F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 58

T.O. GR1F16CJ1

616

K

J

I

L

F

G

H

D

C

E

B

A

INITIAL KIAS

CAT III

200
250
300

400+

400+

300

250

CAT I

1

0

2

3

4

5

6

7

0

1

2

3

4

5

6

7

8

9

10

11

12

13

200

300

400

500

600

700

800

900

200

300

400

500

600

700

800

0.2

0.4

0.6

0.8

1.0

1.2

1.4

TRUE AIRSPEED   KNOTS

MACH NUMBER

AL

TITUDE LOST DURING PULLOUT   1000 FEET

INDICA

TED AIRSPEED   KNOTS

1F-16X-1-0021X

Dive Recovery

CONDITIONS:

IDLE THRUST

NO DELAY BEFORE PULLUP INITIATION

WINGS LEVEL

MAXIMUM G ONSET RATE

FULL SPEEDBRAKES

NOTES:

1. Applicable for CAT I or CAT III limiter.

2. Increase altitude lost during limiter pullout by

   4 percent for each 1000 pounds in excess of

   25,000 pounds GW if initial dive angle is   45

   degrees and initial KIAS is less than 500.

DATA BASIS ESTIMATED

LIMITER PULLOUT

Figure 61.

T.O. GR1F16CJ1

71

SECTION VII

ADVERSE WEATHER OPERATION

TABLE OF CONTENTS

Introduction

71

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

Instrument Flight Procedures

71

. . . . . . . . . . . . . . 

Holding

72

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

Penetration

72

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

Instrument Pattern/Approaches

72

. . . . . . . . . . 

Missed Approach

72

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

Turbulence and Thunderstorms

72

. . . . . . . . . . . . . 

Cold Weather Operation

75

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

Before Entering Cockpit

75

. . . . . . . . . . . . . . . . . 

Before Starting Engine

75

. . . . . . . . . . . . . . . . . . 

Starting Engine

75

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

After Engine Start

75

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

Taxi

76

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

Takeoff

76

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

In Flight

76

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

Landing in Icy or Wet Conditions

76

. . . . . . . . . . . 

Hot Weather and Desert Ground 

Operation

77

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

Volcanic Ash Operation

77

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

Ground Operations

77

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

InFlight Operations

78

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

INTRODUCTION

This section contains information and procedures

that affect operation of the aircraft in adverse

weather and climatic conditions and which differ

from the normal procedures in Section II.

INSTRUMENT FLIGHT PROCEDURES

PX II

 The HUD may be used as a reference for

instrument flight. 

PX III

 The HUD may be used as a

primary reference for instrument flight. Frequent

crosschecks with other instruments will be per

formed to maintain proper flight orientation and

detect failures that are not directly communicated to

the pilot.

F

PX III

 The EGI is not certified to

provide instrument approach flight

path guidance.

F

The HUD should not be used as the sole

reference for instrument flight due to

the lack of adequate failure warning

but should be crosschecked with the

primary/basic instruments.

F

PX III

 The displays generated for the

JHMCS helmet are not approved for

use as a reference during instrument

meteorological conditions (IMC) or for

course guidance during landing.

F

A delayed selection of ILS/TCN or

ILS/NAV until the aircraft is nearly on

the ILS glide slope may cause the flight

director circle to be positioned incorrectly

(full up or full down) for up to 90 seconds.

If the flight director circle is positioned

incorrectly when an ILS mode is

selected, move the INSTR MODE knob

to TCN or NAV, then back to the desired

ILS mode. This action enables the flight

director to operate properly.

F

It is possible for the displayed ADI and/

or HUD attitude to be in error with no

ADI OFF or AUX warning flags in view

and without an INS or HUD PFL.

Displayed HSI and/or HUD headings

may also be in error with no HSI OFF

or ADI AUX warning flags in view and

without an INS or HUD PFL. Momen

tary warning flags may indicate

impending failure. To detect these

failures and maintain proper flight

orientation, basic and backup instru

ments shall be crosschecked.

