F-16D Handbook.pdf

Introduction 

Michael Hägele. 

This gentleman’s work is something many of you have had experience of in the 

form of the HUD coded for the IRIS Pro Series F-14 Tomcat. It is from a simple 

successful collaboration between ourselves and Michael on that project that 

has led us to this point. 

The IRIS Pro Series F-16D Fighting Falcon, designed by Michael’s own Triple Six 

Design Studio has been a labour of love for Michael over the last two years. His 

attention to detail as well as his superb coding knowledge really makes this 

new product shine. 

Michael has put together all the visual aspects, flight characteristics and 

systems for this fantastic product by himself, with the team at IRIS simply adding 

the necessary final touches. 

Michael’s attention to detail and knowledge of coding has really pushed a 

number of Flight Simulator boundaries, allowing us to provide functions to an F- 

16 simulation which previously have not been done, such as a working EPU 

system, true Fly-By-Wire system and for the first time in Flight Simulator history, a 

working Continuously Computed Impact Point (CCIP) system for accurate 

dropping of ordnance within Flight Simulator. 

All these improvements have not come at a cost to system resources either! 

The aircraft visual model and systems have just a fraction of the system impact 

as other comparable products, allowing this F-16D to be enjoyed on a greater 

variety of user systems, something that was a fundamental key component in 

the design philosophy. 

It is with great pride that we add this product to our catalogue and provide it 

the ‘Pro Series’ branding, synonymous with superb quality from IRIS Flight 

Simulation Software. 

I would like to thank Michael for his choosing us as distributor of this fine 

product and hope that this is the beginning of a long and successful 

relationship. 

Good luck in your future endeavours Michael.. :) 

David Brice 

Founder & Product Manager 

IRIS Flight Simulation Software

IMPORTANT INFORMATION 

Disclaimer & End User License Agreement 

Please remember that this product is for entertainment purposes only and 

as such should not be used for real world flight training. 

Not all systems have been simulated and those which have been simulated 

are done so using the limitations of the Microsoft Flight Simulator platform. 

Any enquiries regarding commercial, military or academic use of this 

program should be directed via e-mail to admin@irissimulations.com 

Furthermore, all components of this product are copyright IRIS Flight 

Simulation Software with the exception of the product visual model, 

artwork, coding and flight model which are copyright Michael Hägele and 

are distributed under license. 

NO replication, unauthorized distribution, reduction or reverse engineering 

of this software, either in whole or in part, is permitted in ANY form without 

the express written permission of IRIS Flight Simulation Software. 

By installing this software, you are hereby agreeing to the above terms and 

conditions. 

ABOUT THIS GUIDE 

This guide has been written to familiarize new users to the systems, operations 

and handling of the IRIS Pro Series F-16D Fighting Falcon product. It is highly 

recommended that users have a working knowledge of Microsoft Flight 

Simulator and the theory of flight PRIOR to running this product. 

By reading and learning the Pilot Manual prior to flying and keeping it to hand 

during your flight for reference, you will gain the most enjoyment from this 

product.

AIRCRAFT SPECIFICATIONS 

General characteristics 

Crew: 2, tandem seating 

Length: 49 ft 5 in (14.8 m) 

Wingspan: 32 ft 8 in (9.8 m) 

Height: 16 ft (4.8 m) 

Empty weight: 18,900 lb (8,670 kg) 

Loaded weight: 26,500 lb (12,000 kg) 

Max takeoff weight: 42,300 lb (19,200 kg) 

Powerplant: 1× General Electric F110-GE-129 afterburning turbofan 

Performance 

Maximum speed: 1,470 km/h (Mach 2+ at high altitude, 2,414 km/h) 

Range: 2,280 nm (4,220 km) 

Service ceiling 60,000+ ft (18,000+ m) 

Rate of climb: 50,000 ft/min (254 m/s) 

Armament 

Carries an internal 20mm M61 Vulcan gatling gun and a wide variety of 

external stores for air to air and air to ground sorties.

QUICK-START & CLICK PHILOSOPHY 

QUICKSTART INSTRUCTIONS 

We all realize that so many armchair joystick jockeys (that‟s you!) may not 

have time or necessarily the patience to go through an exhaustive 15 minute 

startup procedure every time you want a flight… with that in mind, Michael 

has incorporated a „Quick-start‟ switch to the aircraft. 

The switch which is located just rear of the pilot and back-seater control sticks 

on the right side of the console allows you the option to either quick-start or 

shutdown the aircraft‟s systems in an instant. 

Below is a simplified checklist for quick-start and shutdown. 

1. Flip the quick-start guard open. 

2. Click the quick-start switch to the „QUICKSTART‟ position. This will power up 

all systems and align the INS. 

3. Flip the quick-start guard back into place. 

4. Click the „JFS START 2‟ switch and wait for the engine to spool up and start. 

Note; if you’ve clicked the throttle to move it into its cutoff position, be sure to 

click it again at about 20% RPM to engage fuel flow to the engine. 

A quick shutdown is even simpler, simply open the shutdown guard and flip 

the switch to the shutdown position, and the aircraft will be powered down 

and the engine stopped ready for the pilot to leave. 

The F-16D ‘Click Philosophy’ 

In general, a LEFT mouse-click (LC) places a switch AWAY from the pilot and a 

rotary selector COUNTER CLOCKWISE. 

A RIGHT mouse-click (RC) places a switch TOWARDS the pilot and a rotary 

selector CLOCKWISE.

Ground attack! 

As pioneered in our PC-9 software, we have also included the option to drop 

Mk-82 Paveway II Laser Guided Bombs from the F-16D in this package. 

We recommend you follow the instructions contained in this document to set 

up your own customized ground attack situation in Flight Simulator X. 

1. Create a situation in FSX with your favorite IRIS F-16D CAS model at the 

airfield of your choice. 

2. Save the situation as a name of your choice. (i.e. F-16 Bombing Test) 

Close Flight Simulator X and navigate to your; 

‘My Documents/Flight Simulator X Files’ folder. 

3. In that folder you should see a file with the name of your saved 

situation followed by an .flt suffix. As I named my situation „F-16 

Bombing Test‟ my saved file I‟d look for is „F-16 Bombing Test.flt‟ 

5. Open the required .flt file in notepad. 

6. Scroll to the very bottom of the notepad document and copy the 

following text in; 

[DroppableObjects.0] 

ObjectSet.0=GBU-12 Paveway, 8 

7. The number at the end of „GBU-12 Paveway‟ corresponds to the amount 

of bombs carried. For accuracy, I‟ve gone with eight, however you can 

adjust the number to suit your needs. 

8. Once you‟ve pasted the text into your document, save the file and 

reload the situation in Flight Simulator X. 

You should now find you‟re sitting at the airfield of your choice in the F-16D 

you chose with an onscreen indication that you‟re carrying Paveway bombs. 

To drop the bombs, you need to assign a joystick switch or keyboard 

command to the „release droppable objects‟ command in Flight Simulator X. 

Please note that the CAS model is the ONLY model with visibly disappearing 

bombs. Whilst you can add bombs to any saved file, only the CAS model will 

have the bombs disappear from the rack as you drop them. 

A pre-saved situation file is located in your „Microsoft Flight Simulator X/IRIS Pro 

Series/F-16D Fighting Falcon/Saved Flights/‟ folder. Simply copy the contents 

into your appropriate „My Documents‟ folder and you should be able to load 

the Eglin Strike Training Sortie, all armed up!

SP1/SP2 USERS PLEASE NOTE 

This product has been developed for Microsoft Flight Simulator X with the 

Acceleration Expansion pack installed. 

Whilst every effort has been made to ensure accurate compatibility with FSX: 

SP1 and SP2, to get the very best from this simulation, we strongly recommend 

the use of Microsoft Flight Simulator‟s Acceleration Expansion Pack. 

This product is NOT compatible with RTM (off the shelf) versions of Microsoft 

Flight Simulator X, with the exception of the „Gold Edition‟ which features 

Acceleration built in. 

If you are running SP1 or SP2, the following file is required to be run AFTER 

installing this product. 

SP1 & SP2 users - 

Microsoft Flight Simulator X/IRIS Pro Series/F-16D Fighting Falcon/patches/Accel-SP1_SP2-fix.exe 

If you‟ve installed on SP1 or SP2 and have upgraded to acceleration, simply 

reinstall the product from its original installer to get the Acceleration version.

Sec.1 COCKPIT OVERVIEW 

Item indexing method 

The following pages will outline the switches and where possible, the functions 

and systems relating to them of the IRIS Pro Series F-16D Fighting Falcon. 

Each subsystem is colour coded for easy identification and this colour coded 

indexing method will follow across the for standardization. 

The indexing method is set up as follows; 

Cockpit-Console-Colour-Number 

For example: FC-LRC-B-1 would correspond to; 

(Front Cockpit (FC))-(Left-hand Rear Console (LRC))-(Blue (B))-(Item 1) 

The abbreviations are as follows; 

Section 1. - Cockpit 

FC - Front Cockpit 

RC - Rear Cockpit 

Section 2. - Consoles 

LRC - Left-hand rear console 

LFC - Left-hand forward console 

LAC - Left-hand auxiliary console 

IP - Instrument panel 

RAC - Right-hand auxiliary console 

RFC - Right-hand forward console 

RRC - Right-hand rear console 

Section 3. - Colours 

R - Red 

B - Blue 

C - Cyan 

O - Orange 

G - Green 

P - Purple 

Section 4. - Items 

All switches and displays are numbered items in various diagrams. The item 

numbers correspond to the relevant numbers on displayed images.

Sec.1 Cockpit Overview 

F-16D Cockpit Layout (front cockpit) 

The IRIS F-16D Fighting Falcon cockpit layout is based on the Block 50 variant 

and the publicly available pilot‟s manual. However as this is based on a single 

variant‟s documentation, you may find that some switches and systems 

operate differently in various real world airframes dependant on the country 

of origin. 

The image below shows the F-16D front cockpit in virtual cockpit mode. 

A more detailed description of the highlighted sections can be found on the 

following pages.


F-16D Cockpit Layout (front cockpit cont.) 

F-16D Fighting Falcon Virtual Cockpit Layout Overview 

1. (FC-LRC & LFC) Left-hand console featuring; 

a.) System test panel 

b.) ANTI-G test panel 

c.) Flight control panel 

d.) Manual trim control panel 

e.) Fuel control panel 

f.) Auxiliary communication panel 

g.) External lighting control panel 

h.) EPU control panel 

i.) Electrical control panel 

j.) Engine & jet start control panel 

k.) MPO panel 

l.) AVTR panel 

m.) ECM control panel 

n.) Audio1 control panel 

o.) Audio2 control panel 

p.) UHF control panel 

2. (FC-LAC) Left-hand auxiliary console featuring; 

a.) Threat Warning Auxiliary (TWA) panel and Misc items 

b.) Chaff-Flare control panel 

c.) Landing gear control panel 

3. (FC-IP) Instrument panel featuring; 

a.) Misc armament panel 

b.) Eyebrow lights and upper console instruments 

c.) Primary flight instrumentation 

d.) Engine status instrumentation 

e.) Primary flight management components 

4. (FC-RAC) Right-hand auxiliary console 

5. (FC-RFC & RRC) Right console featuring; 

a.) Sensor Power Management (SPM) panel 

b.) HUD Remote Control panel 

c.) Interior lighting panel 

d.) Armament and misc panel. 

e.) Air Conditioning panel 

f.) Pilots control column panel 

g.) Secure Voice Connector and antenna panels 

h.) Oxygen regulator panel 

i.) Avionics panel


F-16D Cockpit Layout (front cockpit cont.) 

Whilst we have made every effort to make all the switches and controls 

functional in the F-16D Fighting Falcon, due to the limitations of the software, 

some systems may not be replicated at this time. 

In those instances, whilst some of the switches will be clickable for procedural 

purposes, they will have no effect in the simulation. 

In instances where a system has no effect on the simulation, we have marked 

the system description as (INOP).

Sec.2 COCKPIT IN DETAIL 

(FC-LRC) Front Cockpit - Left Rear Console 


FC-LRC-R-1 - Fire & Overheat Detect test pushbutton. 

Checks both fire & overheat systems and illuminates the ENG FIRE and OVERHEAT 

warning lights simultaneously. 

FC-LRC-R-2 - Oxygen quantity test switch. 

Checks the oxygen warning system and illuminates the OXY LOW caution light. 

In addition, the FLOW indicator on the oxygen panel will blink and the SUPPLY 

PRESSURE will decrease to zero. 

FC-LRC-R-3 - Malfunction & indicator lights test pushbutton. 

Illuminates all malfunction and indicator lights for bulb malfunction. 

FC-LRC-R-4 - Probe Heat switch with test position. 

Pilot selectable switch to turn pitot probe heat on or off. A test function is 

selectable which flashes the PROBE HEAT caution light. 

FC-LRC-R-5 - EPU/GEN warn test switch. 

Tests the EPU/GEN system and when the ENG RPM is above ~73%, illuminates the 

AIR caution light and the EPU RUN light on the EPU panel as well as the FLCS PWR 

lights (A,B,C,D). 

FC-LRC-R-6 - FLCS power display. 

Illuminates to indicate the proper power output of FLCC during an FLCS power 

test. 

FC-LRC-R-7 - FLCS test switch. 

Tests the aircraft FLCC power output when in TEST position. When in NORM, it tests 

EPU PMG power availability during EPU/GEN test on the ground. 

In MAINT tests the FLCS batteries one at a time. 

FC-LRC-R-8 - Stick control switch. 

Reactivates the HUD if HUD OVRD was selected in rear cockpit.



b.) Anti-G test panel 

FC-LRC-B-1 - Anti-G test pushbutton. 

Pressure tests the pilot‟s Anti-G equipment. (INOP) 

c.) Flight control panel 

FC-LRC-O-1 - Digital switch. 

Selects backup software program within the FLCC, and illuminates the DBU ON 

warning light when in the BACKUP position. 

FC-LRC-O-2 - Alternate Flaps switch. 

In the EXTEND position, the trailing edge flaps extend regardless of the Landing 

Gear handle position. In the NORMAL position, the trailing edge flaps are 

controlled by the Landing Gear Handle and Fly-By-Wire system. 

FC-LRC-O-3 - Manual TF Fly-up switch. (INOP) 

FC-LRC-O-4 - Bit Test indicator light. 

Illuminates RUN when the FLCS BIT is running. If a failure occurs, the light will 

illuminate FAIL. 

FC-LRC-O-5 - Leading edge flaps switch. 

When in the LOCK position, the switch manually locks the Leading Edge Flaps (LEF) 

in the current position. When in the AUTO position, the Leading Edge Flaps (LEF) 

are controlled by the Fly-By-Wire system as a function of Mach number, altitude 

and angle of attack. 

FC-LRC-O-6 - FLCS reset switch. (INOP) 

FC-LRC-O-7 - Bit Test switch. 

In the BIT position, this commands a built in test (BIT) of the FLCS if there is weight 

on the main gear. 

Switch returns to OFF automatically after completion of BIT.



d.) Manual trim control panel 

FC-LRC-G-1 - Roll trim adjustment knob. 

Rotate the knob upwards to trim the left wing downwards, rotate the knob 

downwards to trim the right wing downwards. 

FC-LRC-G-2 - Roll trim indicator. 

Displays the current roll trim position. 

