

TIRE SPEED LIMIT

The MLG tires are certified for use to 225 knots

groundspeed. The NLG tire is certified for use to 

PX II

217, 

PX III

 235 knots groundspeed.

BRAKE ENERGY LIMITS

Refer to T.O. GR1F16CJ11, Part 2 for brake

energy limits for maximum effort braking, taxi,

aborted takeoff, landing, and the effect on

turnaround capability. The actual energy per brake

may differ considerably from the value found in Part

2. This is caused by unequal energy distribution

between the brakes or residual heat from previous

braking. Maximum brake application speed is the

maximum speed from which the aircraft can be

stopped using maximum braking. This speed is

based on the capability of each brake to absorb a

maximum of 23.5 million footpounds of energy.

(Refer to T.O. GR1F16CJ11, Part 2 ABORTED

TAKEOFF MAXIMUM BRAKE APPLICATION

SPEED.)

F

Initiating maximum effort braking

above maximum brake application

speed may result in loss of braking

before the aircraft is stopped.

F

Danger zone procedures should be

followed for any event which requires

excessive braking.

F

If brake energy absorption is in the

danger zone, wheel fusible plugs

release tire pressure within 315

minutes after the stop.

FUEL SYSTEM LIMITATIONS

One Reservoir Empty

The maximum allowable fuel flow with one reservoir

empty is 25,000 pph.

Negative G Flight

Negative g flight with both reservoir tanks full is

limited to:

S

AB thrust - 10 seconds.

S

MIL thrust or below - 30 seconds.

NOTE

Negative g flight should be avoided

when a low fuel condition exists

(forward or aft reservoir not full) or

ENG FEED knob out of NORM.

AIRSPEED LIMITATIONS

Maximum airspeed operating limita

tions may be easily exceeded in level

flight due to the improved performance

engine excess thrust capabilities.

SYSTEM AIRSPEED LIMITATIONS

Refer to figures 53, 55, and 56.

MAXIMUM AIRSPEED OPERATING LIMITATIONS

Refer to figure 53. Maximum operating airspeed is

800 knots from sea level to 30,000 feet MSL. Above

30,000 feet MSL, the aircraft is limited to 2.05 mach.

Refer to figure 56 and T.O. GR1F16CJ12.

Maximum operating airspeed/mach may be reduced

as a result of system restrictions or stores limitations.

T.O. GR1F16CJ1

53

LOW AIRSPEED OPERATING LIMITATIONS

Recovery should be initiated no later than activation

of the low speed warning tone.

For CAT I configurations with drag

indices greater than 120, delaying

recovery until activation of the low

speed warning tone may result in

departure regardless of recovery tech

nique. Rapid airspeed decay may

reduce control authority to the point

that recovery inputs have no effect.

Low thrust settings, external fuel

tanks, or inlet pods increase the

possibility of a departure.

To avoid departures due to roll coupling, do not

operate with category III loadings below 200 knots

except for takeoff and landing.

Departures from controlled flight with

asymmetric category III loadings may

result in fast, flat (possibly nonrecov

erable) spins.

PROHIBITED MANEUVERS

The following maneuvers are prohibited:

1.

Intentional departures and spins with any of

the following:

S

Symmetric category I loading with suspension

equipment or missiles at station 3, 4, 6, or 7.

S

Asymmetric category I loading.

S

Category III loading.

S

Altitude below 30,000 feet AGL.

S

CG aft of aft limit for the configuration being

flown.

S

Lateral fuel (internal and external) imbalance

greater than 200 pounds.

2.

Repeated maximum rudder reversals.

3.

Consecutive 360degree maximum command

rolls.

4.

Maximum command rolling maneuvers above

1.8 mach and either above 3g or below 35,000

feet MSL.

5.

Rudder rolls or rudderassisted rolls of more

than 90 degrees of bank angle change with any

store on station 3, 4, 6, or 7.

6.

With LG and/or TEF's down:

S

Flight above 15 degrees AOA with stores at

station 3, 4, 6, or 7.

S

Maximum command rolls of more than 90

degrees of bank angle change.

7.

Abrupt roll reversals above 550 knots and

below 20,000 feet MSL with the STORES

CONFIG switch in CAT I.

8.

PX III

 With CFT's installed, abrupt roll

reversals above 500 knots with the STORES

CONFIG switch in CAT I.

9.

LESS

 

b6n

 Rapid rudder release or reversal

above 300 knots/0.6 mach.

10.

LESS

 

b6n

 

PX III

 Flight with CFT's installed and

CAT III configurations.

GROSS WEIGHT LIMITATIONS

The maximum allowable GW for ground handling,

taxi, takeoff, inflight, and landing is 48,000 pounds.

CENTEROFGRAVITY LIMITATIONS

Refer to T.O. GR1F16CJ52.

Generally, the aircraft is within CG limits when the

red portion of the AL pointer is not visible (FUEL

QTY SEL knob in NORM).

ACCELERATION LIMITATIONS

Acceleration limitations are contained in figure 57

this section, and T.O. GR1F16CJ12, figures 59

and 510.