F

PX III

 It is possible for the MMC to

position the ILS glideslope bar full down

without being dashed even though the

ILS glideslope signal may be valid. Care

must be taken during precision ap

proaches to cross check ILS information

on the ADI if the HUD glideslope bar

drives full down and is not dashed.

T.O. GR1F16CJ1

72

F

PX II

 With certain failures of the INS

with ILS selected, a fixed aircraft

reference symbol is displayed at zero

degrees azimuth, 11 degrees below the

boresight symbol. This symbol is for ILS

deviation reference in conjunction with

the horizontal and vertical deviation

bars. The aircraft reference symbol

should not be used for attitude reference.

F

Avoid touching the canopy transparen

cy, canopy frame or placing arms on the

canopy body positioning handles dur

ing IMC. Contact may produce severe

shock as a result of static discharge.

NOTE

F

When rotating the HSI course setting

from an eightunit digit to a nineunit

digit (e.g., 018 to 019), the tens digit

may rotate prematurely causing a

10degree reading error (e.g., 029).

Crosscheck counter setting with

course arrow reading to insure proper

course setting.

F

Electrical transients (particularly

during the EPU check) may cause the

INS to revert to use of the last

manually entered magnetic variation.

Under these conditions, the accuracy

of heading information displayed on

the HSI and HUD depends upon the

manual magnetic variation value

entered. If magnetic heading error is

suspected, confirm that automagnetic

variation is in use or that the correct

local magnetic variation is entered.

F

PX III

 The EGI does not use navigational

aid assigned variation to compute course

display for TACAN, VORTAC, VOR, or

VORDME points retrieved from the

database. Rather, the magnetic variation

at the aircraft present position is used for

course computation and display.

HOLDING

Holding airspeed is 200250 knots (maximum

endurance airspeed recommended).

PENETRATION

Penetrations are normally flown at 300 knots, speed

brakes as required, and throttle at IDLE.

INSTRUMENT PATTERN/APPROACHES

Refer to figure 71 for a typical TACAN holding,

penetration, and approach. Refer to figure 72 for a

typical GCA. Instrument patterns are normally

flown at 200250 knots clean. Approaching final,

lower the LG, slow the aircraft, and fly final

approach at 13 degrees AOA maximum.

MISSED APPROACH

Advance throttle as required, close speedbrakes, and

retract LG after a positive climb is established. Ad

just throttle to maintain between 200250 knots.

Pitch transients resulting from LG and TEF changes

are mild and require minimum control compensation.

TURBULENCE AND THUNDERSTORMS

Avoid flight in turbulent air, hailstorms, and

thunderstorms. There is a high probability of

damage to airframe and components from impact

ice, hail, and lightning. Thunderstorm penetration

airspeed is 300 knots or optimum cruise airspeed,

whichever is lower. At high airspeeds, personal

discomfort and structural stress are greater. At

slower airspeeds, controllability is reduced and inlet

airflow distortion due to turbulence may cause

compressor stall and/or engine stagnation.

The GM mode of the radar can be used as an aid in

navigation between or around storm cells. Refer to

T.O. GR1F16CJ3411 for expanded information. If

entry into adverse weather cannot be avoided, the

following procedures should be used:

1.

PROBE HEAT switch - Check PROBE HEAT.

2.

FLOOD CONSOLES knob - HIGH INT.

3.

ANTI ICE switch - ON.

4.

Airspeed - 300 knots or optimum cruise,

whichever is lower.

NOTE

Severe turbulence causes variations in

airspeed and altitude. Do not change

throttle setting except for extreme

airspeed variations.

T.O. GR1F16CJ1

73

GR1F-16CJ-1-0132X37

NOTE:

LG   DN

THROTTLE   AS REQUIRED

AOA   13 DEGREES (MAX)

SPEEDBRAKES   OPEN

AIRSPEED   300 KNOTS

SPEEDBRAKES   AS REQUIRED

ALTIMETER   SET

AIRSPEED   200-250 KNOTS

THROTTLE   AS REQUIRED

SPEEDBRAKES   CLOSE

LG   UP

FINAL

APPROACH FIX

TACAN APPROACH

PENETRATION DESCENT

HOLDING (ALL ALTITUDES)

MISSED APPROACH

THROTTLE   IDLE

INITIAL

APPROACH FIX

AIRSPEED   ACCELERATE

TACAN Holding, Penetration, and Approach

(Typical)

TO 200-250 KNOTS

A typical straight-in penetration and approach require approximately 400 pounds of fuel for a drag index of 0 and

600 pounds of fuel for a drag index of 200.