FC-LRC-G-3 - Trim/AP disc switch. 

In NORM position, trim is enabled through stick or autopilot function. In the DISC 

position, trim is disabled for both stick and autopilot function and autopilot is 

disabled if active at the time of disabling trim. 

FC-LRC-G-4 - Yaw trim adjustment knob. 

Rotate the knob upwards to trim the rudder left, rotate the knob downwards to 

trim the rudder right. 

FC-LRC-G-5 - Pitch trim indicator 

Displays the current pitch trim position. 

FC-LRC-G-6 - Pitch trim adjustment knob. 

Rotate the knob left for nose up trim, rotate the knob right for nose down trim.



e.) Fuel control panel 

FC-LRC-C-1 - Master cutoff switch with guard. 

When in MASTER position, the switch opens the engine fuel shutoff valve and in 

turn opens the EEC (electronic engine control) fuel shutoff valve. 

Opening the guard and switching the switch to OFF will close the engine fuel 

shutoff valve, which then closes the EEC fuel shutoff valve for engine shutdown. 

Used only for EMERGENCY engine shutdown. 

FC-LRC-C-2 - Tank inerting switch. 

In the TANK INERTING position, the Halon reservoir valve is opened to inert any 

gasses in the empty spaces in the F-16 fuel tanks. The OFF position closes the 

Halon reservoir valve. 

FC-LRC-C-3 - Engine Fuel feed knob. 

This four position switch controls fuel feed pumps to the aircraft engine as follows; 

OFF - De-energizes all electric-driven fuel pumps and shuts down the engine. 

NORM - Energizes ALL electric-driven fuel pumps. 

AFT - Energizes electric-driven fuel pumps in the aft tanks and opens cross-feed 

valves. 

FWD - Energizes electric-driven fuel pumps in the forward tanks and opens 

cross-feed valves. 

FC-LRC-C-4 - Air refuel doors switch. 

When in the OPEN position, the aerial refueling door is opened, the refueling door 

light is enabled and the flight control system is placed in a suitable position for inflight 

refueling. 

The CLOSE position will close the aerial refueling door, disable the refueling 

receptacle light and return the aircraft to its standard flight control configuration.



f.) Auxiliary communication panel 

Note: As most of the F-16 IFF data is classified or unable to be replicated in FSX, a large 

number of systems are not replicated here. All communication and navigation functions are 

sourced from the ICP. 

FC-LRC-B-3 - IFF Master knob 

Controls the various IFF modes, For flight, IFF Mode should be in the LOW or 

NORMAL position. 

Status can be checked on DED IFF page. Is influenced by RF switch. IFF caution 

light on if switched OFF. 

FC-LRC-B-4 - M-4 Code switch 

Status can be checked on DED IFF page. 

FC-LRC-B-5 - CNI knob (INOP) 

In BACKUP position, all communication, navigation and IFF data is sourced from 

the auxiliary communication panel. 

In the UFC position, all communication, navigation and IFF data is sourced from 

the ICP. 

FC-LRC-B-6 - IFF Mode 4 reply switch 

Status can be checked on DED IFF page. 

FC-LRC-B-7 - IFF Mode 4 monitor switch (INOP) 

FC-LRC-B-8 - TACAN channel display (INOP) 

Displays the currently selected TACAN frequency 

FC-LRC-B-9 - TACAN station switch (INOP) 

In T/R, communication is Transmitted and received from a 

ground based TACAN station. 

In A/A TR, communication is transmitted and received from 

an air based station.



g.) External lighting control panel 

FC-LRC-P-1 - Anti-Collision switch 

Toggles the aircraft anti-collision lighting on or off. 

FC-LRC-P-2 - Position Light Flasher switch 

Toggles the aircraft position lights between flashing or steady. 

FC-LRC-P-3 - Wing/Tail switch 

Toggles the aircraft wing/tail position lighting on or off. 

FC-LRC-P-4 - Fuselage switch (See note) 

Toggles the aircraft fuselage position lighting on or off. 

FC-LRC-P-5 - Formation lighting Knob (See note) 

Toggles the aircraft formation lighting on or off. 

FC-LRC-P-6 - Exterior master lighting switch (INOP) 

Toggles the aircraft exterior lighting system on or off. 

FC-LRC-P-7 - Aerial refueling lighting knob (INOP) 

Toggles the aircraft refueling receptacle light on or off. 

Note: Formation lighting & fuselage position lighting are both controlled from the Wing/Tail 

light switch (FC-LRC-P-3)


(FC-LFC) Front Cockpit - Left Front Console 

h.) Emergency Power Unit (EPU) control panel 

FC-LFC-R-1 - EPU master switch 

If switched to ON, the EPU will start manually by pilot interaction. 

If the switch is set to NORM, the EPU will start and run automatically when required. 

If the switch is set to OFF, the EPU will not run unless no generator is present. 

FC-LFC-R-2 - EPU status light 

Illuminates if the Emergency Power Unit is active. 

FC-LFC-R-3 - EPU status button 

Displays HYDRAZN if EPU is consuming Hydrazine fuel rather than running off engine 

pressure. 

Displays AIR if EPU has been commanded to run or if EPU test switch is activated.



i.) Electrical control panel 

FC-LFC-O-1 - ACFT BATT light 

Illuminates TO FLCS if the battery bus is supplying power to one or more FLCS 

branches and voltage is 25V or less. 

Illuminates FLCS RLY if voltage on one or more of the four FLCC branches 

connected to the aircraft battery is below 20V or that one or more FLCS branches 

are not connected to the battery. 

FC-LFC-O-2 - ACFT BATT light 

Illuminates FAIL if the battery has failed. 

FC-LFC-O-3 - EPU GEN/EPU PMG light 

Illuminates EPU GEN if the EPU has been commanded ON, but the EPU generator is 

not providing power to both essential AC buses. 

Illuminates EPU PMG if the EPU has been commanded ON, but the EPU PMG 

power is not available to all branches of the FLCS. 

FC-LFC-O-4 - STBY GEN light 

Illuminates STBY GEN if standby generator power is not available. 

FC-LFC-O-5 - FLCS PMG/MAIN GEN light 

Illuminates FLCS PMG if FLCS PMG is not supplying power to any FLCS branch. 

Illuminates MAIN GEN if external power or main generator is not connected to one 

or both non-essential AC buses. 

FC-LFC-O-6 - Main power switch 

In MAIN PWR position, the switch connects external power or the main generator 

to the electrical system and also enables the standby generator. 

In BATT position, the switch connects the aircraft battery to the battery buses, 

disconnects main generator or external power, resets the main generator and 

disables the standby generator. 

In the OFF position, the switch disconnects the main generator from the electrical 

system and disables the standby generator.



j.) Engine & Jet Start control panel 

FC-LFC-O-7 - MAX power switch (INOP) 

In MAX POWER position, this switch delivers maximum thrust at Mach 1.1 or above 

and when the throttle is at MAX AB. OFF is the standard position for this switch. 

FC-LFC-O-8 - A/B Reset switch (INOP) 

FC-LFC-O-9 - Electronic Engine Control (EEC) switch 

In the PRI position, the switch provides Electronic Engine Control. 

In the SEC position, the switch disables Electronic Engine Control. 

CAUTION: Operating on primary (PRI) engine control, throttle movements are unrestricted, 

unless above 20,000 feet and below 250 knots indicated airspeed. In this region engine stalls 

or blow-outs may occur if the afterburner (AB) is selected before the engine has stabilized at 

military (MIL, full dry) power. 

Operating on secondary (SEC) engine control throttle movements are unrestricted up to MIL 

power only. Ensure the engine is stabilized in MIL power before selecting AB, to avoid engine 

stalls/blow-outs. 

FC-LFC-O-10 - Jet Fuel Starter (JFS) Run light 

Illuminates GREEN within 30 seconds after initiating JFS start to indicate that the JFS 

has attained governed speed. 

FC-LFC-O-11 - Jet Fuel Starter (JFS) switch 

In the START 1 position, the switch vents one of the hydraulic accumulators to the 

hydraulic start motor. 

In the OFF position, the JFS is shut down. 

In the START 2 position, the switch vents both hydraulic accumulators to the 

hydraulic start motor. 

Note: Only Start 2 and OFF positions are replicated in this simulation as it is common practice 

to vent both accumulators for the best chance of engine start.



k.) Manual Pitch Override (MPO) panel 

FC-LFC-O-12 - Manual pitch switch (INOP) 

l.) Audio-Visual Tape Recorder (AVTR) panel 

FC-LFC-O-13 - AVTR switch (INOP) 

Toggles the Audio-Visual Tape Recorder on or off. 

m.) Electronic Countermeasures (ECM) panel 

FC-LFC-G-1 - ECM operation switch 

When in OFF position, the switch disconnects the ECM unit. 

When switched to the STBY position, the ECM unit goes through a self-test and 

power-up stage lasting approximately 3 minutes, during which time all ECM lights 

are illuminated. When the ECM unit is ready to be turned ON, the lights will 

extinguish. 

When turned to the ON position, and with a successful power-up, the ECM unit will 

function fully. If a successful power-up did not occur, the ECM unit will not 

activate in the ON position. 

FC-LFC-G-2 - ECM transmit (XMIT) switch (INOP) 

Cycles through various ECM transmission systems. 

FC-LFC-G-2 - ECM status display 

Displays single lights during normal ECM use and illuminates all lights during system 

power-up. All lights extinguish when not in use.



n.) Audio 2 panel 

FC-LFC-C-1 - Intercom knob (INOP) 

Rotating knob which increases the volume of the signals available to the intercom 

set. 

FC-LFC-C-2 - TACAN knob 

Rotating knob applies power and increases volume of the TACAN station 

identification signal. 

FC-LFC-C-3 - ILS knob 

Rotating knob applies power and increases volume of the ILS station 


FC-LFC-C-4 - HOT MIC switch (INOP) 

In the MIC position, activates communication between pilot and tanker boom 

operator or ground crew. 

In the OFF position, deactivates HIT MIC and CIPHER functions. 

In the CIPHER position, the switch limits UHF and VHF reception to secure voice 

only.



o.) Audio 1 panel 

FC-LFC-P-1 - COMM 1 mode knob (INOP) 


FC-LFC-P-3 - Terrain Following signal knob (INOP) 

FC-LFC-P-4 - Threat Warning System (TWS) tone knob (INOP) 

FC-LFC-P-5 - COMM 1 volume knob 

Toggles COMM 1 through three positions, OFF/Receive/Transmit & Receive 

In the OFF position, no Audio is transmitted or received. 

In the RECEIVE position, you can listen but not transmit 

In the TRANSMIT/RECEIVE position, you can listen and transmit. 


See COMM 1 volume knob details 

Note: In FSX, you can only Transmit on one frequency at a time. Either COMM 1 or COMM 2 

can be used for transmission of audio, however you can listen in on either frequency. You will 

notice that if you have COMM 1 currently set to transmit/receive and you turn the COMM 2 

knob to transmit/receive, COMM 1’s knob will automatically revert to the receive only 

position. 

FC-LFC-P-7 - Secure voice knob (INOP) 

FC-LFC-P-8 - Missile tone volume knob (INOP)



o.) Ultra High Frequency (UHF) control panel 

UHF is normally controlled by the ICP. 

FC-LFC-B-1 - UHF Master knob (INOP) 

FC-LFC-B-2 - VOL knob (INOP) 

FC-LFC-B-3 - UHF Mode knob 

In MANUAL position, UHF frequency is selected by manually setting the five 

frequency knobs. 

In PRESET mode, UHF frequency is determined by the preset channel knob. 

In GUARD mode, the main transmitter and receiver are tuned to the guard 

frequency. 

FC-LFC-B-4 - UHF frequency knob 

Turn to adjust the tuned UHF frequency if in UHF manual mode. 

Also applies to items B-5,6,7&8 

FC-LFC-B-9 - UHF frequency display 

A digital readout of the currently tuned UHF frequency. 

FC-LFC-B-10 - UHF frequency card 

A display card of the currently assigned preset UHF frequencies to be used in 

conjunction with the UHF preset mode and preset knob. 

FC-LFC-B-11 - UHF preset frequency knob 

Turn to cycle through the 18 preset UHF frequencies available. 

This can only be used when UHF is in preset mode.


(FC-LAC) Front Cockpit - Left-hand Auxiliary Console 


FC-LAC-B-1 - ALT Gear handle 

Alternate Landing Gear handle for emergencies. 

FC-LAC-B-2 - Canopy lock 

Locks the aircraft canopy from opening. Ensure this is closed prior to flight as it will 

interfere with full throttle lever movement if left unlocked. 

FC-LAC-B-3 - Threat Warning Auxiliary (TWA) panel (INOP) 

FC-LAC-B-4 - Speed-brake indicator 

Indicator which displays the current status of the aircraft speed-brake. 

FC-LAC-B-5 - Ejection Seat arming handle 

Ensure this is armed prior to flight and corresponding EJECTION SEAT NOT ARMED 

caution light is extinguished.



b.) Chaff-Flare control panel 

FC-LAC-O-1 - Chaff/Flare master switch with guard 

In the ARM position, the chaff-flare system is active. 

In the OFF position, the chaff-flare systems is inactive. 

In the TEST position, the chaff-flare system runs a self-test. 

FC-LAC-O-2 - Chaff discharge select knob 

In the OFF position, chaff discharge is inactive. 

In the SINGLE position, manual single chaff discharge is enabled. 

In the MULTI position, manual multi-chaff discharge is enabled. 

In the PROG position, automatic chaff discharge is enabled. 

FC-LAC-O-3 - Chaff status light 

Displays COM when Chaff discharge is controlled by on board systems. 

Cycles through various displays when the master switch is in TEST mode. 

FC-LAC-O-4 - Chaff counter (INOP) 

Displays currently number of chaffs on board. 

FC-LAC-O-5 - Flare discharge select switch 

In the OFF position, flare discharge is inactive. 

In the SINGLE position, manual single flare discharge is enabled. 

In the PROG position, automatic flare discharge is enabled. 

FC-LAC-O-6 - Flare status light 

Displays COM when flare discharge is controlled by on board systems. 

Displays DISP when manual flare jettison switch is toggled to the JETTISON position. 

Cycles through various displays when the master switch is in TEST mode. 

FC-LAC-O-7 - Flare counter (INOP) 

Displays currently number of flares on board. 

FC-LAC-O-8 - Flare Jettison switch (INOP) 

Jettisons on-board flares. Tied to the flare status light.



c.) Landing gear control panel 

FC-LAC-R-1 - Stores configuration switch 

In the CAT 1 position, aircraft maneuverability is restricted to category 1. 

In the CAT III position, aircraft maneuverability is restricted to category 3. 

FC-LAC-R-2 - Horn silencer pushbutton (INOP) 

Push to silence the low speed warning horn. 

FC-LAC-R-3 - Landing/Taxi lights switch 

In the LANDING position, the aircraft‟s landing lights will illuminate. 

In the OFF position, the aircraft‟s landing and taxi lights will be off. 

In the TAXI position, the aircraft‟s taxi light will illuminate. 

FC-LAC-R-4 - Landing gear handle 

Pull down to lower the landing gear, push upwards to raise the landing gear. 

FC-LAC-R-5 - Ground jettison enable switch (INOP) 

Switch to ENABLE to allow for stores jettison whilst still on the ground. 

