BY ORDER OF THE AIR FORCE MANUAL 11-2F-16 Volume

SECRETARY OF THE AIR FORCE 3

4 FEBRUARY 2020
Incorporating Change 3, 13 SEPTEMBER
2022
Certified Current, 13 SEPTEMBER 2022
Flying Operations

F-16--OPERATIONS PROCEDURES

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

ACCESSIBILITY: Publications and forms are available for downloading or ordering on the
e-Publishing website at www.e-Publishing.af.mil.
RELEASABILITY: There are no releasability restrictions on this publication.

OPR: ACC/A3TO Certified by: AF/A3T

(Maj Gen James A. Jacobson)
Supersedes: AFI11-2F-16V3, 13 July 2016 Pages: 60

This publication implements Air Force Policy Directive (AFPD) 11-2, Aircrew Operations, AFPD
11-4, Aviation Service, and references Air Force Instruction (AFI) 11-202, Volume 3 (V3),
General Flight Rules. This publication establishes effective and safe operations of the F-16. This
Air Force Manual (AFMAN) applies to all F-16 units in the Regular Air Force, Air National Guard
(ANG) and Air Force Reserve (AFR). This publication does not apply to the United States Space
Force. Ensure all records generated as a result of processes prescribed in this publication adhere
to AFI 33-322, Records Management and Information Governance Program, and are disposed in
accordance with the Air Force Records Disposition Schedule, which is located in the Air Force
Records Information Management System. Refer recommended changes and questions about this
publication to the office of primary responsibility (OPR) using the Department of the Air Force
(DAF) Form 847, Recommendation for Change of Publication; route DAF Forms 847 from the
field through the appropriate functional chain of command. Air Combat Command (ACC)/A3
will coordinate all changes to the basic volume with all major command (MAJCOM)/A3s. This
publication may be supplemented at any level, but route all direct supplements to Air Force Flight
Standards Agency (AFFSA) and ACC Flight Operations and Training Branch (ACC/A3TO) for
coordination prior to certification and approval. Field units below MAJCOM/direct reporting unit
(DRU)/field operating agency (FOA) level forward copies of their supplements of this publication
to their parent MAJCOM/ DRU/FOA OPR for post-publication review. Copies of
MAJCOM/DRU/FOA-level supplements, after approval and publishing, will be made available
on the e-Publishing website at https://www.e-publishing.af.mil. The authorities to waive
wing/unit level requirements in this publication are identified with a Tier (“T-0, T-1, T-2, T-3”)
2 AFMAN11-2F-16V3 4 FEBRUARY 2020

number following the compliance statement. See Department of the Air Force Manual
(DAFMAN) 90-161, Publishing Processes and Procedures, for a description of the authorities
associated with the Tier numbers. Submit requests for waivers through the chain of command to
the appropriate Tier waiver approval authority, or alternately, to the requestor’s commander for
non-tiered compliance items. Additional waiver authority to this publication is described in
paragraph 1.2 The use of the name or mark of any specific manufacturer, commercial product,
commodity, or service in this publication does not imply endorsement by the Department of the
Air Force.

SUMMARY OF CHANGES

This interim change revises AFMAN11-2F-16V3 by an admin addition to paragraph 2.7, added
restrictions in paragraph 3.9.3, wording added at the end of paragraph 3.27.1 new wording in
paragraph 6.4.2 for SCU 10 aircraft, a new restriction in paragraph 7.1.3, and rewording of
paragraph 7.5.3.3 A margin bar (|) indicates newly revised material.

Chapter 1—GENERAL GUIDANCE 6

1.1. Roles and Responsibilities. ................................................................................. 6
1.2. Waivers. .............................................................................................................. 6

Chapter 2—MISSION PLANNING 7

Section 2A—General 7
2.1. Responsibilities. ................................................................................................. 7
2.2. Bird/Wildlife Aircraft Strike Hazard (BASH) Programs. ....................................... 7
2.3. Standards. ........................................................................................................... 7
2.4. Chemical, Biological, Radiological, Nuclear, and High Yield Explosive
(CBRNE). ............................................................................................................ 7
2.5. Flight Material Preparation. .................................................................................. 9
2.6. Fuel Conservation. ............................................................................................... 10
2.7. Overwater. ........................................................................................................... 10
2.8. Briefing and Debriefing. ....................................................................................... 10
2.9. Unit Developed Checklists/Local Pilot Aids. ...................................................... 12