Load factor limits should not be intentionally

exceeded. Notify maintenance of a possible overg if

symmetric maneuvering on the g limiter results in

a load factor greater than or equal to 9.5g/-3.2g or if

symmetric nong limiter maneuvering or asymmetric

T.O. GR1F16CJ1

54

maneuvering exceeds a positive or negative g limit

specified in this section. Provide details of the

occurrence (maximum g indication, airspeed, alti

tude, description of maneuver, fuel weight and

distribution, etc.) and HUD videotape if it is

available.

NOTE

F

SYM G limits apply to maneuvers

resulting from less than abrupt roll

stick inputs and in which roll rate does

not exceed 20 degrees/second. ROLL G

limits apply to maneuvers resulting

from abrupt roll stick inputs or

maneuvers in which roll rate exceeds

20 degrees/second.

F

A false maximum g indication may be

displayed in the HUD due to INU

vibration while the aircraft is at

maximum g. G indications above 10

(e.g., 0.2 for 10.2g) have been observed.

F

DR

 Due to the location of the accel

erometer, it should not be used to

determine maximum g force.

F

For evaluating a possible overg, deter

mine the allowable CARRIAGE MAX

ACCEL G for the actual store configura

tion at the time of the occurrence. Use of

T.O. GR1F16CJ12, figure 59, N

Z

W

curves (if applicable) is permitted.

F

G's experienced during a wingtip vortex/

wake turbulence encounter should be

considered as asymmetrical when deter

mining if a g limit has been exceeded.

AOA AND ROLLING LIMITATIONS

Refer to figure 58. With heavy wing loadings, it may

be necessary to cancel the roll command up to 90

degrees early to avoid exceeding the maximum bank

angle limit. Except for emergency conditions, do not

fly category III loadings with the STORES CONFIG

switch in CAT I.

F

Category III loadings are not protected

from AOA or rollinduced departures

with the STORES CONFIG switch in

CAT I.

F

Damage to or failure of wing internal

structure can occur if rolling maneu

vers are performed with the STORES

CONFIG switch in CAT I while

carrying a category III loading.

An asymmetric loading is any asymmetry that

requires roll and/or yaw trim. Refer to ASYMMET

RIC LOADINGS, Section VI.

Nose slice and yaw departure may occur during

maximum command rolls on the CAT I AOA limiter

at high altitude when carrying a centerline tank.

Refer to YAW DEPARTURE, Section VI.

F

If the aircraft CG is near the aft limit,

departure may occur while performing

low airspeed, high AOA, maximum

command rolling maneuvers with

either of the following:

D

Asymmetric category I missile loadings

(station 2, 3, 7, or 8).

D

Speedbrakes opened.

F

The indicated bank angle change limit

is particularly critical for category I

loadings with 370gallon fuel tanks

plus suspension equipment on stations

3 and 7. Care is required with these

loadings to check the roll so as not to

exceed the indicated bank angle

change limit.

STORES LIMITATIONS

Refer to T.O. GR1F16CJ12, figure 510 for

authorized stores loading configurations and related

limitations.

ASYMMETRIC STORES LOADING

Refer to figure 317 for computation of asymmetric

moment. The maximum allowable asymmetric

(rolling) moment for ground handling, taxi, takeoff,

inflight, and landing is 25,020 footpounds.

Takeoff is prohibited when the roll trim necessary to

compensate for an asymmetric loading exceeds the

maximum roll trim available. Refer to T.O.

GR1F16CJ11, PART 2.

T.O. GR1F16CJ1

55

MISCELLANEOUS LIMITATIONS

NET ARRESTMENT LIMITATIONS

Refer to figure 55 for cable/net arrestment limits.

61QSII/BAK15 multielement net barrier systems

have the following designations: 24A, 30F, 40A, HP,

and MEN. Any net barrier system with these

designations, e.g., 61QSII/HP30 or MK6/MEN, is

compatible with the aircraft.

The 61QSII/BAK15 arresting system consists of two

major components  an energy absorber and an

engagement device. The engagement device is the net

which is attached to the energy absorber. These

absorbers include heavy chains as used with the

MA1A system, friction brake systems such as the

BAK9 and 12, and water twisters as used in BAK13

systems. Because of the variety of energy absorbers in

use, it is not possible to establish one maximum

engagement speed for the aircraft. In each case, the

maximum engagement speed is determined by the

capabilities of the energy absorption system attached

to the net. For example, the HP30 is an all nylon,

three element net. It incorporates all the latest

technology and, coupled with a 1200foot runout BAK

12, should provide a 35,000pound F16 with

190knot arrestment capability.

CROSSWIND LIMITS

Refer to T.O. GR1F16CJ11, Part 2 for crosswind

limits for takeoff and landing.

T.O. GR1F16CJ1

56

Instrument Markings

GR1F-16CJ-1-1129X37

FTIT

RPM

HYDRAULIC PRESSURE

OIL PRESSURE

800 C GROUND ENGINE START

1070 C MAXIMUM STEADY STATE

97% MAXIMUM STEADY STATE

3250 PSI MAXIMUM

2850-3250 PSI NORMAL

95 PSI MAXIMUM

15 PSI MINIMUM

ENGINE F100-PW-229

Figure 51.(Sheet 1)