FC-LAC-R-6 - Brakes channel switch (INOP) 

FC-LAC-R-7 - Park Brake & Anti-Skid switch 

In the PARKING BRAKE position, the switch enables the aircraft‟s parking brakes. 

In the ANTI-SKID position, the switch releases the parking brake and enables the 

anti-skid system which prevents wheel lock under braking and provides a shorter 

stopping distance. 

In the OFF position, the switch releases the parking brake system and disables the 

anti-skid system



c.) Landing gear control panel (cont.) 

FC-LAC-R-8 - Emergency Stores Jettison pushbutton (INOP) 

Push to jettison all under-wing stores 

FC-LAC-R-9 - Landing gear indicator lights 

Displays each item in GREEN when down & locked and extinguishes all lights when 

raised and gear doors closed. 

FC-LAC-R-10 - Tail-hook switch 

Toggles the raising and lowering of the aircraft tail-hook for emergency landings 

where cables are available.


(FC-IP) Front Cockpit - Instrument Panel 


FC-IP-R-1 - Roll command autopilot switch 

In the HDG SEL position, the autopilot will attempt to hold the current selected 

heading as indicated by the Horizontal Situation Indicator (HSI). 

In the ATT HOLD position, the aircraft will attempt to hold a wings level position. 

In the STRG SEL position, the aircraft will intercept and hold a VOR radial if the 

INST SEL (FC-IP-P-6) switch is in the ILS/TCN, TCN, or ILS/NAV position. 

If the INST SEL (FC-IP-P-6) switch is in the NAV position, and STRG SEL is selected, the 

aircraft will attempt to hold and follow an FSX flight-plan or GPS route. 

FC-IP-R-2 - Pitch command autopilot switch 

In the PITCH ALT HOLD position, the autopilot will attempt to hold the current 

altitude of the aircraft with the altitude value taken at the time the switch is 

engaged. 

In the AP OFF position, all pitch and roll autopilot functions will be disabled and the 

aircraft will be under full pilot control. 

In the ATT HOLD position, the autopilot will attempt to hold the current pitch of the 

aircraft within moderate pitch values. The pitch value is taken at the time the 

switch is engaged. 

FC-IP-R-3 - ADV mode status light 

Illuminates ACTIVE when the terrain following system is active, STBY when the 

system is on standby and is extinguished if the terrain following system is inactive. 

As FSX does not support terrain following, the light illuminates STBY when the 

autopilot switches are on, and extinguished when the autopilot functions are 

turned off.




FC-IP-R-4 - Master arm switch 

In the ARM position, the weapons are armed, weapons symbology on HUD 

becomes available, MFD SMS page shows ARM & MFD FCR page shows RDY. 

In the OFF position, all weapons are safe and NO weapons symbology is available 

on the HUD. 

In the SIMULATE position, all weapons are safe and HUD weapons symbology is still 

available. 

FC-IP-R-5 - LASER switch 

In the ARM position, the Forward Looking Infrared targeting laser is ON. 

In the OFF position, the targeting laser is OFF. 

Status can be checked on DED LIST MISC LASER page 

FC-IP-R-6 - ECM Status Light 

Illuminates GREEN if the electronic countermeasures system is active. 

FC-IP-R-7 - RF switch 

In the NORM position, FCR and IFF work as set by the pilot. 

In the QUIET position, the FCR is put to STBY & IFF MODE is set to maximum LO 

(DED IFF page) 

In the SILENT position, the FCR and IFF are put to STBY.



b.) Eyebrow lights and upper console instruments 

FC-IP-C-1 - F-ACK switch 

Toggles through various system status displays on the Pilots Fault Display (PFD). 

FC-IP-C-2 - Master Caution light 

Illuminates whenever a caution or warning is displayed on the caution panel. 

Click to reset the light. 

FC-IP-C-3 - Threat warning prime (INOP) 

FC-IP-C-4 - Radar Warning Receiver (RWR) 

Displays traffic in a 5 mile radius around the aircraft. 

FC-IP-C-5 - Data Entry Display (DED) unit 

Displays various system information in conjunction with the ICP. 

See Sec.5 ICP/DED in Detail for more information. 

FC-IP-C-6 - Backup attitude indicator 

Displays attitude information for the aircraft. Pull „Cage‟ knob to center the gyro. 

Note: in FSX, the pitch MUST be un-caged for the autopilot to operate. 

FC-IP-C-7 - Fuel flow readout 

Displays the current fuel consumption in pounds per hour of the aircraft‟s engine.



c.) Primary flight instrumentation 

See Sec3. Instruments in Detail for more information. 

FC-IP-P-1 - Airspeed indicator 

Displays the current airspeed in knots and aircraft speed in relation to the speed of 

sound in mach. 

FC-IP-P-2 - Altitude indicator 

Displays the current height of the aircraft above sea level in feet. 

FC-IP-P-3 - Angle of attack indicator 

Displays the current angle of attack of the wing in relation to the forward 

momentum of the airframe. 

FC-IP-P-4 - Attitude indicator 

Displays the current attitude of the aircraft in relation to the world around you. 

Also features reference needles for glide-slope and selected course. 

FC-IP-P-5 - Vertical velocity indicator 

Displays the current vertical speed of the aircraft in feet per minute in relation to 

the world around you. 

FC-IP-P-6 - Instrument mode knob 

Allows you to select between four sub-modes of navigation which the HSI and 

HUD will use for navigation. 

FC-IP-P-7 - Horizontal situation indicator 

Displays the current position of the aircraft in relation to the world and based on 

tuned navigation aids. 

FC-IP-P-8 - Fuel selection knob 

Displays the current fuel quantity of internal fuel cells and external fuel tanks on 

the fuel quantity indicator based on the selectable position of this knob.



d.) Engine status instrumentation 

FC-IP-O-1 - Oil pressure indicator 

Measures engine oil pressure, ranging from 0 to 100 psi (pounds per square inch). 

If this pressure exceeds 85psi or drops below 14psi, the OIL PRESSURE caution light 

will illuminate. 

FC-IP-O-2 - Nozzle position indicator 

Displays the position of the engine nozzle. The indicator will be mostly open at idle, 

closed at 100% thrust and fully open at full afterburner with the landing gear down. 

When the landing gear is up, the nozzle is closed at idle, opening slightly to military 

thrust and fully open at full afterburner 

FC-IP-O-3 - Engine RPM indicator 

Displays the engine revolutions per minute (RPM) in a percentage from 0-106% 

FC-IP-O-4 - Fan Turbine Inlet Temperature (FTIT) indicator 

Displays the current Turbine Inlet Temperature in degrees Celsius. Running 

excessively high values will result in engine damage.



e.) Primary flight management components 

FC-IP-B-1 - Multi Function Displays (MFD) 

Displays critical navigation, weapons, and systems data. 

Please see Sec.4 MFDs in Detail for more information. 

FC-IP-B-2 - Integrated Control Panel (ICP) 

Pilot controlled unit which interfaces with many on-board systems for operation of 

the F-16. 

Please see Sec.5 ICP/DED in Detail for more information. 

FC-IP-B-3 - Head up Display (HUD) 

Displays primary flight information on a combiner glass unit 

Please see Sec.6 HUD in Detail for more information. 

e.) Ejection seat components 

FC-IP-G-1 - Ejection seat arming device 

Flip down bar to arm the ejection seat prior to takeoff. Extinguishes the 

EJECTION SEAT NOT ARMED caution light. 

FC-IP-G-2 - Ejection seat handle (INOP)


(FC-RAC) Front Cockpit - Right-hand Auxiliary Console 

a.) Right-hand auxiliary panel 

FC-RAC-G-1 - Magnetic compass 

Displays the current magnetic heading of the aircraft relative to magnetic north. 

FC-RAC-G-2 - Fuel quantity indicator 

Displays a drum based total fuel quantity in pounds, along with a dial based 

indicator of left, right, forward and aft tank positions. 

FC-RAC-G-3 - Pilot Fault Display (PFD) 

Displays various systems information in accordance with the F-ACK eyebrow 

button (FC-IP-C-1). 

FC-RAC-G-4 - Caution panel 

Displays all caution warning indications in conjunction with the illumination of the 

caution warning light. 

FC-RAC-G-5 - Hydraulic Pressure gauge A 

Displays the current hydraulic pressure for system A. 

FC-RAC-G-6 - Hydraulic Pressure gauge B 

Displays the current hydraulic pressure for system B. 

FC-RAC-G-7 - EPU Fuel gauge 

Displays the current quantity of hydrazine left for the EPU system. 

FC-RAC-G-8 - Cabin altimeter 

Displays the current cabin altitude based on pressure. 

FC-RAC-G-9 - Analogue clock 

Displays the current time in GMT.


(FC-RFC) Front Cockpit - Right-hand Forward Console 

a.) Sensor Power Management (SPM) panel 

FC-RFC-C-1 - Left Hard-point switch 

In LEFT HDPT position, the switch powers up the hard-points on the left fuselage. 

In OFF position, the power is cut from all left hard-points. 

FC-RFC-C-2 - Right Hard-point switch 

In RIGHT HDPT position, the switch powers up the hard-points on the right fuselage. 

In OFF position, the power is cut from all right hard-points. 

FC-RFC-C-3 - Fire Control Radar (FCR) switch 

In the FCR position, the switch powers up the Fire Control Radar. In the OFF 

position, the Fire Control Radar system is powered down. 

FC-RFC-C-4 - Radar altimeter switch 

In RDR ALT position, the switch powers up the radar altimeter allowing for distance 

above ground to be measured. 

In OFF position, the power is cut from the system and the aircraft relies on 

barometric altimeter values only.





FC-RFC-B-1 - Vertical Velocity display switch 

In VV/VAH position, the switch displays vertical velocity, velocity, altitude, heading 

and the Bank Angle Indicator (BAI) on the Head up Display. 

In VAH position, the switch displays velocity, altitude and heading on the Head up 

Display. 

In OFF position, the switch replaces the heading velocity and altitude scales with 

digital readouts. 

FC-RFC-B-2 - Attitude/Flight Path Marker display switch 

In ATT/FPM position, the switch displays the Flight Path Marker (FPM) and the pitch 

ladder on the Head up Display. 

In FPM position, the switch displays the Flight Path Marker on the Head up Display. 

In OFF position, no Flight Path Marker (FPM) or pitch ladder are displayed. 

FC-RFC-B-3 - DED Data display switch 

In DED DATA position, the switch displays DED data in the lower portion of the 

Head up Display. 

In OFF position, no DED data is displayed on the HUD. 

FC-RFC-B-4 - Depressible Reticle display switch 

In PRI position, the switch displays the Depressible Reticle (DP) on the Head up 

Display. 

In OFF position, the switch removes the Depressible Reticle from the Head up 

Display.





FC-RFC-B-5 - Airspeed display switch 

In CAS position, the switch displays the current calibrated airspeed on the 

Head up Display in knots. 

In TAS position, the switch displays the current true airspeed on the Head up 

Display in knots. 

In GND SPD position, the switch displays the current ground speed on the Head up 

Display in knots. 

FC-RFC-B-6 - Altitude display switch 

In RADAR position, the switch displays the current altitude above ground level in 

feet on the Head up Display. 

In BARO position, the switch displays the current barometric altitude above sea 

level in relation to air pressure on the Head up Display. 

In AUTO position, the switch automatically alters the displayed altitude on the 

Head up Display based on landing gear handle position and aircraft altitude. 

FC-RFC-B-7 - HUD brightness switch (INOP) 

FC-RFC-B-8 - HUD test switch (INOP)



c.) Interior lighting panel 

FC-RFC-P-1 - Console brightness knob 

Rotate to toggle the cockpit text backlighting on or off. 

FC-RFC-P-2 - Instrument panel brightness knob 

Cloned to the Console brightness knob. 

FC-RFC-P-3 - Navigation frequency display brightness knob 


FC-RFC-P-4 - Console floodlight brightness knob 

Rotate to toggle the cockpit floodlight on or off. 

FC-RFC-P-5 - Instrument panel floodlight brightness knob 

Cloned to the Console floodlight brightness knob. 

FC-RFC-P-6 - Malfunction and Indicator lights brightness switch (INOP) 

d.) Armament and misc panel. 

FC-RFC-O-1 - Nuclear Consent switch (INOP) 

FC-RFC-O-2 - Secure radio switch 

Selects which radio is to be used for secure voice encryption. 

FC-RFC-O-3 - Rotating Armrest 

Click to toggle the armrest open or closed.



e.) Air Conditioning panel 

FC-RFC-R-1 - Temperature knob (INOP) 

FC-RFC-R-2 - Air Source knob 

In the OFF position, the engine bleed air valves close. All air-conditioning, cooling 

and pressurizing functions shut off, including anti-g suit, canopy seal and fuel tank 

pressurization. 

In the NORM position, the air-conditioning system is set for automatic temperature 

and pressure regulation. 

In the DUMP position, the cockpit pressure Dump valve opens to atmospheric 

pressure. Conditioned air ventilates cockpit and performs all other system 

functions. 

In the RAM position, the engine bleed air valves close. All air-conditioning, cooling 

and pressurizing functions shut off, including anti-g suit, canopy seal and fuel tank 

pressurization. The ram air valve opens to admit ram air to ventilate the cockpit 

and avionics equipment. 

Note: Cockpit pressurization is only possible in NORM, check CABIN PRESS indicator and 

caution light



f.) Pilots control column panel 

FC-RFC-G-1 - Quickstart/Shutdown switch 

In the QUICKSTART position, the switch will place the aircraft and the systems in a 

„ready to go‟ status including full alignment of the Inertial Navigation System (INS), 

with the exception of the engines which will need starting if not done so by the 

pilot. 

In the SHUTDOWN position, the switch will place the aircraft in an instant „cold and 

dark‟ status with all systems powered down. 

FC-RFC-G-2 - Nose wheel Steering indicator 

Switches control of the nose wheel steering between front and rear cockpit as 

noted by the ACT display illuminating. 

FC-RFC-G-3 - Voice Inhibit switch 

In a nutshell, this switch silences or enables the VMS system, aka „Bitching Betty‟.


(FC-RRC) Front Cockpit - Right-hand Rear Console 

g.) Secure Voice Connector and antenna panels 

FC-RRC-O-1 - KY-58 Secure Voice Connector panel (INOP) 

FC-RRC-O-2 - Engine Anti-Ice switch 

In the ON position, the inlet electrical heater turns on and seventh-stage bleed air 

is directed to the fixed inlet guide vanes and the nose cone. 

In the AUTO position, seventh-stage bleed air is directed to the fixed inlet guide 

vanes and nose cone when engine icing is detected. 

In the OFF position, electrical power closes the engine anti-ice valve. 

FC-RRC-O-3 - Antenna Selector (INOP) 

h.) Oxygen regulator panel 

FC-RRC-P-1 - Oxygen flow visual indicator 

Displays white when oxygen flowing, black when no oxygen flow is detected. 

FC-RRC-P-2 - Oxygen pressure indicator 

Displays current oxygen flow pressure in pounds per square inch. 

FC-RRC-P-3 - Oxygen pressure test switch 

In the EMERGENCY position, the switch provides emergency pressure to the 

oxygen mask. 

In the NORMAL position, the switch provides a steady and normal pressure oxygen 

flow to the mask. 

In the TEST MASK position, the switch provides and oxygen flow for mask testing. 