Figure 71.

T.O. GR1F16CJ1

74

GR1F-16CJ-1-0133X37

THROTTLE   AS REQUIRED

SPEEDBRAKES   CLOSE

LG   UP

LG   CHECK DN

SPEEDBRAKES   OPEN

AOA   13 DEGREES

(MAX)

AIRSPEED   200-250

KNOTS (LG   UP)

LG   AS REQUIRED

SPEEDBRAKES   AS

REQUIRED

AOA   13 DEGREES

(MAX) (LG   DN)

BASE

FINAL

MISSED APPROACH

ENTRY/DOWNWIND

NOTE:

GCA (Typical)

AIRSPEED   ACCELERATE

TO 200-250 KNOTS

A typical GCA pattern requires approximately 400 pounds of fuel for a drag index of 0 and 700 pounds of fuel for

a drag index of 200.

Figure 72.

T.O. GR1F16CJ1

75

NOTE

F

An extremely loud screeching noise

may be heard in the headset while

flying in cirrus clouds or in the vicinity

of thunderstorms. The noise may be

eliminated by turning the UHF or VHF

radio off, by turning the volume(s)

down, or by changing UHF antenna

positions.

F

When flying in heavy rain, water tends

to be aerodynamically held on the

forward portion of the canopy. At

higher airspeeds, this condition may

obscure visibility as much as 30

degrees back on each side of the

canopy. On final approach, the water is

generally confined to the position of

the canopy immediately in front of the

HUD. It may be necessary to look out

the sides of the canopy to acquire the

runway and to flare and land the

aircraft.

COLD WEATHER OPERATION

Engine operation under the following

conditions may result in engine dam

age due to icing:

D

Ambient temperatures between

20

_

F (-7

_

C) and 45

_

F (7

_

C) with

precipitation (rain, fog, sleet, or

snow).

D

Dewpoint within 9

_

F (5

_

C) of

ambient temperatures between

25

_

F (-4

_

C) and 45

_

F (7

_

C).

D

Ambient temperature below 45

_

F

(7

_

C) with standing water or a

mixture of water with ice or snow

within the immediate proximity of

the engine inlet.

BEFORE ENTERING COCKPIT

All accumulated ice and snow must be removed from

the aircraft before flight is attempted. Insure that

water does not accumulate on control surfaces or

other critical areas where refreezing may cause

damage or binding.

Do not permit ice to be chipped or

scraped away.

BEFORE STARTING ENGINE

Extreme cold temperature may require cockpit

preheating to ease operation of rotarytype switches.

D

 The canopy may not latch on battery power alone.

Start the engine with the canopy closed as much as

possible.

If there is visible moisture and ambient temperature

is 45

_

F (7

_

C) or less, place the ANTI ICE switch to

ON. This reduces ice buildup on the engine front

face, eliminates ice on the heated inlet strut, and

reduces the possibility of ice ingestion.

STARTING ENGINE

If the aircraft is serviced with MILH5606 hydraulic

fluid and the aircraft has cold soaked for more than

1 hour at temperatures below -40

_

F (-40

_

C), do not

start the JFS until ambient temperature increases

to above -40

_

F (-40

_

C) for at least 2 hours or until

the engine bay is preheated. For temperatures above

-40

_

F (-40

_

C), refer to JET FUEL STARTER

LIMITS, Section V.

If the aircraft is serviced with MILH83282

hydraulic fluid and the aircraft has cold soaked for

more than 1 hour at temperatures below -20

_

F

(-29

_

C), do not start the JFS until ambient

temperature increases above -20

_

F (-29

_

C) for at

least 2 hours or until the engine bay is preheated. For

temperatures above -20

_

F (-29

_

C), refer to JET

FUEL STARTER LIMITS, Section V.