Section 2B—Night (see also night sections of Chapter 3, Chapter 5 and Chapter 6) 12
2.10. Minimum Safe Altitude (MSA). ........................................................................... 12
2.11. Night chart requirements. ..................................................................................... 12
2.12. Video/Audio Recording. ....................................................................................... 13
2.13. G-Suit Use............................................................................................................ 13
AFMAN11-2F-16V3 4 FEBRUARY 2020 3

Chapter 3—NORMAL OPERATING PROCEDURES 14

Section 3A—Ground Operations 14

3.1. Preflight. Pilots must: ........................................................................................... 14
3.2. Ground Visual Signals. ....................................................................................... 14
3.3. Taxi and Arming. ................................................................................................. 15
3.4. EOR Inspections and Before Takeoff Checks. ..................................................... 15
3.5. Flight Lineup. ..................................................................................................... 16

Section 3B—Takeoff and Departure 16

3.6. Takeoff................................................................................................................. 16
3.7. Initial Join-up and Rejoins. .................................................................................. 16

Section 3C—Enroute 17
3.8. Air Refueling. ...................................................................................................... 17
3.9. Aircraft Handling Characteristics (AHC) and Automated Recovery Training
Series (ARTS)/Maneuvering Parameters. .............................................................. 17
3.10. Formation, General. .............................................................................................. 18
3.11. G-Awareness Exercises (G-Ex) (Reference AFTTP 3-3 F-16 and AFI 11-214). .... 19
3.12. Tactical Formations. ............................................................................................. 20
3.13. Chase Formation. ................................................................................................. 20
3.14. Show Formation. ................................................................................................ 21
3.15. Low Altitude Operations (reference AFTTP 3-1 F-16 and AFTTP 3-3 F-16)......... 21

Section 3D—Recovery and Landing 22

3.16. Gear Checks. ....................................................................................................... 22
3.17. Angle of Attack (AOA). ....................................................................................... 22
3.18. Landing restrictions. ............................................................................................. 22
3.19. Desired touchdown point and spacing. .................................................................. 22
3.20. Low Approaches. ................................................................................................. 23
3.21. Touch-and-Go Landings. .................................................................................... 23
3.22. Overhead Traffic Patterns. .................................................................................. 23
3.23. Tactical Overhead Traffic Patterns. ...................................................................... 23
3.24. Closed Traffic Patterns. ...................................................................................... 23
3.25. Back Seat Approaches and Landings. ................................................................... 24
3.26. Formation Approaches. ........................................................................................ 24
4 AFMAN11-2F-16V3 4 FEBRUARY 2020

Section 3E—Night (see also night sections of Chapter 2, Chapter 5 and Chapter 6) 24
3.27. General Night Procedures. .................................................................................... 24
3.28. Night Vision Goggles (NVG) Procedures. ............................................................ 25

Section 3F—Other 27
3.29. Targeting Pod Operations. .................................................................................... 27
3.30. Radio Procedures. ............................................................................................... 27
3.31. Lap Belts. ............................................................................................................. 28
3.32. Change of Aircraft Control. ................................................................................ 28
3.33. Fuel Requirements................................................................................................ 28
3.34. Radar Altimeters and Terrain Warning/Avoidance Systems. ................................. 29
3.35. Wind and Sea State Restrictions. ........................................................................ 29
3.36. Airborne Interrogator Friend Foe (AIFF) Operation. ............................................. 29

Chapter 4—INSTRUMENT PROCEDURES 30

4.1. General................................................................................................................. 30
4.2. Takeoff and Initial Join-up. ................................................................................. 30
4.3. Trail Procedures. .................................................................................................. 30
4.4. Formation Break-up. ............................................................................................ 32
4.5. Formation Penetration. ......................................................................................... 33
4.6. Formation Approach. ............................................................................................ 33
4.7. Instrument Approach Procedures. ......................................................................... 33

Chapter 5—AIR-TO-AIR WEAPONS EMPLOYMENT 34

5.1. General. ............................................................................................................... 34
5.2. Simulated Gun Employment. ............................................................................... 34
5.3. Maneuvering Limitations. .................................................................................... 34