FC-RRC-P-4 - Oxygen saturation switch 

Adjust oxygen/air saturation, between normal and 100% oxygen. 

FC-RRC-P-5 - Oxygen supply switch 

Toggles the flow of oxygen to the pilot‟s breathing apparatus.


(FC-RRC) Front Cockpit - Right-hand Rear Console 

i.) Avionics panel 

FC-RRC-B-1 - Multi-Mission Computer (MMC) power switch 

Toggles system avionics and mission computer systems on or off. 

FC-RRC-B-2 - Stores Station Management System (ST STA) power switch 

Toggles stores station management system on or off, confirmed on the MFD SMS 

page. 

FC-RRC-B-3 - Multi-Function Display (MFD) power switch 

Toggles the two multi-function display systems on or off. 

FC-RRC-B-4 - Up Front Control (UFC) power switch 

Toggles power supply to the ICP, DED and PFL systems on or off. 

FC-RRC-B-5 - Inertial Navigation System (INS) knob 

In the ALIGN NORM position, the Inertial Navigation System will begin to align and 

will call up the DED INS page. 

In the NAV position, all reference data and accurate navigation systems will 

engage. Requires a successful and complete INS alignment as indicated by a 

blinking RDY light on the DED INS page and HUD. 

FC-RRC-B-6 - Global Positioning System (GPS) power switch 

Toggles the Global Positioning Systems on or off. 

FC-RRC-B-7 - Data Link (DL) power switch 

Toggles power supply to the Data Link systems controlling aircraft symbology on 

the MFD & HSD on or off. Please see Sec.4 MFDs in Detail for more information. 

FC-RRC-G-1 - Data Transfer Unit (DTU) receptacle (INOP) 

FC-RRC-R-1 - Static Armrest


F-16D Cockpit Layout (rear cockpit) 

The IRIS Pro Series F-16D Fighting Falcon features replication of both front and 

rear cockpits for multiplayer and shared cockpit flight environment. 

The image below shows the F-16D rear cockpit in virtual cockpit mode. 

A more detailed description of the highlighted sections can be found on the 

following pages.


F-16D Cockpit Layout (rear cockpit cont.) 

F-16D Fighting Falcon Virtual Cockpit Layout Overview 

1. (RC-LC) Left-hand console featuring; 



c.) Fuel control panel 

d.) Manual Pitch Override (MPO) panel 

e.) Engine & Jet Start control panel 

f.) Audio 2 panel 

g.) Audio 1 panel 

2. (RC-LAC) Left-hand auxiliary console featuring; 


b.) Landing gear control panel 

3. (RC-IP) Instrument panel featuring; 

a.) Eyebrow lights and primary systems 

b.) Engine status instrumentation 

c.) Primary flight management components 

d.) Primary flight instrumentation 

4. (RC-RAC) Right-hand auxiliary console 

5. (RC-RC) Right console featuring; 

a.) Interior lighting panel 

b.) Rear systems panel 

c.) Oxygen regulator panel 

d.) Navigator control column panel


(RC-LC) Rear Cockpit - Left Console 


RC-LC-R-1 - Malfunction & indicator lights test pushbutton. 

Illuminates all malfunction and indicator lights for bulb malfunction. 


RC-LC-B-1 - Anti-G test pushbutton. 

Pressure tests the pilot‟s Anti-G equipment. (INOP) 

c.) Fuel control panel 

RC-LC-O-1 - Master cutoff switch with guard. 

When in MASTER position, the switch opens the engine fuel shutoff valve and in 

turn opens the EEC (electronic engine control) fuel shutoff valve. 

Opening the guard and switching the switch to OFF will close the engine fuel 

shutoff valve, which then closes the EEC fuel shutoff valve for engine shutdown. 

Used only for EMERGENCY engine shutdown. 

d.) Manual Pitch Override (MPO) panel 

RC-LC-O-2 - Manual pitch switch (INOP) 

e.) Engine & Jet Start control panel 

RC-LC-O-3 - Electronic Engine Control (EEC) switch 

In the PRI position, the switch provides Electronic Engine Control. 

In the SEC position, the switch disables Electronic Engine Control. 

See (FC-LFC-O-9) for more information.



f.) Audio 2 panel 

RC-LC-C-1 - Intercom knob (INOP) 

Rotating knob which increases the volume of the signals available to the intercom 

set. 

RC-LC-C-2 - TACAN knob 

Rotating knob applies power and increases volume of the TACAN station 


RC-LC-C-3 - ILS knob 

Rotating knob applies power and increases volume of the ILS station 


RC-LC-C-4 - HOT MIC switch (INOP) 

In the MIC position, activates communication between pilot and tanker boom 

operator or ground crew. 

In the OFF position, deactivates HIT MIC and CIPHER functions. 

In the CIPHER position, the switch limits UHF and VHF reception to secure voice 

only.



g.) Audio 1 panel 



FC-LFC-P-3 - Terrain Following signal knob (INOP) 

FC-LFC-P-4 - Threat Warning System (TWS) tone knob (INOP) 


Toggles COMM 1 through three positions, OFF/Receive/Transmit & Receive 

In the OFF position, no Audio is transmitted or received. 

In the RECEIVE position, you can listen but not transmit 

In the TRANSMIT/RECEIVE position, you can listen and transmit. 


See COMM 1 volume knob details 

Note: In FSX, you can only Transmit on one frequency at a time. Either COMM 1 or COMM 2 

can be used for transmission of audio, however you can listen in on either frequency. You will 

notice that if you have COMM 1 currently set to transmit/receive and you turn the COMM 2 

knob to transmit/receive, COMM 1’s knob will automatically revert to the receive only 

position. 

FC-LFC-P-7 - Secure voice knob (INOP) 

FC-LFC-P-8 - Missile tone volume knob (INOP)


(RC-LAC) Rear Cockpit - Left-hand Auxiliary Console 


RC-LAC-B-1 - ALT Gear handle 

Alternate Landing Gear handle for emergencies. 

RC-LAC-B-2 - Threat Warning Auxiliary (TWA) panel (INOP) 

RC-LAC-B-3 - Ejection Seat arming handle 

Ensure this is armed prior to flight and corresponding EJECTION SEAT NOT ARMED 

caution light is extinguished. 

b.) Landing gear control panel 

RC-LAC-R-1 - Stores configuration switch 

In the CAT 1 position, aircraft maneuverability is restricted to category 1. 

In the CAT III position, aircraft maneuverability is restricted to category 3. 

RC-LAC-R-2 - Horn silencer pushbutton (INOP) 

Push to silence the low speed warning horn. 

RC-LAC-R-3 - Speed-brake indicator 

Indicator which displays the current status of the aircraft speed-brake.


(RC-LAC) Rear Cockpit - Left-hand Auxiliary Console 

b.) Landing gear control panel (cont.) 

RC-LAC-R-6 - Emergency Stores Jettison pushbutton (INOP) 

Push to jettison all under-wing stores 

RC-LAC-R-7 - Landing gear indicator lights 

Displays each item in GREEN when down & locked and extinguishes all lights when 

raised and gear doors closed. 

RC-LAC-R-8 - Tail-hook switch 

Toggles the raising and lowering of the aircraft tail-hook for emergency landings 

where cables are available.


(RC-IP) Rear Cockpit - Instrument Panel 

a.) Eyebrow lights and primary systems 

RC-IP-R-1 - Integrated Keyboard Panel (IKP) 

Pilot controlled unit which interfaces with many on-board systems for operation of 

the F-16. 

Please see Sec.5 ICP/DED in Detail for more information. 

RC-IP-R-2 - Stick control indicator 

Displays FWD or AFT depending on which cockpit has primary control. 

RC-IP-R-3 - Radar Warning Receiver (RWR) 

Displays traffic in a 5 mile radius around the aircraft. 

RC-IP-R-4 - Threat warning prime (INOP) 

RC-IP-R-5 - Data Entry Display (DED) unit 

Displays various system information in conjunction with the ICP. 

See Sec.5 ICP/DED in Detail for more information. 

RC-IP-R-6 - Armament consent switch 

Inhibits arming of weapons from front cockpit. 

RC-IP-R-7 - Master Caution light 

Illuminates whenever a caution or warning is displayed on the caution panel. 

Click to reset the light. 

RC-IP-R-8 - HUD override switch 

Toggles front cockpit HUD on or off to conserve performance in the rear seat. 

Note: to switch back use (FC-LRC-R-8) - Stick control switch.



a.) Eyebrow lights and primary systems (cont.) 

RC-IP-R-9 - Backup attitude indicator 

Displays attitude information for the aircraft. Pull „Cage‟ knob to center the gyro. 

Note: in FSX, the pitch MUST be un-caged for the autopilot to operate. 

RC-IP-R-10 - Fuel flow readout 

Displays the current fuel consumption in pounds per hour of the aircraft‟s engine. 

RC-IP-R-11 - Pilot Fault Display (PFD) 

Displays various systems information in accordance with the F-ACK eyebrow 

button (RC-IP-R-12). 

RC-IP-R-12 - F-ACK switch 

Toggles through various system status displays on the Pilots Fault Display (PFD). 

b.) Engine status instrumentation 

FC-IP-O-1 - Oil pressure indicator 

Measures engine oil pressure, ranging from 0 to 100 psi (pounds per square inch). 

If this pressure exceeds 85psi or drops below 14psi, the OIL PRESSURE caution light 

will illuminate. 

FC-IP-O-2 - Nozzle position indicator 

Displays the position of the engine nozzle. The indicator will be mostly open at idle, 

closed at 100% thrust and fully open at full afterburner with the landing gear down. 

When the landing gear is up, the nozzle is closed at idle, opening slightly to military 

thrust and fully open at full afterburner



b.) Engine status instrumentation (cont.) 

RC-IP-O-3 - Engine RPM indicator 

Displays the engine revolutions per minute (RPM) in a percentage from 0-106% 

RC-IP-O-4 - Fan Turbine Inlet Temperature (FTIT) indicator 

Displays the current Turbine Inlet Temperature in degrees Celsius. Running 

excessively high values will result in engine damage. 

c.) Primary flight management components 

RC-IP-B-1 - Multi Function Displays (MFD) 

Displays critical navigation, weapons, and systems data. 

d.) Primary flight instrumentation 


RC-IP-B-2 - Airspeed indicator 

Displays the current airspeed in knots and aircraft speed in relation to the speed of 

sound in mach. 

RC-IP-B-3 - Altitude indicator 

Displays the current height of the aircraft above sea level in feet. 

RC-IP-B-4 - G-Meter indicator 

Displays the current G-force being experienced by the aircraft, along with two 

needles, for providing maximum and minimum G-forces logged. A pushbutton is 

included to reset the maximum and minimum needles. 

RC-IP-B-5 - Angle of attack indicator 

Displays the current angle of attack of the wing in relation to the forward 

momentum of the airframe.



c.) Primary flight instrumentation (cont.) 


RC-IP-B-6 - Attitude indicator 

Displays the current attitude of the aircraft in relation to the world around you. 

Also features reference needles for glide-slope and selected course. 

RC-IP-B-7 - Vertical velocity indicator 

Displays the current vertical speed of the aircraft in feet per minute in relation to 

the world around you. 

RC-IP-B-8 - Instrument mode knob 

Allows you to select between four sub-modes of navigation which the HSI and 

HUD will use for navigation. 

RC-IP-B-9 - Horizontal situation indicator 

Displays the current position of the aircraft in relation to the world and based on 

tuned navigation aids.


(RC-RAC) Rear Cockpit - Right-hand Auxiliary Console 

a.) Right-hand auxiliary panel 

RC-RAC-R-1 - Analogue clock 

Displays the current time in GMT. 

RC-RAC-R-2 - Fuel quantity indicator 

Displays a drum based total fuel quantity in pounds, along with a dial based 

indicator of left, right, forward and aft tank positions. 

RC-RAC-R-3 - Caution panel 

Displays all caution warning indications in conjunction with the illumination of the 

caution warning light. 

RC-RAC-R-4 - Hydraulic Pressure gauge A 

Displays the current hydraulic pressure for system A. 

RC-RAC-R-5 - Hydraulic Pressure gauge B 

Displays the current hydraulic pressure for system B. 

RC-RAC-R-6 - Ejection mode select handle (INOP)


(RC-RC) Rear Cockpit - Right Console 

a.) Interior lighting panel 

RC-RC-P-1 - Console brightness knob 

Rotate to toggle the cockpit text backlighting on or off. 

RC-RC-P-2 - Instrument panel brightness knob 


RC-RC-P-3 - Navigation frequency display brightness knob 


RC-RC-P-4 - Console floodlight brightness knob 

Rotate to toggle the cockpit floodlight on or off. 

RC-RC-P-5 - Instrument panel floodlight brightness knob 

Cloned to the Console floodlight brightness knob. 

RC-RC-P-6 - Malfunction and Indicator lights brightness switch (INOP) 

b.) Rear systems panel 

RC-RC-B-1 - Multi-Function Display (MFD) power switch 

Toggles the two multi-function display systems on or off. 

RC-RC-B-2 - HUD override switch 

Toggles front cockpit HUD on or off to conserve performance in the rear seat. 

Note: to switch back use (FC-LRC-R-8) - Stick control switch.


(RC-RC) Rear Cockpit - Right Console 

c.) Oxygen regulator panel 

RC-RC-O-1 - Oxygen flow visual indicator 

Displays white when oxygen flowing, black when no oxygen flow is detected. 

RC-RC-O-2 - Oxygen pressure indicator 

Displays current oxygen flow pressure in pounds per square inch. 

RC-RC-O-3 - Oxygen pressure test switch 

In the EMERGENCY position, the switch provides emergency pressure to the 

oxygen mask. 

In the NORMAL position, the switch provides a steady and normal pressure oxygen 

flow to the mask. 

In the TEST MASK position, the switch provides and oxygen flow for mask testing. 

RC-RC-O-4 - Oxygen saturation switch 

Adjust oxygen/air saturation, between normal and 100% oxygen. 

RC-RC-O-5 - Oxygen supply switch 

Toggles the flow of oxygen to the pilot‟s breathing apparatus.

Sec.3 INSTRUMENTS IN DETAIL 

The following section outlines the standard instruments used in the operation of the F-16. Most 

instruments can be found in both the front and rear cockpit. 

The flight instruments are located on the center instrument panel. The engine instruments are 

located on the engine panel, to the right side of the main panel. 

Air-Speed Indicator (ASI) 

The ASI shows indicated airspeed (IAS), mach number, maximum allowed airspeed (VNE) and 

an adjustable speed bug. 

IAS is read at the outer tip of the needle, against a fixed scale (80 – 850 knots) . 

Mach is read at the inner needle tip against a moving (inner) scale (0.2 -2.45 MACH). 

A SET KNOB (lower right-hand corner) is used to set the speed-bug to the desired value. 

Altimeter 

The Altimeter has two modes, pneumatic and electric. In pneumatic mode (PNEU) the 

altimeter is a conventional pressure altitude indicator (backup). 

In electric mode (ELECT) the altimeter is driven by the CADC (Central Air Data Computer). 

The mode selector (lower right-hand corner) toggles the modes. 

A SET KNOB (lower left-hand corner) is used to set the altimeter setting (QNH). 

Angle Of Attack (AOA) Indicator 

The AOA Indicator indicates the actual AOA on a vertical moving tape (-5 - +33 degrees), 

color-coded for the optimum approach AOA. The colors match the AOA indexer colors. 