During cold start, oil pressure may be 100 psi for up

to 

PW 229

 1 minute, 

129

GE

 2 minutes.

AFTER ENGINE START

EPU fuel quantity can indicate as low as 90 percent

at temperatures below 40

_

F (4

_

C).

For rapid cockpit warming, position the TEMP knob

to the desired MAN WARM range. Position the

RADAR to off and the DEFOG lever as required to

clear fogging. After the cockpit reaches a comfort

able temperature, select a setting within the AUTO

range. If the engine was started with the canopy

unlatched, wait approximately 10 minutes to warm

the canopy before fully closing it.

If probe icing is evident or suspected, turn the

PROBE HEAT switch to PROBE HEAT at least 2

minutes prior to accomplishing the FLCS BIT.

T.O. GR1F16CJ1

76

If probe heat is on or has been on, heat

in probes may be sufficient to cause

injury if touched.

If the aircraft has cold soaked at

temperatures below -20

_

F (-29

_

C),

repeated brake applications (2530)

may be required before the brakes

work effectively.

TAXI

To avoid brake icing, do not taxi in deep water, slush,

or deep snow. When taxiing on ice or hard packed

snow, NWS may not be completely effective. Use a

combination of NWS and differential braking to

maintain directional control. Taxi at a safe speed

considering surface condition, GW, slope, and thrust.

If the aircraft has cold soaked at temperatures below

-20

_

F (-29

_

C), the NWS may initially be sluggish,

but controllable.

Probe internal icing must be suspected

anytime the aircraft has been exposed

to near or below freezing conditions on

the ground. Internal icing may be

difficult to see and may remain present

even when current conditions do not

appear conducive to ice formation.

Turn probe heat on at least 2 minutes

prior to takeoff anytime icing of probes

is possible.

If unable to control taxi speed or

direction, immediately shut down the

engine.

NOTE

After cold soaking at temperatures

below 0

_

F (-18

_

C), be alert for flat

MLG struts.

TAKEOFF

If the aircraft has cold soaked at temperatures below

-20

_

F (-29

_

C), LG retraction times may be

significantly increased. In addition, the nose gear

door may fail to close. If the nose gear door can be

visually confirmed as the only LG component that has

failed to retract/close, then up to two extend/retract

cycles can be made in an attempt to achieve a normal

LG up condition. Observe LG extended or in transit

limitations, Section V.

IN FLIGHT

Flight in areas of icing should be avoided whenever

possible. If icing conditions are anticipated or cannot

be avoided, turn ANTI ICE switch to ON and PROBE

HEAT switch to PROBE HEAT. Frequently check

the aircraft leading edges for indication of ice

buildup. Make all throttle movements slower than

normal when in potential icing conditions to reduce

possibility of engine stalls and/or stagnation.

Consider diverting to an alternate field if required to

avoid icing conditions.

LANDING IN ICY OR WET CONDI

TIONS

Icy or wet runway conditions may pose severe

problems in directional control and braking

effectiveness due to hydroplaning. Although

possible, total hydroplaning is not expected below

130 knots groundspeed. Partial hydroplaning can

occur to varying degrees below 130 knots. Once

hydroplaning occurs, it can continue to speeds well

below the onset speed. Wheel spinup must occur to

permit normal antiskid braking. Hydroplaning can

prevent wheel spinup and can occur on runways

which only appear damp if heavy braking is applied

at high speeds. Hydroplaning tendency increases

with water depth and with smooth runway surfaces

such as rubber deposits or paint stripes.

LESS

 

b2t

 Approach and touchdown are the same as

for a short field landing on a dry runway.

Immediately after touchdown, make a deliberate

effort to be sure brakes are not applied while using

the rudder. Deploy the drag chute (if required)

immediately after touchdown. Use twopoint

aerodynamic braking until approximately 100

knots; then fly the nosewheel to the runway.