Chapter 6—AIR-TO-SURFACE WEAPONS EMPLOYMENT 35

Section 6A—General 35
6.1. General. ............................................................................................................... 35
6.2. Simulated Gun Employment. ............................................................................... 35
6.3. Training Missions with a Hot Gun. ....................................................................... 35
6.4. Simulated Air-to-Surface Weapons Employment. ................................................. 35
6.5. Weather. ............................................................................................................. 36
6.6. Pop-Up Attacks. ................................................................................................. 36
AFMAN11-2F-16V3 4 FEBRUARY 2020 5

6.7. Target Identification. .......................................................................................... 36

6.8. Safety of Ground Personnel. ................................................................................. 36

Section 6B—Night 36
6.9. Altitude. ............................................................................................................... 36
6.10. Bank Angle. ......................................................................................................... 36

Chapter 7—ABNORMAL OPERATING PROCEDURES 37

7.1. General. .............................................................................................................. 37
7.2. Critical Action Procedures (CAPs). General. ...................................................... 37
Table 7.1. Critical Action Procedures (CAPs). ...................................................................... 37
7.3. Ground Aborts...................................................................................................... 39
7.4. Takeoff Aborts. .................................................................................................... 39
7.5. Air Aborts. ........................................................................................................... 39
7.6. Radio Failure/No Radio (NORDO). ..................................................................... 40
7.7. Severe Weather Penetration. ............................................................................... 41
7.8. Spatial Disorientation (SD). ................................................................................ 41
7.9. Lost Wingman. ..................................................................................................... 42
7.10. Armament System Malfunctions. .......................................................................... 43
7.11. In-flight Practice of Emergency Procedures. ......................................................... 44
7.12. Search and Rescue (SAR) Procedures. .................................................................. 44
7.13. Post Arresting Gear Engagement Procedures. ..................................................... 45
7.14. AGCAS and PARS Reporting Procedures. .......................................................... 45
7.15. For AGCAS and PARS events. ............................................................................. 45
7.16. Units will report AGCAS and PARS events. ......................................................... 45
7.17. Controlled Bailout Procedures. ............................................................................. 46

Chapter 8—LOCAL OPERATING PROCEDURES 47

8.1. General. .............................................................................................................. 47
8.2. Units will include procedures for the following in the appropriate section above
(as applicable): ..................................................................................................... 47
8.3. Instructions........................................................................................................... 48

Attachment 1—GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 49

Attachment 2—FLIGHT BRIEFING GUIDES 55

6 AFMAN11-2F-16V3 4 FEBRUARY 2020

Chapter 1

GENERAL GUIDANCE

1.1. Roles and Responsibilities. This manual prescribes procedures for operating F-16 aircraft
under most circumstances. It is not a substitute for sound judgment. Procedures not specifically
addressed may be accomplished if they enhance safe and effective mission accomplishment.
1.1.1. Commanders. Commanders at their respective tier levels are responsible for complying
with guidance in this manual. (T-1). F-16 flying unit wing commanders, delegated no lower
than Operations Group Commander (or equivalent), are responsible for providing local
operating guidance to supplement the requirements of this Manual. (T-1).
1.1.2. Pilot in Command Authority. The pilot in command is responsible for, and is the final
authority for the operation of the aircraft. (T-1). Pilots will use best judgement to safely conduct
flying operations. (T-1).
1.2. Waivers. Forward waiver requests through appropriate channels to the applicable
MAJCOM/A3 or equivalent, or Commander Air Force Forces (COMAFFOR) for those aircrew
and assets under the COMAFFOR’s oversight, for approval. The COMAFFOR, MAJCOM/A3 (or
equivalent) will notify ACC/A3 of waivers within 72 hours of issuance. Wing commanders will
notify the publication OPR within 72 hours of waiver approval (T-2). In accordance with AFI 33-
360, a copy of the approved waiver must follow within 30 days of issuance (T-2). An email to the
waived publication OPR that includes a completed AF Form 679, Air Force Publication
Compliance Item Waiver Request/Approval or equivalent will suffice. Waiver authority for
supplemental guidance will be as specified in the supplement and approved through higher level
coordination authority.
AFMAN11-2F-16V3 4 FEBRUARY 2020 7