Vertical Velocity Indicator (VVI) 

The VVI shows pneumatically measured vertical speed in thousands of feet per minute 

(-6000 - +6000).


Instrument Mode Selector Panel 

The instrument mode selector knob controls what is indicated on the Attitude Director 

Indicator (ADI), Horizontal Situation Display (HSI) and Head-Up Display (HUD). 

For further information on the HUD, refer to Sec.6 HUD in Detail. 

HSI 

ADI 

INSTR 

MODE 

RANGE 

INDICATOR 

COURSE 

ARROW & 

COURSE 

SELECTED 

COURSE 

DEVIATION 

INDICATOR 

TO-FROM 

INDICATOR 

BEARING 

POINTER 

ATTITUDE 

SPHERE 

LOCALIZER 

DEVIATION 

BAR 

GLIDE- 

SLOPE 

DEVIATION 

BAR 

ILS/TCN 

TCN 

NAV 

ILS/NAV 

RANGE TO 

TACAN 

STATION 

OR DME 

NAV AID 

RANGE TO 

INS 

WAYPOINT 

MANUALLY 

SELECTED 

LOCALIZER 

COURSE 

MANUALLY 

SELECTED 

COURSE 

MANUALLY 

SELECTED 

LOCALIZER 

COURSE 

LOCALIZER 

DEVIATION 

DEVIATION 

FROM 

SELECTED 

COURSE 

CROSS 

TRACK 

DEVIATION 

LOCALIZER 

DEVIATION 

OUT OF 

VIEW 

IN VIEW 

OUT OF 

VIEW 

BEARING 

TO TACAN 

(VOR) 

STATION 

BEARING 

TO INS 

WAYPOINT 

INS ROLL 

AND PITCH 

ATTITUDE 

BACKUP 

ATTITUDE 

WHEN AUX 

FLAG IN 

VIEW 

LOCALIZER 

DEVIATION 

OUT OF 

VIEW 

LOCALIZER 

DEVIATION 

GLIDE- 

SLOPE 

DEVIATION 

OUT OF 

VIEW 

GLIDE- 

SLOPE 

DEVIATION 

Attitude Director Indicator (ADI) 

The ADI is not limited in pitch or roll and indicates INS (Inertial Navigation System) data. If INS 

data is not available the AUX (auxiliary) flag (yellow) is shown and the ADI duplicates the 

standby horizons (conventional gyro) pitch and roll data. If that is not available either, the OFF 

flag is shown and the sphere moves to zero pitch and bank. 

Two Instrument Landing System (ILS) bars are available to indicate ILS deviation. They are 

hidden when not in use (see instrument mode table above). LOC (localizer) and GS (glideslope) 

FLAGS are only available in ILS/TCN and ILS/NAV instrument modes. 

Horizontal Situation Indicator (HSI) 

The HSI is conventional, but the navigation source is selectable (see instrument mode table 

above). The course (CRS) and its readout as well as the heading bug (HDG) are selected 

mechanically. 

Magnetic Compass 

The self-contained magnetic compass is located on the right auxiliary panel, indicating 

aircraft heading in reference to magnetic north. It may be erratic during accelerated flight or 

in turns. 

Clock 

A self-contained clock is located on the right auxiliary panel, indicating GMT (ZULU) time.


Fuel Quantity Indicator and Selector Knob 

The fuel quantity indicator is located on the right auxiliary panel, 

while the fuel quantity selector knob is located on the center 

instrument panel. 

The indicator shows total fuel on board to the nearest 100 pounds 

(lbs) on a drum-type readout, regardless of the fuel quantity 

selector, except in TEST mode (6000 +/- 100 is shown in TEST). 

Two needles, labeled F/R (Forward/Right) and A/L (Aft/Left) 

indicate the selected fuel quantity in hundreds of pounds. 

FUEL QUANTITY SELECTOR F/R NEEDLE A/L NEEDLE 

TEST Drives to 2000 (+/- 100) Drives to 2000 (+/- 100) 

NORM 

Sum of forward (right) 

reservoir and forward 

fuselage tanks 

Sum of aft (left) reservoir and 

aft fuselage tanks 

RSVR Forward reservoir Aft reservoir 

INT WING & CFT 

Right wing and conformal 

fuel tank 

Left wing and conformal fuel 

tank 

EXT WING Right external wing tank Left external wing tank 

EXT CTR Center-line external tank zero 

Air Refueling (AR) System 

The system is armed when the AIR REFUEL switch is placed to OPEN. 

Check the system status in the AR indexer lights, on the glare-shield, right of the HUD 

(see pictures below). 

The AIR REFUEL switch also lowers the Trailing Edge Flaps (TEF) a few degrees to give the 

refueling boom more clearance to the D-model canopy, as the pitch decreases. 

Note that the airspeed is limited to 400 knots IAS when the TEFs are not retracted. 

To refuel in the air in FSX the system has to be armed and the following conditions have to be 

met: 

Airspeed 295 knots (+/- 10 knots) 

Altitude 18000 - 28000 feet 

Level flight (+/- 200 feet per minute) 

System armed and ready Refueling in progress Disconnected 

you flew out of the parameters, 

system will rearm in 3 seconds 

It will take some time, so be patient. Fly the above parameters as exact as possible. Find the 

altitude you're most comfortable with for your air refueling. 

Note: only internal tanks (incl. CFT's )can be refueled in the air.

Sec.4 Mfd IN DETAIL 

The Multi Function Displays (MFD) are the two active-matrix, color liquid crystal displays 

located left and right of the center instrument panel in the front cockpit and on the center of 

the instrument panel in the aft cockpit. 

DISPLAY PAGES 

Seven display pages, or formats, are available on each of the two MFDs. The selection on one 

MFD is independent of the other and can be swapped. The selections made on one display 

that effects other aircraft systems, like the Fire Control Radar (FCR), stay that way, 

independent of further page selection. 

The pages are: 

MENU 

HSD 

FCR 

SMS 

DTE 

FLCS 

BLANK 

- A menu with the available pages 

- Horizontal Situation Display 

- Fire Control Radar 

- Stores Management Set 

- Data Transfer Equipment 

- Flight Control System 

- A blank page 

Option Select Buttons (OBS) 

Twenty Option Select Buttons (OBS) are available as soft keys on the frame of the MFD. They 

control the function, or option, that is shown on the display next to them, or nothing, 

depending on the selected page. 

The OBS are numbered 1-20 starting at the top row left OBS and counting clockwise. 

Page Selection 

Pages can either be selected by calling up the menu and then pressing the OBS next to the 

desired page name or by using one of the page short-cut OBS (middle three OBS, lower row, 

OBS 12, 13, 14). The page shortcuts are available on all pages. 

OBS 11, lower row right most, is used for selecting the menu page at all times. 

Pressing OBS 15, lower row left most, “SWAP”, will call up the left MFD page on the right MFD 

and vice versa. 

Menu Page


Horizontal Situation Display (HSD) Page 

The Horizontal Situation Display (HSD) provides the pilot with a plan view, including tactical 

and navigational data. 

OBS 19 and 20 decrease/increase the displayed range. 

Range rings are available for orientation (white), while the aircraft's 12 o'clock position is 

marked by a gray tic on the range rings. 

A magenta diamond marks the present track of the aircraft on the second range ring. 

Three white tics and a triangle show the cardinal headings (S, E, W) and north (triangle) on the 

inner range ring. 

OBS 1 switches between centered (CEN) and depressed (DEP) display modes. Shown in the 

picture is the depressed mode. In centered mode the own-ship symbol (aircraft position) is in 

the center of the MFD. 

OBS 2 selects coupled (CPL) or decoupled (DCPL) mode. In coupled mode the FCR range is 

also used for the HSD and can be altered on either the FCR or the HSD page. 

The airspace searched by the FCR is shown on the HSD in cyan, extending form the own-ship 

symbol. 

If Data Link (DL) is selected on the AVIONICS POWER panel, aft right console, traffic positions 

will be indicated on the HSD. Note that this feature does not require the FCR to be active.


Horizontal Situation Display (HSD) Page (cont.) 

The Horizontal Situation Display (HSD) provides the pilot with a plan view, including tactical 

and navigational data. 

Certain map data is displayed: 

If a flight plan is loaded or a direct-to is entered, this is shown by a white line. 

Airports with paved runways are displayed with their identifies (ID's not available in largest 

range setting, airport elevation added in lowest range setting) in red. 

The bulls-eye indication (also available on the HUD) shows distance and bearing FROM a 

reference point (called bulls-eye) in cyan color. 

In the circle the distance can be read, while the bearing from bulls-eye to the aircraft's 

position is shown above. 

A small tic indicates relative bearing from the aircraft. The reference point can either be the 

tuned TACAN (VOR) station or the GPS to-waypoint. 

Please see Sec.5 ICP in Detail for more information on how to set the bulls-eye reference. 

OBS 6 toggles the navigation needles option, NAV is highlighted when the option is selected. 

With the needles displayed the pilot can choose from 4 different needle sets: 

OFF - only the course (HSI CRS) and course deviation needles are displayed 

TAC - displays the CRS needles and the TACAN (VOR) needle, labeled “T” 

NAV - displays the CRS needles and the NAV (GPS) needle, labeled “N” 

ALL - displays both NAV and TACAN needles, as well as the course (CRS) and course 

deviation needles. 

The airports map display is suppressed with the NAV needle option selected.


Fire Control Radar (FCR) Page 

The (FSX) AN/APG-68 Fire Control Radar offers two air-to-air and one air-to-ground mode: 

Combined Radar Mode (CRM), with Range While Search (RWS) and Track While Scan (TWS) 

sub-mode, for the air-to-air role and Ground Map (GM), normal and de-cluttered. 

OBS 1 toggles between Combined Radar Mode (CRM) and Ground Map (GM) mode. In CRM 

OBS 2 selects Range While Search (RWS) or Track While Scan (TWS) sub-modes, RWS is default. 

The avionics master mode buttons on the ICP call up the respective FCR modes 

automatically. 

The radar cursor is fixed in the middle of the display serves only as a reference for the horizon 

line. The horizon is shown for situational awareness while flying head-down. 

The radar display itself is a birds-eye view (top down), with the aircraft in the middle of the 

lower edge of the screen. 

To eliminate all FCR transmissions quickly, press the override (OVRD) button (OBS 4). 

NO RAD is displayed in the HUD (top), OVRD is highlighted and the antenna position indicators 

do not move as long as the FCR is in the override mode. 

No targets or ground returns are displayed as long as the FCR is in override mode. 

CRM Range While Search (RWS) sub-mode offers target symbols with target history (faded) 

and is capable of detecting aircraft on the ground and airborne. 

CRM Track While Scan (TWS) sub-mode offers larger target symbol with a velocity vector, short 

for lower speeds and longer for higher speed. TWS however can only detect airborne targets.


Fire Control Radar (FCR) Page (cont.) 

The Ground Map (GM) radar mode is de-cluttered be default. OBS 8 toggles the de-clutter 

function on and off. 

De-cluttered, only landable surfaces are shown and terrain radar returns are suppressed. In 

normal mode terrain is displayed as well, lighter gray for higher, and darker for lower 

elevation. Water is shown dark. 

NOT SOI stands for “NOT Sensor Of Interest” and is displayed when the avionics master mode is 

A-G, as the HUD is then sensor of interest (SOI, CCIP mode). The sensor of interest has no 

influence on the radar display. 

Stores Management System (SMS) Page 

The stores management system in FSX can only be rudimentary. It is a fixed page, with the 

exception that the master arm status is displayed in magenta in the upper right corner. If the 

system is in SIM (simulated weapon mode) “SAFE” will be displayed instead of “SIM” to confirm 

that the weapons are still de-armed. 

Data Transfer Equipment (DTE) Page 

The data transfer equipment is used to load various systems data from the Data Transfer 

Cartridge (DTC) into the airplanes on-board computers. Doing so before each flight is optional 

in FSX. 

Call up the DTE page via the MENU (OBS 11, then OBS 8). Note that on pages that can not be 

selected via a short-cut button (no highlight on the bottom row), the title of the page can be 

read below OBS 2. 

The DTC name, or ID, is shown in the middle of the page. Select the four data groups to start 

the transfer. Either OBS 6 through 9, or OBS 17 through 20 can be used to do so. Once all 

groups are selected (highlighted), the data transfer will take a few seconds. When complete, 

DATA TRANSFERED will appear below the DTC-ID. The DTE is reset when the aircraft is airborne.


Flight Control System (FLCS) Pages 

The two FLCS pages are used to monitor and control the aircraft's digital fly-by-wire system 

(FLCS) together with the controls provided on the FLT CONTROL panel, aft right console. 

OBS 2 alternates the two pages. The first page (FLCS 1, title, shown below OBS 2) displays the 

Built-In-Test (BIT) status as well as warning and caution massages in the lower part of the 

screen (warnings in red, caution and advisory massages in amber). 

On the second page, left side (top to bottom) the present Gross Weight (GW) and all three 

trim axes can be cross-checked. Abeam OBS 16 can be confirmed whether the FLCS is 

operating in landing (LDG) or cruise (CRS) gains. The gains change with the landing gear 

handle. 

The right side of the FLCS 2 page gives a readout of the total (TAT) and static air temperature 

(SAT). 

Note: OBS 8 has a special function: During testing it became obvious, that some users 

experienced elevator flutter in certain flight conditions. 

With the ALT ELEV (alternate elevator control law) selected this does not occur. However the 

animation of the elevator is then less sophisticated. 

With this function the user can choose for her-/himself, which elevator animation she/he 

preferred. 

Blank Page 

A blank page showing only the page selection options (lower row) is accessible from the 

menu and is a way to improve frame-rates when either MFD's information is not needed. 

HUD Replication (Aft Cockpit only) 

In the aft cockpit there is an option to switch the HUD to the right MFD. Just right of the right 

MFD is a switch labeled VIDEO SEL, with the options HUD and MFD.

Sec.5 ICP/DED IN DETAIL 

Upfront Controls (UFC) 

Upfront controls are those controls located on the Integrated Control Panel (ICP), used for 

frequently needed communication-, navigation-, weapons delivery- and other aircraft 

systems data. 

The Integrated Control Panel (ICP) and Data Entry Display (DED) form a unit. The DED displays 

the requested page, while the ICP is used to select the pages and enter new values. 

Integrated Control Panel (ICP) 

Master Mode Buttons 

Two master mode buttons, labeled “A-A” (Air-to-Air) and “A-G” (Air-to-Ground) are located 

in the top row on the ICP. Navigation (NAV) is the default master mode. 

It is the only mode available with the gear lever down. Pressing either master mode buttons 

selects the appropriate pages on the multi function displays (MFD), sets up the fire control 

radar and configures the HUD. 

Pressing the same master mode button again reverts the systems back to the default 

navigation (NAV) mode. 

Override Buttons 

The override buttons are utilized to call up frequently used, high priority pages on the DED. 

Pressing one of them replaces the present DED page with the page corresponding to the 

depressed button. A second press calls up the CNI page. The four override buttons are: 

COM 1 

COM 2 

IFF 

LIST 

- UHF radio page (FSX COM 1 radio) 

- VHF radio page (FSX COM 2 radio) 

- Identification Friend of Foe (including FSX transponder) 

- A list of additional pages


Priority Function Buttons 

Nine priority buttons can be used to call up frequently used in-flight pages while the CNI page 

is displayed. Once the desired page is shown the priority buttons are used for data entry as a 

numeric keyboard (1-9). 

