BMS F-16C/D 4.34, Руководство по эксплуатации самолета, Страница: 213 / 234

T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00
BMS 4.34 Dash 1
© Red Dog 2012-2019
Page: 213
To initiate an air-start with sufficient engine RPM, place the throttle in the CUTOFF position and then
move it past the idle detent (or use the idle detent keystroke) and place it mid-range (standing up).
Then check for signs of engine relight, such as FTIT & RPM increasing.
If RPM alone is not sufficient to air-start the engine and if you have altitude to spare, you can dive the
aircraft to windmill the turbine and provide sufficient pressure to relight the engine.
If you do not have the altitude to increase speed by diving you will need to use the JFS to assist the
air-start. The JFS has an operating range and should be engaged only below 20000 feet and at
airspeeds below 400 knots.
Once in the JFS envelope and with the throttle in CUTOFF switch the JFS on to help get the RPM up
to 20-25%. At that point move the throttle to mid-range and monitor RPM and FTIT for engine relight.
The JFS will not shut down automatically when the engine reaches 50% RPM in the air, but as it is
being cooled by airflow it will not overheat like it does on the ground. Switch it off manually after
successful engine restart and completion of your post-restart checks.
Be aware that just like on the ground you only have one shot at the JFS. If you fail to relight the engine
the JFS cannot recharge and you will not be able to restart it. In the air the JFS recharges only when
the engine is running.
After engine relight and with engine thrust sufficient to sustain level flight, set the throttle as desired
and verify that both MAIN GEN and STBY GEN lights are OFF. Use the ELEC CAUTION RESET
pushbutton to clear any ELEC SYS caution lights and reset the EPU to OFF, then back to NORM.
3.7.5.2. Flameout Landing
Landing the aircraft with no engine is not easy and must be carefully considered before being
attempted. The current weather (visibility, wind) must be taken into consideration as well as the
amount of training and the success rate the pilot demonstrated in simulated flameout (SFO) exercises.
That being said failing does not bear any consequence and the BMS ejection envelope is rather large.
To perform a flameout landing turn immediately towards the nearest runway, jettison stores to
decrease drag and establish best range airspeed. Sounds simple but you first need to be able to know
where you are and where the closest runway is and to know what your best range airspeed is.
Solving the first issue is outside the scope of this manual and greatly depends on your situational
awareness and correct flight planning. The latter depends on Gross Weight and is 200 knots for a GW
of 20000 lbs and 205 knots for 21000 lbs GW. Add 5 knots per 1000 lbs of additional stores. For
reference an F-16 empty of fuel and having jettisoned stores (with a centreline pod & A-A missiles)
weighs around 22000 lbs, or 21000 lbs without the centreline ECM pod.
The best range speed is thus typically set to 210 knots. To find out your best range speed in any
configuration just fly 7° AOA attitude. To maintain that speed the F-16 will trade approximately 1000 ft
of altitude every nautical mile, giving a glide ratio of one for one. Granted it is an approximate rule but
it is very handy to estimate your range when deciding which available runway to use. The real Dash 1
manual says that the F-16 will go 7nm over the ground for every 5000 ft of altitude you lose. This
makes gliding calculations tricky in an emergency so just use 1:1.
Another consideration for long glides to the runway is EPU fuel for hydraulics and emergency power.
Once the hydrazine is depleted the EPU will shut down and the F-16 will be as controllable as a brick.
At that point your only way out is to eject. The EPU has about 10 minutes of autonomy running on
hydra
zine. Don’t plan for a glide and flameout landing taking more than 10 minutes!
There are two basic types of flameout approaches: direct (straight-in) and overhead. The direct
approach is simpler but provides no margin for error. The overhead pattern is safer, if you have
sufficient altitude to execute it, as it provides good visual cues against known references (if you have
practised them and know them by heart).