Chapter 2

MISSION PLANNING

Section 2A—General

2.1. Responsibilities. The responsibility for mission planning is shared jointly by all flight
members and the operations and intelligence functions of fighter organizations. Fighter unit
personnel must accomplish sufficient flight planning to ensure safe mission execution, to include
fuel requirements, map preparation, and takeoff/landing data. (T-1).
2.2. Bird/Wildlife Aircraft Strike Hazard (BASH) Programs. Bird Watch Conditions are
defined in AFI 91-202, The US Air Force Mishap Prevention Program, and AFI 91-212,
Bird/Wildlife Aircraft Strike Hazard (BASH) Management Program. The OG/CC will determine
local BASH procedures. (T-3).
2.2.1. Takeoffs, landings, or low-levels within one hour of either sunrise or sunset during the
phase II period increase likelihood of bird strike. Significant bird hazards are published in
flight information publications (FLIP) general planning GP, the IFR Supplement and local
airfield guidance.
2.2.2. When operating at airfields where no BASH program exists, pilots should make
decisions based on observable bird conditions and seek assistance from local airfield personnel.
2.2.3. Pilots should consider bird migratory patterns during enroute portion of the mission to
minimize the potential of an in-flight bird strike. The Bird Avoidance Model (BAM) on United
States Avian Hazard Advisory System (http://www.usahas.com) provides BASH
information, including regionalized CONUS bird migration, portable flight planning software
(PFPS) overlay, and latest news. See AFI 91-212 for additional information.
2.3. Standards. The OG/CC may publish and approve group or wing standards. Operations
Group Standardization and Evaluation (OGV) will review all standards for AFI 11-series
compliance prior to publication. (T-1).
2.4. Chemical, Biological, Radiological, Nuclear, and High Yield Explosive
(CBRNE). Potential adversary use of CBRNE weapons against a friendly airfield presents a
serious threat to flying operations. Although the most effective way for aircrews to avoid this
threat is to be airborne before those weapons are detonated/dispersed and then land at a field that
has not been contaminated, all personnel must be prepared to operate from a field that has come
under CBRNE attack. (T-1).
2.4.1. Mission Preparation. Be aware of the status of the CBRNE environment at the planned
launch and recovery airfields, potential divert bases, and throughout the area in which the sortie
may fly. Know the current and forecast surface wind direction and the MOPP level in effect
for relevant sectors of the airfield. Don appropriate aircrew chemical defense equipment
(ACBRN) or Ground Crew Ensemble (GCE) to match the appropriate MOPP level (reference
AFTTP 3-4, Airman’s Manual, and carry individual protective equipment (IPE) as required.
(T-1).
2.4.2. Stepping to Fly and Aircraft Preflight. This may entail donning ACBRN or transitioning
from GCE to ACBRN. Take precautions to protect aircrew from injury and or contamination
8 AFMAN11-2F-16V3 4 FEBRUARY 2020

while in transit from the squadron facility to the aircraft. (T-1). If possible, transport aircrew
in a vehicle that provides overhead cover (enclosed vehicle). If aircrew travel on foot is
unavoidable, choose a route that takes maximum advantage of available overhead cover (sun
shades, buildings, etc.) to avoid agents that may be settling from the air. If extra aircrew
members are available for preflight duties, consider assigning them to do so wearing GCE.
This will allow the aircrew actually flying to minimize exposure. If Alarm Red occurs during
the step or preflight process, take cover and don appropriate MOPP. (T-1). This may require
use of the ground crew mask. A hardened aircraft shelter (HAS) provides optimum protection,
if available. Use caution if entering a HAS that contains aircraft and/or equipment. Close doors
after entry. If a HAS or other overhead cover is not immediately available, accept the best
rapidly reachable cover.
2.4.3. Engine Start to Takeoff. If a HAS is available, use it to minimize exposure time by
accomplishing aircraft arming and End of Runway (EOR) procedures inside it (if local
procedures permit) and by delaying taxi time as long as possible prior to takeoff.
2.4.3.1. Aircraft Launch to Survive (LTS). Units will develop local procedures to provide
this option to the commander. (T-1). In general, aircraft may LTS any time after engine
start if they have sufficient fuel and safe, expeditious access to a runway. This option may
only be practical for aircraft that are near EOR prior to takeoff or that have just landed.
2.4.3.2. Alarm Red Prior to Taxi. If in a HAS, the normal procedure is to shut down.
Engine noise may preclude effectiveness of normal alert notification procedures, so ensure
ground personnel are aware of the alarm warning, assume proper MOPP, and close HAS
doors. Use hand signals if necessary.
2.4.3.3. Alarm Red (or Theater Equivalent) After Taxi. Units typically establish
procedures for this contingency depending on whether additional protection is available
along the taxi route (empty HAS, for instance). Ideally, ground crew sheltering in such a
HAS would be available to assist in normal engine shutdown procedures and to close HAS
doors. If protection is not available, the best option may be LTS. Maintain contact with
Command and Control (C2) entities (Wing Operations Center, Maintenance Operations
Center, Supervisor of Flying, etc.) to ensure unity of effort in the overall plan. (T-1).
2.4.4. Takeoff to Landing.
2.4.4.1. Contamination. If Chemical Warfare (CW) agent contamination occurred prior to
takeoff, flying the aircraft will dissipate the agent to some degree. The total amount of
dissipation will be greater with lower flight altitudes and longer flight times. Because the
agent may have entered wheel wells, flaps, etc., consider flying in landing configuration to
increase airflow to these areas. In any circumstances, merely flying the aircraft is unlikely
to achieve complete decontamination.
2.4.4.2. Preparing to Land. Aircrew should remain aware of the status of primary and
alternate landing locations. Do not attempt to land during Alarm Red situations unless
there is no other option. Follow C2 directions and either hold or divert. If mission needs
preclude divert, hold until the Alarm Red (or theater equivalent) has cleared or become an
Alarm Black. Prior to landing, gain awareness of contaminated sectors of the airfield and
of current/forecast surface winds. Use this information in conjunction with C2 direction
to plan a route from landing to engine shutdown. The liquid deposition phase following a
AFMAN11-2F-16V3 4 FEBRUARY 2020 9