Data Control Switch (DCS) 

A left click on the DCS activated the return (RTN) function, which returns the DED to the CNI 

page. 

A right click on the DCS activates the sequence (SEQ) function. 

On the CNI page the wind readout is toggled on/off by the SEQ function. 

On pages where data can be entered the SEQ function will position the asterisks around the 

data that needs to be changed. 

Increment/Decrement Toggle Switch 

Many values that can be entered by the numeric keyboard can also be changed 

incrementally by the Increment/Decrement Toggle Switch. Default values are added/ 

subtracted from the last valid data if you left/right click (up/down) on the toggle switch. 

A Increase/Decrease symbol consisting of two triangles, one pointing up, the other pointing 

down, is displayed whenever the toggle switch has additional functions on that page. For 

example selecting the next pre-set UHF channel on the CNI page. 

Enter (ENTR) Button 

After new data is keyed-in, the ENTR button must be pressed to accepted it into the avionics 

system. 

Recall (RCL) Button 

Rejects keyed-in data and recalls the last valid data, if pressed prior to the ENTR button. The 

data entry highlight is then removed. 

Controls on the ICP that are associated to the HUD 

For a detailed description of the HUD controls that are located on the ICP see the Head Up 

Display (HUD) section in this document. They are: 

- Symbology Brightness (SYM) Thumb Wheel 

- Reticle Depression (RET DEPR) Thumb Wheel 

- Drift Cut-Out (DRIFT C/O) and Warning Reset (WARN RESET) Switch


Example 1: The CNI page 

The picture above shows the CNI page. The following information is displayed: 

UHF pre-set channel 02 is selected; in the inset top left, frequency 283.00 is selected. 

Note: Since FSX does not support UHF frequencies the first digit of the VHF frequency is omitted 

and the decimal placed one digit to the right. So 283.00 is the VHF frequency 128.30. 

Frequencies can be entered in 3, 4 or 5 digits and in the VHF format (123.45 type: 1-2-3-4-5- 

ENTR) or the UHF format (234.50 type: 2-3-4-5-ENTR). 

VHF frequency is 121.50, the international emergency frequency, called “guardfrequency” 

(GRD). 

IFF mode 3 code, the transponder code, is 4602. All IFF modes are enabled (fixed). 

The GPS “TO-Waypoint” is KDFW, the Dallas-Fort-Worth-JRB airport. 

The present wind is from 000 degrees with 0 knots 

23:02:45 is the present GMT (Zulu) time and the hack time is 15 seconds. 

The VOR frequency set is 115.70 (the FSX VOR is called TACAN)


Example 2: Selecting UHF channel 8 

Every page follows the same principle. 

If you can alter a value, you have to push the DCS right (right click) to “SEQ” to position the 

asterisks around that value. Then key-in the new digits and press ENTR to confirm. 

The CNI page will be displayed, if the new value can be verified there (UHF Freq or CH, VHF 

Freq, IFF mode 3 code), in all other cases the page remains the same. 

Use the DCS (left to RTN) to get back to the CNI page.


DATA ENTRY DISPLAY (DED) PAGES 

Note: Only the most important pages are shown. Other pages may contain more information 

or may be static. 

COM 1 / COM 2 – UHF and VHF 

IFF 

The Status can be: 

T/R – Transmit and Receive 

RCV – Receive only 

STBY – Standby, not receiving 

It can be selected on the AUDIO 1 panel, left 

console, by the COMM 1 and COMM 2 

knobs. 

The VHF page is basically the same, except 

there is no channel indication. 

The master mode can be selected on the 

AUX COMM panel on the aft left console, as 

well as the mode 4 and mode 4 audio. 

If the RF switch on the left switch panel is out 

of NORM, the master mode is adjusted 

accordingly, regardless of the selector on the 

AUX COMM panel. 

LIST 

T-ILS – TACAN (VOR) and ILS 

Press any of the 12 buttons to select a listpage. 

Status is “T/R” and “ON” if station is received 

okay. 

ALOW – ALLOW LEVELS 

STPT – STEER POINT (read only) 

CRUS EDR – ENDURANCE 

CRUS TOS – TIME-OVER-STEER-POINT 

Note: Cycle through the 4 CRUS pages (EDR, 

TOS, RNG, HOME) with the toggle switch or 

select a page by pressing numeric keys 1-4. 

The page title must be designated by the 

asterisks. 

See note at CRUS END. 

CRUS RNG – RANGE 

CRUS HOME 

See note at CRUS END. 

See note at CRUS END.


DATA ENTRY DISPLAY (DED) PAGES 

Note: Only the most important pages are shown. Other pages may contain more information 

or may be static. 

TIME 

MARK 

The hack-time can be reset by pressing ENTR 

Press enter to mark the present coordinates 

and time (max 3). To delete all marks press 

RCL and ENTR. 

The toggle switch cycles through the 3 

pages. 

BINGO – LIST-2 – BINGO FUEL 

INS – LIST-6 – INERTIAL NAVIGATION SYSTEM 

When the bingo fuel value is reached, “FUEL” 

will flash in the HUD. The value can be reset at 

any time. 

This pages is shown automatically whenever 

the INS selector on the AVIONICS POWER 

panel on the aft right console is switched to 

ALIGN NORM. 

Normal alignment takes at least 7 minutes, 

see the NORMAL OPS part of this manual for 

further details. 

MISC – LIST-0 – MISCELLANEOUS LIST 

BULLSEYE – MISC-8 

Press any of the 9 numeric buttons to select a 

miscellaneous-list-page. 

CCIP - MISC-9 – CCIP INITIALISATION 

Select whether the bulls-eye indication 

should be referenced to the selected TACAN 

(VOR) or the GPS TO-WAYPOINT. The 

indication can also be hidden. 

CCIP stands for Continuously Computed 

Impact Point. It is a real-time HUD bombing 

mode. 

Please see Sec.6 HUD in Detail for more 

information

Sec.6 HUD IN DETAIL 

Head-Up Display (HUD) 

The Head-Up Display (HUD) symbology is superimposed upon the outside world. That means 

for example that the horizon line is in the same spot on the combiner glass as the outside 

world horizon and the Flight Path Marker (FPM) can be placed on any place of the outside 

world and, with no changes, the aircraft will fly through that exact spot. 

Display Formats 

The HUD has four basic formats, Navigation (NAV), Air-to-Air (A-A) and Air-to-Ground (A-G) 

and Landing (NAV sub-mode). 

The avionics master mode determines the HUD format. All formats display basic navigation 

and performance data, including airspeed, altitude, heading and attitude. 

Navigation Format and General Information 

The gun cross is the main pitch reference. It is on the aircraft's waterline, in front of the nose. 

The Flight Path Marker (FPM) is showing the total velocity vector, thus indicating where the 

aircraft is moving towards. 

In strong crosswind the FPM might exceed the lateral limits of the HUD's field of view. Use the 

DRIFT C/O (cut-out) switch on the Integrated Control Panel (ICP) to center the FPM on the HUD. 

CAUTION: The CCIP will not be wind corrected with the DRIFT C/O switch in the C/O (cut-out) 

position! 

The steering diamond is superimposed on the present steer-point (VOR or GPS to-waypoint, 

depending on the instrument mode) 

Fly the FPM to the steering cue (tadpole symbol) to go directly to the present steer-point. The 

tail indicates relative bearing to the steer-point. The 12 o'clock position indicates a 0° relative 

bearing (point is on the nose), 3 o'clock indicates a 90° relative bearing (right abreast). 

In the navigation mode the HUD operating mode shows the selected instrument mode. 

If the horizon line is not in the HUD's field of view a so called “ghost horizon” (dashed line) is 

shown. It always indicates the direction to the nearest horizon and enhances situational 

awareness. 

Also for situational awareness the pitch attitude dive bars (dashed) are angled towards the 

horizon and zenith and nadir symbols are provided.


Air-to-Ground Format 

The air-to-ground mode is CCIP (Continuously Computed Impact Point). It provides a real-time 

indication of the impact point of dumb-bombs. 

On roll-in fly the Bomb Fall Line (BFL) to your target by placing the FPM above the target. On 

final make only small corrections and keep your dive angle constant. When the pipper 

reaches the target, pickle you bomb(s). 

If the pull-up cue reaches the FPM before the pipper is on the target, go-around and set up 

for a new pass. The picture above shows the optimum release point to hit the fuel tank. 

Crosswind is compensated by the FPM lateral movement, if the drift cut-out switch on the ICP 

is in NORM (centered). Head-/tailwind is not automatically corrected. It can only be 

corrected by adjusting the drag/correction value on the CCIP page on the DED. 

See Sec.5 ICP/DED in Detail for further details. In general, the effects of head and tailwind are 

minor. 

If, after the first pass, bomb accuracy is unsatisfactory, the drag/correction value can be 

adjusted as follows: 

Bombs SHORT 

Bombs LONG 

- INCREASE correction value 

- DECREASE correction value 

Also very steep dive deliveries (steeper than 55 degrees) may require a higher than default 

correction value. 

Level deliveries are only practical with high speeds and flown rather low, otherwise the CCIP 

pipper will be below the HUD field of view. 

CAUTION: As the CCIP mode (in FSX) relies on radio altimeter data it is essential that the terrain 

underneath the aircraft is approximately of the SAME elevation as the target. Attacking a 

target while flying along a downhill slope, e.g. into a valley, will be inaccurate. Fly ALONG the 

valley instead.


ILS / Landing Format 

Non essential information is removed from the HUD with the gear lever down. It is restored on 

the ground with ground speed below approximately 60 knots. With the LG lever down or the 

instrument mode selector in either ILS position, the AOA bracket as well as a 3 degree dive bar 

is added to the HUD. 

The picture above shows a final approach on a 3 degree glide path, with optimum AOA/ 

speed, and a light crosswind from the right (Note: the gun cross is not in the center of the pitch 

reference bars, they move laterally with the FPM). 

Final approach is flown with reference to Angle of Attack (AOA) rather than airspeed. That 

eliminates the need for a gross weight correction and is very accurate. The correct final 

approach AOA is read against the AOA bracket, a squared bracket next to the FPM. With the 

FPM in the middle of the bracket the AOA is optimal.


ILS / Landing Format (cont.) 

Note: The AOA bracket is g force corrected, the AOA indexer is not. You might see different 

indications while pulling some g's during turns. 

The speed, altitude and heading scales move with the FPM to further facilitate the perception 

of the current AOA. 

With the instrument mode selector (located left of the HSI, center instrument panel) in either 

ILS/TCN or ILS/NAV position, a two-bar Instrument Landing System (ILS) indication is added to 

the FPM. 

The vertical line is the localizer deviation, the horizontal line is the glide-slope deviation. You 

are on course and glide-path when both bars cross the FPM in the middle. The picture below 

shows a slightly low, slightly right-of-centerline condition. 

Air-to-Air Format 

Note: For any weapon symbology to show up, the MASTER ARM switch must be in ARM or SIM.


HUD Remote Control Panel 

The HUD displays can be customized by the HUD control panel on the forward right console 

and the Integrated Control Panel (ICP) just below the HUD combiner glass. 

SCALES SWITCH 

FPM SWITCH 

DED DATA SWITCH 

DEPRESSIBLE RETICLE 

VELOCITY SWITCH 

ALTITUDE SWITCH 

BRIGHTNESS SWITCH 

TEST SWITCH 

– Selects vertical velocity (VV), velocity, altitude and heading scales 

– Selects attitude bars, horizon line and Flight Path Marker (FPM) 

– Displays DED CNI page data in the lower portion of the HUD 

– Selects the depressible reticle option (see below) 

– Selects Calibrated (CAS), True (TAS) or Ground Speed (GS) for 

display on the speed scale 

– Selects barometric, radar or automatic display options 

– not functional 

– not functional 

The depressible reticle option is a backup, manual weapon delivery cue. Once selected by 

the DEPR RET switch the two circle reticle can be depressed, or lowered, by the RET DEPR 

thumb-wheel on the ICP. The amount is displayed in milliradians below the aircraft bore-sight 

(gun cross), on the left side of the HUD, just above the master arm status. 

Special Indications and Warnings 

The word WARNING is flashing whenever a stall or over-speed condition (either because of 

trailing edge flaps limitations or a general over-speed) is sensed. 

CAUTION: The Landing Gear speed limit (300 knots CAS) is NOT monitored. 

A flashing BRAKE-X is shown when ground impact is imminent and aggressive pilot action is 

necessary to avoid ground contact. The same warning is also shown in red on the Multi 

Function Displays (MFD). 

The word ALTITUDE is flashing for about 8 seconds when descending through the MSL-FLOOR 

(as set on the ALOW page of the DED). 

When descending below the CARA ALLOW level (DED ALOW page) the allow level indication 

(AL XXX, lower right) on the HUD is flashing and the red ALT LOW warning light illuminates, 

except when the LG is down. 

Upon reaching bingo fuel (set on the DED LIST->BINGO page) the word FUEL is flashing for 15 

seconds in the center of the HUD. In the lower left-hand corner a FUEL indication is shown as 

long as the remaining fuel on board is below bingo and complemented by a three digit figure 

when the fuel level becomes critical. The three digits indicate the remaining fuel in hundred 

pounds (“004” indicates 400 lbs).

Sec.7 Flight characteristics 

Flight Control System (FLCS) 

The Flight Control System (FLCS) is a four channel fly-by-wire system. 

It combines pilot stick an rudder inputs as well as aircraft motions to position the flight control 

surfaces. Artificial stability provided by the FLCS allows for relaxed static stability. That means 

the aircraft is, under certain center of gravity positions, aerodynamically unstable. It would flip 

ends if the FLCS didn't constantly balance it out. That brings higher maneuverability and less 

drag, as the elevator does not have to produce that much down-force. 

If the pilot pulls back on the stick, the FLCS knows he wants to go up and places the elevator 

"trailing edge up". Since the aircraft is unstable, it has no aerodynamic desire to stop the nose 

from moving up, in fact it will even accelerate. So when the commanded pitch rate is 

reached the elevator moves back towards neutral. 

A way to check it out is to taxi down the runway fast (100 knots or more), look at the elevator 

and hit the brakes WITHOUT applying forward or aft stick inputs. As the nose drops with 

deceleration the elevator will deflect trailing edge up for a short while and return to neutral, 

as the FLCS attempts to counter the un-commanded pitch change. Same thing when the 

aircraft stops, but this time trailing edge down. 

FLCS Limiters 

Maximum AOA (Angle Of Attack) and maximum g-force is limited by the FLCS. However 

under certain conditions, in heavy maneuvering the limiters may be defeated. 

After the maximum AOA is reached, even with full aft stick and in low speed conditions, a stall 

will not occur. The FLCS rather lowers the nose of the aircraft to prevent further speed 

reduction. 

Leading Edge Flaps (LEF) 

The LEF optimize airflow across the wing and move in accordance with airspeed, AOA and g- 

loading. They also provide special functions on takeoff and landing, moving to a 2 degrees up 

position with main landing gear compression. This reduces aircraft tendency to bounce or lift 

of prematurely. 

