Equip Hot Caution Light; Flcs Bit Failure; Hot Brakes - BMS F-16C/D 4.34 Flight Manual

T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00

3.5.4 EQUIP HOT CAUTION LIGHT

If the EQUIP HOT caution light illuminates during ramp start check AIR SOURCE knob position is set
to NORM. If it was not in NORM the ECS cannot provide cooling to avionics. If EQUIP HOT remains
on one minute after AIR SOURCE is set to NORM place all nonessential avionics to OFF and abort
the aircraft.

3.5.5 FLCS BIT FAILURE

FLCS BIT fail is indicated by the FAIL light on the FLCS panel coming on, relevant information on the
FLCS MFD page and PFL messages. The only way to clear a failed BIT is to run the FLCS BIT again.
During that BIT both the RUN and FAIL light will be on. At the end of the new FLCS BIT the FAIL
condition may clear. If FAIL did not clear execute another BIT until the condition clears. Please note, if
any of the FLCS switch was not in the down position before initiating the test, the BIT will most likely
fail.

3.5.6 HOT BRAKES

It is the pilot's responsibility to determine when a hot brake condition exists. BMS now features
accurate modelling of the real F-16 brake energy limits. The limits are based on gross weight,
temperature, pressure altitude and airspeed at which an abort (during the takeoff roll) or braking on
landing was initiated.
Refer to the chart on the next page for brake energy limits.
It takes between 5 and 9 minutes (random) for the brake energy/heat to build up after braking. It is
during this time period that failures due to a hot brake condition may occur, depending on how much
energy was built up.
Brake energy is also continually monitored and built up during taxiing (whenever the brakes are
applied). Build up from taxiing is at its greatest with low gross weights and long taxis, because the
brakes must be used more often to control taxi speed. Taxiing with a gross weight of 20000 lbs at 10
knots over a distance of 20000 ft yields ~4.3 million ft-lbs of energy absorbed per brake. Heavier
weight and increased speed (within reason of course) uses less energy over the same distance. Heat
and energy also dissipate over time. A rejected (aborted) takeoff with maximum braking followed by
another rejected takeoff will likely put the aircraft in the danger zone, or worse.
When a hot brake condition is suspected, brake use should be minimised and if possible the aircraft
stopped and chocked in the nearest designated hot brakes area (do not use the parking brake).
Turn EPU off, retard the throttle to OFF to shut down the engine (IRL hot brakes present a fire
hazard), then turn MAIN Power switch OFF.
A BMS hot brake situation may deteriorate to the following situations depending on how much energy
the brakes absorbed:
• Blowing tyre fuse plugs - tyre(s) go flat which causes much more longitudinal friction and less lateral
friction. Fusible plugs in aircraft tyres are designed to melt at specific temperatures to relieve tyre
pressure and thus keep them from exploding.
• Brake hydraulic pressure line failures - brake reaction is reduced or lost completely.
• Main gear tyre fire, hydraulic fluid fire, exploding tyres and gear failure - the affected gear fails
completely.
BMS 4.34 Dash 1
© Red Dog 2012-2019 Page: 208