BMS F-16C/D 4.34, Flight Manual

Page: 219 / 234

T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00
BMS 4.34 Dash 1
© Red Dog 2012-2019
Page: 219
3.7.7 EGI In-Flight Alignment (IFI)
Although not fully implemented in-flight EGI alignment may be performed in BMS. BMS models only
the AUTO IFA to some extent. It thus relies on GPS for internal alignment and does not require a fix to
be made by the pilot. If one day MANUAL IFI is implemented, then fix taking will be required.
When in-flight alignment is required fly a straight, level and non-accelerated attitude.
Place the EGI knob to OFF for 10 seconds (both OFF and AUX flags should be displayed on the ADI),
then move it to in-flight ALIGN position.
The DED will display the INS page where EGI status can be followed. The HUD will display ALIGN.
You cannot enter the magnetic heading manually in the UFC; the BMS process is fully automatic.
As with ground alignment all navigation data is removed from the HUD and MFDs during in-flight
alignment. There is no end of alignment notification and the alignment will continue until the EGI knob
is placed back to NORM.
An EGI status of 8.1 / 10 is sufficient (actually as with ground align the alignment in BMS is accurate
with GPS as soon as the AUX flag disappears from the ADI). The EGI knob can then be moved back
to NORM and navigation data will be displayed in the HUD and MFDs.
3.7.8 Controllability Check
A controllability check should be performed anytime structural damage or any failure impacting aircraft
handling is suspected or detected. The following actions should be accomplished:
•
Attain a safe altitude.
•
Reduce Gross Weight.
•
Lock LE FLAPS if LEF damage is observed.
•
Determine the optimum configuration for landing by dirtying up to landing configuration and
assess best AOA/ landing speed.
•
Land using the above found settings.
If the aircraft is not controllable to a reasonable landing speed consider controlled ejection.
3.7.9 Out of Control Recovery
Recovery from most departures is usually automatic in 10-20 seconds as long as the controls are
released. Recovery is detected by the nose pitching down and airspeed increasing.
To prevent another departure the pilot should wait until airspeed had reached 200 knots before
moving the controls.
Refer to chapter 4.4.5 for recovery procedures according to type of departures.