Trailing Edge Flaps (TEF) 

The TEF are automatically controlled, except when the ALTN FLAPS switch is in the EXTEND 

position. With landing gear (LG) UP the TEF are retracted. With LG DOWN the TEF extend in 

accordance with airspeed. Very little or no pitch trim changes are required as the FLCS 

counters any negative effects of TEF movement. 

Speed Brakes 

The speed brakes can be used over the entire speed range and do not cause any trim 

changes. With LG extension the speed brakes are limited to 43 degrees (normal: 60 degrees) 

to prevent ground contact upon landing. After nose landing gear compression the speed 

brakes are not limited and open to 60 degrees again.

Sec.7 Flight characteristics 

Normal Flight Characteristics 

Landing 

Trim for “on-speed” AOA and fly that speed throughout the final approach. The throttle is used 

primarily to control glide-path, and the stick is used to control airspeed through control of 

AOA and direction through bank angle. Only very small inputs are required once established 

and trimmed. 

This technique allows for a precise control of the touchdown point and aids in minimizing 

landing distance. 

The speed brakes should be open during normal landings to prevent any floating tendencies 

and to make a higher engine RPM setting possible, that allows for better, more instantaneous, 

engine response. 

If pitch trim is used during the turn to final a forward stick input is required upon roll-out in final 

to counter nose-up motion. Do not fully trim stick forces on base or be ready to re-trim on final. 

Engine Characteristics 

Operating on primary (PRI) engine control, throttle movements are unrestricted, unless above 

20000 feet and below 250 knots indicated airspeed. In this region engine stalls or blow-outs 

may occur if the afterburner (AB) is selected before the engine has stabilized at military (MIL, 

full dry) power. 

Operating on secondary (SEC) engine control throttle movements are unrestricted up to MIL 

power only. Ensure the engine is stabilized in MIL power before selecting AB, to avoid engine 

stalls/blow-outs. 

Operating the engine above the FTIT hard limit (995° C), ENGINE warning light ON, may cause 

severe engine damage. 

Out-of-Control Characteristics 

Deep Stalls 

If a very high AOA is reached, despite of the FLCS limiters, a deep stall might occur. Due to the 

relaxed lateral stability, the aircraft will not be able to recover to normal AOA by means of 

elevator force. 

A deep stall is recognized by the AOA indicator showing 33 degrees (max indication), a g- 

level around 1.0 and airspeed indications of 150 knots or less. Pitch and roll oscillations may be 

experienced. 

Deep Stall Recoveries 

As the elevator can not produce enough nose down force to recover from a deep stall 

maximum left or right roll input should be applied. If the airspeed is high enough to produce a 

sufficient roll rate the AOA should return to normal values as soon a the aircraft is inverted. 

Delay the subsequent dive recovery until airspeed is well above 200 knots, altitude permitting. 

If descending through 7000 feet AGL in a deep stall, EJECT.

Sec.8 NORMAL OPERATIONS 

INTRODUCTION 

* - Items to be performed in BOTH cockpits (forward and aft) 

# - MANDATORY Items (FSX) 

DR - REAR Cockpit ONLY 

Note: In general, a LEFT click (LC) places a switch AWAY from the pilot 

and a rotary selector COUNTER CLOCKWISE. 

A RIGHT click (RC) places a switch TOWARDS the pilot and 

a rotary selector CLOCKWISE. 

On the right console a QUICK START switch is provided. 

START (LC) will set all systems ready for flight. 

SHUTDOWN (RC) will cut the engine and set all 

systems to OFF for a "cold" start. 

WEIGHT AND BALANCE 

# Fuel & Load... ...Set / Confirm 

FUEL 

“External 1” are the EXTERNAL WING TANKS (both) 

“External 2” is the CENTERLINE EXTERNAL TANK 

“Center 3” are the CONFORMAL FUEL TANKS (CFTs) (both) 

The other tanks are the various internal tanks and should 

be full on ENG start to ensure proper CG settings. 

ENTERING COCKPIT 

* Ejection Safety Lever... ...Safe (up) LC 

MAIN PWR... ...OFF RC 

Chaff/Flare Arm Switch... 

...Safe (Guard Down) 

* # ENG CONT... ...PRI (Guard Down) LC 

* # FUEL MASTER... ...MASTER (Guard Down) LC 

* # ALTN GEAR Handle... ...IN RC 

* # ALTN FLAPS... ...NORM RC 

* GND JETT ENABLE... ...OFF RC 

* HOOK Switch... ...UP LC 

DR ARMT CONSENT... ...CONSENT (Guard Down) LC 

COCKPIT INTERIOR CHECK 

* Loose Items... ...Stow 

* Harness... ...Fasten 

* Personal Equipment... ...Connect


LEFT CONSOLE 

OXY QTY Test Switch... ...OFF RC 

# EPU/GEN Test Switch... ...OFF RC 

PROBE HEAT... 

...OFF 

STICK CONTROL... 

...AS REQIRED 

If flying from the forward cockpit: FWD, 

flying from the rear cockpit: AFT 

FLCS PWR TEST... 

...NORM 

DIGITAL BACKUP... ...OFF RC 

# ALTN FLAPS... ...NORM RC 

# LE FLAPS... ...AUTO RC 

BIT... ...OFF RC 

ROLL, YAW, PITCH trim... 

...Center 

* # FUEL MASTER... ...MASTER LC 

TANK INERTING... ...OFF RC 

# ENG FEED... ...NORM 

AIR REFUELING... ...CLOSE RC 

IFF MASTER... 

...STBY 

EXT LIGHTING... 

...As required 

# EPU... ...NORM (2 Guards Down) 

# EPU Run Light... ...OFF 

if EPU RUN Light is ON, switch OFF EPU and check 

EPU FUEL is sufficient. 

To refill the EPU FUEL: Stop the aircraft 

Set the parking brake 

Ensure RPM is 5% or less 

Ensure Fuel is 1500lbs or more 

Ensure EPU is OFF 

MAIN PWR... ...OFF RC 

AVTR Power Switch... ...OFF RC 

ECM Power Switch... ...OFF RC 

* AUDIO 1... ...SET as required 

* AUDIO 2... ...SET as required 

# ENG CONT... ...PRI (Guard Down) LC 

DR ENG CONT... ...NORM (Guard Down) LC 

# JSF... ...OFF (Light off) LC 

UHF... 

...SET as required 

# THROTTLE... ...OFF RC 

LEFT AUXILIARY CONSOLE 

# ALTN GEAR Handle... ...IN RC 

Chaff/Flare Arm Switch... 

...Safe (Guard Down) 

CHAFF/FLARE... 

...OFF 

STORES CONFIG... ...CAT I LC 

LANDING TAXI Light... 

...OFF 

* # LG Handle... ...DN RC 

* GND JETT ENABLE... ...OFF RC 

BRAKES... ...CHAN 1 LC 

PARKING BRAKE/ANTI-SKID... ...ANTI SKID 

* # HOOK... ...UP LC


INSTRUMENT PANEL 

ROLL... 

...ATT HOLD 

PITCH... 

...A/P OFF 

MASTER ARM... 

...OFF 

DR ARMT CONSENT... ...CONSENT (Guard Dn) LC 

LASER ARM... ...OFF RC 

# RF... ...NORM LC 

* ALTIMETER... ...SET 

FUEL QTY SEL... 

...NORM 

* INSTR MODE... ...SET as required 

RIGHT AUXILIARY CONSOLE 

DR EJECT MODE SEL... ...NORM or AFT RC 

RIGHT CONSOLE 

SNSR PWR Switches (4)... ...OFF RC 

HUD... 


VOICE MESSAGE Switch... ... VOICE MESSAGE LC 

INHIBIT will silence GPWS aural alerts 

# AIR SOURCE... ...NORM 

# AVCS POWER (6)... ...OFF RC 

# INS... ...OFF LC 

# ANTI ICE... ...AUTO/ON LC 

OXY PRESS... 

...CHECK (40-400psi) 

OXY SUPPLY... ...ON LC 

OXY Diluter... ...NORM RC 

OXY EMER... ...NORM RC 

OXY FLOW Indicator... 

...CHECK (white) 

AFTER COCKPIT INTERIOR CHECK COMPLETE... 

...VERIFY


BEFORE STARTING ENGINE 

# MAIN PWR... ...BATT LC 

Verify FLCS RLY light ON. 

FLCS PWR... ...TEST LC 

Verify lights ON: 

ACFT BATT TO FLCS 

FLCS PMG 

FLCS PWR (4, A,B,C,D) 

Verify FLCS RLY light OFF 

FLCS PWR... ...NORM RC 

# MAIN PWR... ...MAIN PWR LC 

Verify light ON: 

ELEC SYS 

HYD/OIL PRESS 

FLCS RLY 

SEC 

ENGINE 

EPU GEN Light... 

...OFF 

EPU PMG Light... 

...OFF 

# CANOPY... ...CLOSE and LOCK LC 

# PARKING BRAKE... ...SET LC 

INTAKE & DANGER AREA... ...CLEAR 

STARTING ENGINE 

# JFS... ...START 2 RC 

JFS RUN Light... 

...Confirm ON 

Engine RPM increases to approximately 22% 

At 20% RPM: 

# THROTTLE... ...IDLE at 20% RPM LC 

If NO fuel flow at 20% RPM place JFS to OFF, 

THOTTLE to OFF and cycle FUEL MASTER and 

FUEL FEED to OFF and back to MASTER/NORM. 

Reset/check THROTTLE in OFF (RC). 

Go back to first item "Starting Engine" 

# JFS RUN Light... ...OFF at 50% RPM 

If still ON switch OFF JFS manually (RC) 

ENG IDLE... 

...CHECK 

HYD/OIL PRESS Light... ...OFF 

FUEL FLOW... 

...500-1500 pph 

OIL PRESS... 

...15 psi or more 

NOZZLE... 

...85% or more 

RPM... ...60% - 64% 

FTIT... 

...650°C or less 

HYD PRESS A & B... 

...2750 psi or more 

JFS DOORS (ground crew)... 

...Confirm CLOSED


AFTER ENGINE START 

# AVCS POWER... ...SET 

MMC... ...ON LC 

ST STA... ...ON LC 

MFD... ...ON LC 

UFC... ...ON LC 

DL... ...ON LC 

GPS... ...ON LC 

# INS... ...ALIGN RC 

Caution: Starting the alignment with the GPS in OFF 

will cause a longer than normal alignment. 

Caution: Avoid taxiing the aircraft until the alignment 

is complete and INS is in NAV. If moving the aircraft 

is necessary expect a long alignment or reset INS to 

ALIGN when stationary again to restart the alignment. 

SNSR PWR Panel: 

LEFT HDPT... 

...OFF, unless required 

RIGHT HDPT... 

...AS REQIRED 

# FCR... ...FCR LC 

# RDR ALT... ...RDR ALT LC (2) 

# ICP SYM... ...INCREASE LC 

MFDs... 


DTE... 

...SELECT 

NAV... 

...SELECT 

COM... 

...SELECT 

PERF... 

...SELECT 

SMS... 

...SELECT 

DATA TRANSFERED... ...VERIFY 

PROBE HEAT Switch... ...PROBE HEAT LC 

Verify PROBE HEAT Caution light OFF 

PROBE HEAT Switch... ...TEST RC (2) 

Verify PROBE HEAT Caution light FLASHING 

PROBE HEAT Switch... ...OFF LC 

FIRE & OHEAT DETECT... ...TEST LC (2) 

Verify ENG FIRE light and OVERHEAT light ON 

OXY QTY Switch... ...OXY QTY LC 

OXY LOW light... 

...ON 

FLOW Indication... 

...BLINKING 

SUPPLY PRESS... 

...DECREASING TO ZERO 

OXY QTY Switch... ...OFF RC 

MAL & IND LTS... ...TEST LC (2) 

Check all lights ON


AFTER ENGINE START (cont.) 

SEC Check: 

May be delayed until the BEFORE TAKEOFF Check 

ENG CONT Switch... ...SEC RC 

SEC Caution light... ...ON 

RPM... 

THROTTLE... 

...STABILIZED 

...Snap to MIL and then snap 

to IDLE when RPM reaches 85%. 

Check for normal indications 

and smooth operation. 

ENG CONT Switch... ...NORM (Guard Down) LC 

SEC Caution light... ...OFF 

FLIGHT CONTROLS... 

...CYCLE 

To assist warming the hydraulic fluid and removing 

air from the system, maximum stick and rudder inputs 

should be made prior to running FLCS BIT. 

FLCS BIT... ...BIT LC 

RUN light will illuminate. At successful completion 

of BIT (approximately 45 sec), the RUN light goes 

OFF, and the FAIL and FLSC Warning light remain 

OFF. If the FAIL light is ON before the BIT, there 

was a failure on the previous flight. During the first 

steps of the BIT the FAIL light will go OFF unless 

a failure is still detected. 

AVTR... 


ECM... ...STBY / SET LC 

A self test (approximately 2 minutes) is 

initiated, all lights are ON. 

The light extinguish when the test is 

passed and the ECM can be switched 

to OPR. 

IFF... 


AIR REFUEL... 

...CHECK 

AIR REFUEL... ...OPEN LC 

RDY Light... 

...ON 

DISC Light... 

...OFF 

AIR REFUEL... ...CLOSE RC 

RDY Light... 

...OFF 

CHAFF/FLARE... ...TEST RC 

All lights blinking indicates a passed test 

ALTIMETER... ...ELECT LC 

FUEL QTY Selector... ...TEST LC 

FR, AL pointers indicate 2000 (± 100) pounds and 

totalizer indicates 6000 (± 100) pounds. 

FWD and AFT FUEL LOW caution lights ON. 

EPU FUEL... ...95% - 102%


AFTER ENGINE START (cont.) 

After FLCS BIT completed: 

DBU Check: 

DIGITAL BACKUP Switch... ...DIGITAL BACKUP LC 

DBU Warning light... ...ON 

FLIGHT CONTROLS... ...CYCLE, check normal response 

DIGITAL BACKUP Switch... ...OFF RC 

TRIM... 

...CHECK ROLL and YAW CENTERED 

EPU Check: 

EPU may be checked any time after ENG start. 


...OFF 


...OFF 

EPU Switch... 

...NORM 

If the EPU RUN light is ON place EPU switch to OFF and wait until 

all EPU lights are OFF before placing EPU switch back to NORM. 

Verify EPU FUEL. 

OXYGEN... ...100% 

RPM... 

…INCREASE at least 10% above IDLE 

Attempting EPU/GEN TEST at IDLE may result in low EPU speed 

and may cause electrical problems/failure. 

If the MAIN PWR switch de-latches to BATT during EPU/GEN TEST, 

one reset may be attempted. 

EPU/GEN TEST Switch... ...GEN/TEST 

EPU AIR Light... ...ON 

EPU GEN Light... ...OFF 

EPU PMG Light... ...OFF 

EPU RUN Light... ...ON, minimum 5 seconds 

EPU/GEN TEST Switch... ...OFF 

THROTTLE... 

…IDLE 

OXYGEN... 