CW airburst attack can extend up to 1 hour. If landing during Alarm Black, expect a
contaminated environment and MOPP 4.
2.4.5. Landing to Engine Shutdown. Take advantage of any protection available, minimizing
taxi time and distance. Maintain contact with C2 in order to remain aware of unexploded
ordnance and/or damage to airfield movement surfaces. (T-1). If a HAS is available and local
procedures permit, accomplish aircraft de-arm and EOR procedures there. If Alarm Red (or
Theater Equivalent) occurs between landing and engine shutdown, considerations are similar
to those discussed in the engine-start-to-takeoff section.
2.4.6. After Engine Shutdown. Don appropriate MOPP if not already worn. (T-1). If
circumstances permit, accomplish normal post-flight inspection procedures. If the aircraft is
not contaminated, close the canopy. If there is any suspicion of personnel contamination,
aircrew will process through an aircrew contamination control area (ACCA). (T-1).
Accomplish maintenance debriefings under cover to the maximum extent possible.
2.5. Flight Material Preparation.
2.5.1. Mission Data Card (MDC). The minimum takeoff and landing data (TOLD)
requirements on the MDC are: 2,000 foot acceleration check speed (if computed takeoff roll
exceeds 2,500 feet); refusal speed (dry/wet); rotation speed; takeoff speed; takeoff distance;
normal landing speed and distance (dry/wet); heavyweight (immediately after takeoff) landing
speed and distance (dry/wet). If computed takeoff roll is less than 2,500 feet, pilots must
evaluate aircraft performance by comparing actual takeoff distance to computed takeoff
distance or use a 1000 foot acceleration check speed. (T-1).
2.5.2. Local Area Maps. Pilots must carry a local area map unless pilot aids include jettison
areas, divert information, controlled bailout areas, and provide sufficient detail of the local area
to remain within assigned training areas. (T-1).
2.5.3. Enroute Charts. Pilots may substitute FLIP enroute charts for maps on navigational
flights within areas adequately covered by these charts.
2.5.4. Low Altitude Maps.
2.5.4.1. On low altitude flights, each pilot will carry a current map (updated using Chart
Update Manual or electronic equivalent) of the route/operating area. (T-1). Pilots will
ensure it is of such scale and quality that the detail of terrain features, hazards, and chart
annotations permits navigation and safe mission accomplishment. (T-1). Pilots will
circle/highlight manmade obstacles at above planned flight altitude within 5 nautical miles
(NM) of the planned route. (T-1). Pilots will annotate time or distance tick marks and
headings. (T-1).
2.5.4.2. Pilots will annotate route abort altitude (RAA) using the instrument flight rules
(IFR) Off Airways guidance in AFI 11-202V3, para 6.2.2.2. (T-1).
2.5.4.3. For flights inside the CONUS under visual flight rules (VFR) or inside Military
Training Routes (MTR), pilots will comply with the following:
2.5.4.3.1. Use FLIP AP/1B and either sectional aeronautical charts or mission planning
software (e.g., Falcon View/JMPS). (T-1). Pilots will select the following overlay
options for PFPS/Falcon View: airports/heliports, airspace boundaries, airways, MTR,
parachute jump and special use airspace boundaries. (T-1).
10 AFMAN11-2F-16V3 4 FEBRUARY 2020

