BMS F-16C/D 4.34, Flight Manual

Page: 142 / 234

T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00
BMS 4.34 Dash 1
© Red Dog 2012-2019
Page: 142
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Maximum taxi speed: 25 knots & 10 knots in turns
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Do not ride the brakes, allow speed to increase to 25 knots and then slow down moderately to
15 knots, allowing the speed to increase again to 25 knots
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Taxi speed is displayed in the INS UFC (LIST 6) subpage
The way the brakes are used during the landing roll greatly impacts the possibility of brake failure. It is
best to hit the brakes hard for a shorter time than to brake early but longer as your speed will be higher
and the brake will generate more heat energy doing so.
Use aerodynamic braking till the nose gear drop down around 90 - 100 knots and then use the brakes
at around 90-80 knots until you reach taxi speed or come to a full stop.
Do not start braking around 110-120 knots; the heat build-up will be much higher.
Refer to chapter 3.5.5 Hot brakes for further information about hot brakes.
1.13.3. Parking Brake & Chocks
To overcome the correct behaviour of the AFM (Advanced Flight Model) of the BMS F-16 the virtual
pilot will need to use the chocks at ramp start and shut down and the parking brake if a full stop is
required on the taxiway or at EOR (End of Runway) checks for instance.
The parking brake is activated with the PARKING BRAKE switch on the Gear panel. The anti-skid
system is not implemented in BMS. The parking brake is a magnetic switch held automatically in
position as long as the throttle is not pushed further than one inch past the idle point (in BMS that
translates to 83-85% RPM). Once the parking brake is no longer able to hold against the engine RPM
the switch is released and the parking brake deactivated. The parking brake is powered by the battery
bus and system B hydraulics.
The chocks are on by default at ramp start and they need to be removed prior to taxi. Normally this is
done with the crew chief
but we don’t have them in BMS so the request is done through the ATC
Tower menu. Bear in mind that you need to have a correct tower frequency set on your radio.
Likewise at shut down chocks can be requested to be placed through the same ATC Tower menu.
Although the chocks will prevent the aircraft moving during ramp start it is possible to jump them if a
high enough power setting (over 85%) is used. Be careful then during SEC and EPU checks which
require higher power settings. Always back up the chocks with toe brakes. You cannot backup these
checks with the parking brake as it would be deactivated with such high power settings.
1.13.4. Speed Brake system
The speed brake system consists of two pairs of clamshell surfaces located on either side of the
engine nozzle, inboard of the horizontal tail and is powered by hydraulic system A.
The speed brakes open to 60 degrees with the gear not down and locked. With gear down and locked
speed brake opening is limited to 43 degrees to prevent the lower surfaces from striking the runway
during landing. This limit can be overridden by holding the SPD BRK switch in the open (aft) position.
When the NLG strut compresses on landing the speed brakes can be fully opened and remain fully
open without holding the SPD BRK switch open.
The SPD BRK switch, located on the throttle, is a thumb activated three-position slide switch.
The open (aft) position is spring loaded to off (centre) and allows the speed brakes to be incrementally
opened.
The closed (forward) position locks in place, allowing a single motion to close the speed brakes.
A three-position indicator is located left of the LG control panel.
Positions are:
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CLOSED
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9 dots symbol: the speed brakes are not closed (thus open but it is not possible to say how
open they are)
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Diagonal lines: the indicator is not receiving electrical power