...NORMAL 

LC 

RC 

When INS READY blinking on DED or HUD: 

# INS... ...NAV RC 

Caution: placing INS to OFF will require another full alignment 

DR HUD OVRD... ...AS REQIRED 

if flying from the forward cockpit: NORM 

flying form the rear cockpit: OVRD 

* AVIONICS and INSTRUMENTS... ...CHECK / SET 

Use ICP and DED as required


TAXI 

* NWS... ...SELECT LC 

* BRAKES... ...CHECK 

* HEADING... ...CHECK 

* FLIGHT INTRUMENTS... ...CHECK 

BEFORE TAKEOFF 

# PROBE HEAT... ...PROBE HEAT LC 

* # ALTN FLAPS... ...NORM RC 

TRIM... 

...CENTER 

Pitch TRIM will be set by FLCS during T/O 

IFF... ...LOW / NORM RC 

* # SPEEDBRAKES... ...CLOSED 

CHAFF/FLARE... ...SET as required LC 

MASTER ARM... ...SIM RC 

* # Ejection Safety Lever... ...ARM (Down) RC 

# CANOPY... ...LOCKED, Light OFF 

OIL PRESS... 

...CEHCK 15 psi or more 

# ALL WARN & CAUT Lights... ...OFF 

If the TO/LDG CONFIG Warning light is still on, taxi with 5 knots or more for 

at least 5 seconds and then verify TEF down. 

TAKEOFF 

THROTTLE... 

ENGINE INSTRUMENTS... 

BRAKES... 

THROTTLE... 

NWS Light... 

...INREASE TO 75-80% RPM 

...CHECK 

...RELEASE 

...MIL or MAX AB 

...OFF before 80 knots 

IN-FLIGHT 

10 knots below TAKEOFF SPEED... ...ROTATE to 12° PITCH 

before 300 knots... 

...LG UP, red light OFF 

CAUTION: Do not rush LG retraction after lift off. TEF retract with the LG. The 

reduction in lift may cause the aircraft to decent and contact the runway. 

FUEL... 

QXYGEN... 

COCKPIT PRESSURE... 

ENGINE INSTRUMENTS... 

...CHECK quantity, balance 

...CHECK flow, pressure 

...CHECK 

...CHECK


CHANGING BETWEEN COCKPITS 

CHANGING TO AFT SEAT 

DR HUD OVRD... ...OVRD or as required LC 

DR VIDEO SEL... ...as required 

CHANGING TO FRONT SEAT 

# STICK CONTROL... ...FWD RC 

LANDING 

CHAFF/FLARE... 

...SAFE (Guard down) 

MASTER ARM... ...SIM / OFF RC 

LASER ARM... ...OFF RC 

INITIAL 

SPEED... 

BRAKE 

THROTTLE... 

SPEEDBRAKES... 

DOWNWIND 

LG... 

...300kt, 1500ft AGL 

...RETARD as required 

...OPEN as required 

...DOWN (below 300kt) 

BASETURN 

DECENT... 

...INITIATE 

LG... 

...CHECK DOWN, 3 GREEN 

SPEED... 

..."ON SPPED" AOA 

AOA is higher during turns and when pulling G's 

FINAL 


SPEED... 

...CHECK OPEN 

..."ON SPEED" AOA 

TOUCHDOWN 

AOA... 

...MAX 13 degrees 

CAUTION: Above 13 degrees AOA AB nozzle and speed-brakes will contact the 

ground. 

AEROBRAKE... 

...MAX "ON SPEED" AOA 

GO-AROUND / TOUCH AND GO 

THROTTLE... 

...MIL / MAX AB 

MAX AB is recommended for go-around 


...CLOSE 

CLIMBING... 

...LG UP


AFTER LANDING 


...CLOSE 

PROBE HEAT... ...OFF RC 

IFF MASTER... ...STBY LC 

IFF M-4 CODE... ...HOLD RC 

* # Ejection Safety Lever... ...SAFE (Up) LC 

EXT LIGHTS... 

...as required 

MASTER ARM... 

...OFF 

PRIOR ENGINE SHUTDOWN 

# INS... ...OFF LC 

# AVIONICS (6)... ...OFF RC 

# SNSR PWR (4)... ...OFF RC 

ICP SYM... ...OFF LD 

ENGINE SHUTDOWN 

# THROTTLE... ...OFF RC 


...CONFIRM OFF 



EPU RUN Light... 


If ON, EPU is running. Switch EPU OFF. 

# MAIN PWR... ...OFF RC 

# OXY SUPPLY... ...OFF RC 

CANOPY... ...OPEN RC

Sec.9 EMERGENCY OPERATIONS 

Introduction 

This section covers the operation of the aircraft during emergency/abnormal conditions. It 

includes indications of a problem as well as corrective actions. 

There are three basic rules that apply to all abnormal and emergency conditions: 

1. FLY THE AIRCRAFT 

Aviate, Navigate, Communicate! Keep the aircraft under control. Do not hit the ground or 

other aircraft. Only if the flight-path is stabilized: 

2. ANALYZE THE SITUATION AND TAKE PROPER ACTIONS 

Use the warning/caution light analysis if practical and/or take corrective action. 

3. LAND AS THE SITUATION DICTATES 

Heavy emergencies require a LAND AS SOON AS POSSIBLE, at the nearest suitable airfield. 

Less urgent abnormal situations require a LAND AS SOON AS PRACTICAL. The flight has to be 

terminated, but a landing at the nearest airfield may not be necessary and a return to homebase 

may be possible. 

WARNING LIGHT ANALYSIS 

The warning lights are located on the left and right edge of the glare-shield, illuminating in red. 

WARNING LIGHT CAUSE CORRECTIVE ACTION / REMARK 

Engine compartment 

fire 

RPM is below idle value 

or 

If not at, climb to minimum safe ejection 

altitude (2000 feet AGL). Then retard throttle as 

far as practicable. 

If warning light stays on: EJECT. 

If warning light goes off: LAND AS SOON AS 

POSSIBLE. Consider flying a flame-out pattern. 

If engine flamed-out (fuel flow zero), attempt a 

in-flight restart by retarding the throttle to idle 

and selecting JFS START 2. 

If unsuccessful: refer to FLAME-OUT LANDING. 

FTIT is above 995° C 

hard limit 

Low pressure in one or 

both hydraulic systems 

or 

Low engine oil pressure 

If engine over-temperature (FTIT < 995°), retard 

the throttle below FTIT limit. 

Check pressure indicators to determine system 

and condition. 

If engine oil pressure below 15 psi minimize 

throttle movement and prepare for engine 

failure. Consider flying a flame-out pattern. 

If hydraulic pressure below 1000 psi, limit flight 

control movement to minimum. 

If HYD-A system effected: Use ALTN GEAR 

handle to lower the landing gear, speed-brakes 

are inoperable. 

If airplane control becomes sluggish: EJECT. 

LAND AS SOON AS POSSIBLE


WARNING LIGHT ANALYSIS (cont.) 

WARNING LIGHT CAUSE CORRECTIVE ACTION / REMARK 

Aircraft configuration 

wrong for takeoff or 

landing- 

In flight: 

If below 10000 ft, slower than 190 knots and 

vertical speed at least 250 FPM descend: LG/TEF 

NOT DOWN 

INCREASE AIRSPEED, DECREASE SINK-RATE OR 

LOWER LANDING GEAR 

If LG is selected down: refer to the LG panel, to 

check down-lock indicators. 

If LG down-locked: TEF not extended, USE ALTN 

FLAPS 

If unsuccessful: INCREASED LANDING DISTANCE 

If LG NOT down-locked: Attempt a LG recycle. 

I unsuccessful: USE ALTN GEAR HANDLE 

If still unsuccessful: PARTIAL or ALL LG FAILURE, 

LAND WITH EXTREME CAUTION 

On ground: 

Canopy not closed 

and locked 

TEF not fully down. Taxi with 5 knots or more for 

at least 5 seconds and then verify TEF down. 

If unsuccessful: ABORT the aircraft. 

Verify the canopy lock is in the LOCK (DOWN) 

position. 

One or more FLCS 

malfunctions. 

FLCS operating on 

Digital Back-Up 

program. 

Terrain Following (TF) or 

autopilot system failure. 

Also indicates autopilot 

ON below TF ADV 

(MSL). 

Radar altitude is below 

CARA ALOW value, set 

on DED ALOW page. 

In flight: 

LAND AS SOON AS PRACTICAL, 

REDUCE SPEED BELOW 250 KNOTS 

On ground: 

Recycle the canopy with the canopy lock lever. 

If unsuccessful: ABORT the aircraft. 

Disregard until FLCS BIT has been performed. 

LAND AS SOON AS PRACTICAL 

Verify DIGITAL BACKUP switch on FLT CONTROL 

panel is OFF. 

LAND AS SOON AS POSSIBLE 

If autopilot is lost: FLY MANUALLY 

DISENGAGE AUTOPILOT and MANUALLY FLY SAFE 

ALTITUDE. 

CLIMB IMMEDIATELY 

CAUTION: Only works with operational RDR 

ALTIMETER.


CAUTION LIGHT ANALYSIS 

The caution lights are located on the caution light panel, right auxiliary panel, or directly on 

their respective systems panel. 

Note: Self-explanatory or not functional (FSX) caution lights may be omitted. 

CAUTION LIGHT CAUSE CORRECTIVE ACTION / REMARK 

FLCS minor fault 

or 

LEF LOCK 

ELEC SYSTEM fault 


CHECK SWITCH on FLT CONTROL PANEL 

CHECK MAIN PWR ON and engine at or above 

idle 

PROBE HEAT off or fault AVOID ICING CONDITIONS 

AUTO TERRAIN 

FOLLOWING (ATF) NOT 

ENGAGED when 

AUTOPILOT ON 

Forward reservoir fuel 

below 250 lbs 

Aft reservoir fuel below 

400 lbs 

Engine damaged or 

failed 

SECONDARY ENG 

control active 

ICE detected in the 

ENG inlet 

In FSX there is no terrain following feature 




Consider flying a flame-out pattern. 

If ENG FAILED: refer to FLAMEOUT LANDING. 

Move throttle with care. 

STABILIZE AT MIL POWER BEFORE SELECTING 

AFTER BURNER (higher flame-out risk) 

CHECK ENGINE ANTI ICE ON, ANTI ICE panel, 

aft right console 

AVOID ICING CONDITIONS 

OVERHEAT condition in 

ENG or EPU 

compartment, or MAIN 

LG wheel well 

ELECTRONIC ENG 

CONTROL off or fault 


CHECK MAIN PWR ON and engine at or above 

idle 

MAIN and STBY GENERATOR may FAIL 

AVIONICS off or fault 

CHECK MMC ON, AVIONICS POWER panel, aft 

right console 

LAND AS SOON AS PRACTICAL


CAUTION LIGHT ANALYSIS (cont.) 

The caution lights are located on the caution light panel, right auxiliary panel, or directly on 

their respective systems panel. 

Note: Self-explanatory or not functional (FSX) caution lights may be omitted. 

CAUTION LIGHT CAUSE CORRECTIVE ACTION / REMARK 

AVIONIC EQUIPMENT 

cooling air 

temperature or 

pressure insufficient 

RADAR ALTIMETER off 

or fault 

IDENTIFICATION FRIEND 

OR FOE (IFF) off or fault 

EJECTION SAFETY lever 

UP (system safe) 

May be seen on hot days, limit operation to 10 

minutes maximum. 

In flight: CLIMB TO COOLER AIR-TEMPS 

CHECK RDR ALT switch, SNSR panel, forward 

right console, out of OFF 

CHECK IFF MASTER switch on AUX COMM 

panel, aft left console not in OFF. 

ARM EJECTION SEAT (lever down) before flight. 

ANTI SKID SYSTEM off or 

fault 

TAIL HOOK not 

uplocked 

OXYGEN SUPPLY off or 

fault 

CABIN ALTITUDE too 

high 

ATTENTION GETTER 

CHECK / RECYCLE PARKING BRAKE / ANTI SKID 

switch, LG panel, left auxiliary panel 

CHECK HOOK switch, LG panel, left auxiliary 

panel 

CHECK OXYGEN SUPPLY switch ON, OXYGEN 

REGULATOR panel, aft right console. 

In flight: DESCEND to limit CABIN ALT to 12000 

feet. 


CHECK AIR SOURCE switch NORMAL, forward 

right console, USE 100% OXYGEN 

DESCEND TO LOWER ALTITUDE UNTIL LIGHT OFF 

Whenever a caution light illuminates, the 

master caution lights up as well, to direct the 

pilots attention to the caution light panel. The 

master caution should be reset by pressing it, 

so the next caution is recognized as well.


FLAME-OUT LANDING PATTERN (Typical, Overhead Approach) 

Notes: 

1. Maximum range (LG up) is achieved at 7 degrees AOA for any gross weight (GW) and 

drag index (DI) (airspeed 200 knots approximately, for a clean a/c). Glide ratio is 

approximately 7 NM per 5000 feet AGL. With stores glide ration decreases. 

2. Optimum bank angles are 50 degrees (LG up) and 55 degrees (LG down) for least 

altitude lost per degree of turn. 

3. Use the HUD FPM on final. Aim for the approach end of the runway before initiating the 

flare with 190 knots optimum. Flare will reduce speed significantly. Touchdown with 

optimum AOA (indexer: green donut). 

4. Use speed brakes as necessary during flame-out patterns. 

WARNING: 

Do not allow the airspeed to drop below MINIMUM AIRSPEED (170 knots). 

 

EJECT if it becomes obvious that a safe landing can not be made. Ejection can be 

accomplished at any point in the pattern; however, do not delay ejection below 2000 

feet AGL in an attempt to salvage a questionable approach. 

Simulated Flame-Out Approach (SFO Approach) 

A Simulated Flame-Out (SFO) approach can and should be flown from time to time for pilots 

proficiency. 

Throttle AT IDLE will provide a adequate thrust level (close to zero). Check normal engine 

operations on base.

CREDITS 

David Brice, Michael Hägele………………….……………….Project Management 

Documentation 

Michael Hägele……………………………….………………….……….Aircraft Design 

Panel and Gauge Artwork & Coding 

Systems Simulation 

Flight Dynamics 

(Pretty much everything else!) 

Michael Hägele, Nick Degnan, „Butch‟, Matt Wynn……………...Aircraft Artwork 

David Brice, IRIS AudioworX……….………….………………………...Aircraft Sounds 

IRIS Beta Test Team 

Norm ‟Gibo‟ Gibson, Chris Halpin, Chris Sykes, Pam Brooker, Nick Degnan, 

Andrew Nott, Paul Frimston, Jeremy Brown, Anthony Douglas, Jose Valez, 

Matt Wynn, Scott Hash, Bill Mackay. 

A special thanks go to Nick Rammos for coming in late in development 

wielding a whip made of Falcon talons.. ;) This product is all the more detailed 

thanks to your valued input. 

Rob and Scott from A2A Simulations for being kind enough to share the secret 

that is a „Collimated HUD‟. 

Dean Hall for providing once again, the joy of ambient occlusion for our 

textures and some very snazzy weathering techniques for our bashed up 

cockpits. 

Finally a personal thanks to Jerome Meriweather for a fantastic F-16 cockpit 

website with plenty of information to hand. The site helped me learn what all 

the damn switches do when Michael wasn‟t around to ask! 

(Thanks guys for all your hard work..) 

For further support, please visit and register to our forums at 

www.irissimulations.com. 

David Brice 

Founder & Product Manager 

IRIS Flight Simulation Software

THIS PAGE INTENTIONALY BLANK

F-16D Handbook.pdf

Create successful ePaper yourself

Delete template?

Save as template?