2.5.4.3.2. Annotate low level charts, or locally developed low-level route books, with
location and dimensions of class B/C/D airspace, military airfields, civil airfields, and
other potential high density traffic areas (e.g., parachute activity areas and ultra-
light/hang glider/glider sites) within 5 NM of any planned VFR route or MTR lateral
boundary. (T-1). Pilots will annotate airfield approach control frequencies in the
vicinity of class B/C/D airspace as well as the intersection of other VR/IR routes or
other areas of conflict. (T-1).
2.5.4.4. Outside the continental United States (CONUS), pilots will follow gaining
MAJCOM, theater, or host nation guidance on mission planning. (T-1). If no such
guidance exists, pilots will use the best charts or flight planning software overlay options
available to accomplish the intent of maximizing traffic awareness and awareness of
controlled airspace boundaries. (T-1).
2.5.5. Digital Terrain System (DTS) and Automatic Ground Collision Avoidance System
(AGCAS). F-16 mission planners will ensure re-gridded digital terrain elevation data
(RDTED) coverage is adequate for the mission area and is loaded to each flight member’s
advanced data transfer cartridge ADTC to ensure maximum AGCAS protection. (T-1).
Without appropriate RDTED coverage, or when corrupted data is present, AGCAS still
provides recovery protection to 50 feet MSL, however this may not prevent potential ground
collision when MSL elevation is higher.
2.5.6. All qualified crewmembers will carry current and applicable checklists and pilot aids
on every flight. (T-1).
2.6. Fuel Conservation. Pilots will manage aviation fuel as a limited commodity and precious
resource; design procedures for optimal fuel use and efficiencies throughout all phases of mission
execution, to include ground operations, flight plans, power settings and climb/descent profiles.
(T-1). Incorporate enroute tasks to make maximum use of airborne learning opportunities.
2.7. Overwater. Except where approved by Operations Group Commander (OG/CC), aircrew
must accomplish planned flights over water, outside of the local training area (e.g., deployments,
cross countries, programmed delivery for maintenance (PDM) inputs, etc.) as a two-ship
minimum. (T-2). AFI 11-207, Fighter Aircraft Delivery, waiver authorities apply for deployments
under ACC/Air Operations Squadron (AOS) movement control.
2.8. Briefing and Debriefing.
2.8.1. All flight members will attend the briefing unless previously coordinated with
unit/squadron supervisors. (T-3). Flight leads are responsible for presenting a logical briefing
to promote a safe and effective mission. Structure flight briefings to accommodate the
capabilities of each pilot in the flight. Any item published in combat air force
(CAF)/wing/group/squadron standards or AFI/AFMANs and understood by all participants
may be briefed as "standard."
2.8.2. Flight leads must plan adequate time to discuss required briefing items depending on
complexity of the mission and pilot capabilities, and start flight briefings at least 1.5 hours
before scheduled takeoff. (T-1). Flight leads will start alert briefings in sufficient time to be
completed prior to pilot changeover. (T-1). Items may be briefed in any sequence, provided
all minimum requirements listed in this manual and AFI 11-202V3, para 4.19 are addressed.
(T-0). Additional time and cockpit/crew resource management emphasis is necessary in D-
AFMAN11-2F-16V3 4 FEBRUARY 2020 11