Maximum effective twopoint aerodynamic braking

is achieved at 13 degrees AOA. After the nosewheel

is on the runway, open the speedbrakes fully and

maintain full aft stick for maximum threepoint

aerodynamic braking and wheel braking effective

ness. Test for braking effectiveness before using full

T.O. GR1F16CJ1

77

continuous braking by momentarily depressing

pedals, fully releasing pedals for at least onehalf

second, and then depressing pedals again. This

technique gives the wheels a better opportunity to

spin up if hydroplaning conditions exist. If braking

effectiveness is not felt, continue to pump brakes as

speed decreases, making sure pedals are momen

tarily fully released between applications. Use

continuous braking after braking effectiveness is

felt. As speed decreases, the antiskid system will

increase deceleration accordingly.

LESS

 

b2t

 When stopping distance is critical, wheel

braking should be initiated when below 100 knots.

Wheel braking effectiveness at high speeds is very

low compared to twopoint aerodynamic braking

effectiveness. Low deceleration at high speed may be

mistakenly interpreted as a brake or antiskid

failure. If braking effectiveness or anti skid cycling

is not perceived, release brakes momentarily and

then reapply brakes. When the wheel brakes become

effective, the nose will automatically lower. After the

nosewheel is on the runway, maintain full aft stick,

open the speedbrakes fully, and use continuous

maximum braking. Do not hesitate to lower the

hook, if required.

LESS

 

b2t

 If crosswinds preclude maintaining

twopoint aerodynamic braking, test for braking

effectiveness as previously discussed before using

full continuous braking. Continue to pump the

brakes until braking effectiveness is felt and speed

is below 100 knots.

b2t

 Approach and touchdown are the same as for a

short field landing on a dry runway. Immediately

after touchdown, make a deliberate effort to be sure

brakes are not applied while using the rudder. Use

twopoint aerodynamic braking until approximately

100 knots; then fly the nosewheel to the runway.

Maximum effective twopoint aerodynamic braking is

achieved at 13 degrees AOA. After the nosewheel is on

the runway, open the speedbrakes fully and maintain

full aft stick for maximum threepoint aerodynamic

braking and wheel braking effectiveness. When

wheel brakes are used, they should be continuously

applied.

b2t

 When stopping distance is critical, continuous

maximum wheel braking should be initiated in the

twopoint attitude. Wheel braking effectiveness at

high speeds is very low compared to twopoint

aerodynamic braking effectiveness. Low deceleration

at high speed may be mistakenly interpreted as a

brake or antiskid failure. When the wheel brakes

become effective, the nose will automatically lower.

Do not hesitate to lower the hook, if required.

F

LESS

 

b2t

 Continuous wheel braking

above 100 knots is not recommended.

Hydroplaning may prevent spinup of

both MLG wheels and wheel brakes

may become operative without anti

skid protection. Locked wheels and

subsequent blown tires can occur.

F

Rubber deposits on the last 2000 feet of

a wet runway make directional control

a difficult problem even at very low

speeds. Braking should be started in

sufficient time to avoid excessive

braking on the last portion of the

runway.

HOT WEATHER AND DESERT GROUND

OPERATION

Hot weather and desert ground operation requires

that added precautions be taken against damage

from dust, sand, and high temperatures. Particular

attention should be given to those components and

systems (engine, fuel, oil, hydraulic, pitotstatic,

etc.) which are susceptible to contamination,

malfunction, or damage from sand and dust. Inspect

the pistons on the LG and have them cleaned as

required. Check the engine inlet duct for sand

accumulation. During conditions of blowing sand

and dust, the canopy should be closed and sealed and

all protective covers installed when the aircraft is

not in use.

In hot, humid conditions, fogging of the exterior

canopy surface after flight may reduce visibility to

the point where the canopy must be opened prior to

taxiing. Stow all equipment prior to opening the

canopy.

VOLCANIC ASH OPERATION

GROUND OPERATIONS

Modified ground operations on an airfield which has

experienced volcanic ash fallout are required even

after cleanup is complete.