model sorties especially on familiarization and incentive flights. The passenger must
demonstrate oxygen regulator use, ability to establish multiple airways and mask removal after
being strapped in. (T-1). Reference Attachment 2 for example briefing guides. Flight leads
will include the following for all flight briefings:
2.8.2.1. Weather and notices to airmen (NOTAMs). (T-2).
2.8.2.2. Emergency procedures. (T-2).
2.8.2.3. Mission priorities and task management. (T-2).
2.8.2.4. Significant rules (e.g., SPINS, Training Rules, ROE). (T-2).
2.8.2.5. Flight member responsibilities and deconfliction contracts. Flight leads will brief
a formation deconfliction/blind/get well plan for every phase of flight. (T-2).
2.8.3. Flight leads will emphasize the following for all low-level briefings:
2.8.3.1. Obstacle/terrain acquisition and avoidance, bird hazards, emergency actions and
weather avoidance with route abort procedures. (T-2).
2.8.3.2. Employment of all Collision Avoidance Advisories and Digital Terrain System
warnings to include AGCAS. (T-2).
2.8.3.3. Human factors to include task prioritization, G-excess illusion, and perceptual
issues associated with flight over water/featureless terrain. (T-2).
2.8.3.4. Airfield approach control frequencies in the vicinity of class B/C/D airspace as
well as the intersection of other VR/IR routes or other areas of conflict. (T-2).
2.8.4. Dissimilar Formation Briefing. Flight leads must emphasize proper position to ensure
wingtip clearance, flight member responsibilities, and aircraft-unique requirements for each
phase of flight. (T-1).
2.8.5. Alternate Mission/Events and Multiple Go Days. Flight leads will:
2.8.5.1. Brief an alternate mission for each flight. (T-1).
2.8.5.1.1. Ensure the alternate mission is less complex than the primary. (T-1). It
should parallel the primary mission (e.g., Basic Fighter Maneuvers as alternate for Air
Combat Maneuvers, Basic Surface Attack for Surface Attack Tactics, and Tactical
Intercepts for Defensive Counter Air).
2.8.5.1.2. Brief the specific mission elements that are different, if the alternate mission
does not parallel the planned mission. (T-1).
2.8.5.1.3. Ensure unbriefed missions/events are not flown. (T-1).
2.8.5.1.4. Mission elements may be modified and briefed airborne as long as flight
safety is not compromised. Flight leads will ensure changes are acknowledged by all
flight members. (T-1). Continuation training (CT) missions may fly primary or
alternate missions in any sequence.
2.8.5.2. During deployed operations, exercises, or multiple-go days when aircraft turn
times do not allow follow-on mission brief(s), if all flight members attend an initial flight
brief, the flight lead need only brief any changes for subsequent flights.
12 AFMAN11-2F-16V3 4 FEBRUARY 2020

2.8.5.3. On multiple-go days, when subsequent missions are of equal or less complexity.
Continuation training (CT) missions may fly primary or alternate missions in any sequence.
Units will schedule and plan upgrade/evaluation events on the first sortie only. (T-3). If
that sortie is non-effective for weather, maintenance or airspace, instructor pilots
(IPs)/standardization and evaluation flight examiners (SEFEs) may elect to accomplish the
planned upgrade/evaluation events in the second sortie.
2.8.6. Debriefing.
2.8.6.1. Flight leads will ensure all missions are debriefed and address in-flight execution,
flight member responsibilities, deconfliction contracts, tactical employment priorities, and
sensor management. (T-1).
2.8.6.2. Flight leads will review the video/audio record of all tactical portions of the sortie
to assess flight members’ anti-G straining maneuver (AGSM) effectiveness. (T-1). It is
imperative to evaluate AGSMs after pilots have had time to fatigue. This is typically when
the AGSM breaks down and G-induced Loss of Consciousness (GLOC) occurs. Pilots
with poor AGSM technique or low G-tolerance will be identified to the operations officer.
(T-1). The squadron commander has the option of directing refresher centrifuge training
in accordance with AFMAN 11-404, Fighter Aircrew Acceleration Training Program.
2.9. Unit Developed Checklists/Local Pilot Aids. Unit developed checklists used in lieu of
flight manual checklists must contain all items, verbatim and in order, unless specifically addressed
in the flight manual. (T-1). OGV will ensure pilot aids contain the following items:
2.9.1. Briefing guides (reference Attachment 2 for examples). (T-1).
2.9.2. Local radio channelization. (T-1).
2.9.3. Appropriate airfield diagrams, to include cable/net barrier information. (T-1).
2.9.4. Emergency information (impoundment procedures, emergency action checklists, no
radio (NORDO) procedures, divert information, search and rescue procedures, etc.). (T-1).
2.9.5. Divert base cable and barrier information. (T-1).
2.9.6. Bailout and jettison areas. (T-1).
2.9.7. Cross-country procedures to include: command and control, engine documentation,
Joint Oil Analysis Program (JOAP) samples, and aircraft servicing. (T-1).
2.9.8. Other information as desired such as: stereo flight plans, turn procedures, local training
areas, instrument preflight, and alert setup procedures. (T-3).

Section 2B—Night (see also night sections of Chapter 3, Chapter 5 and Chapter 6)

2.10. Minimum Safe Altitude (MSA). Pilots will compute the MSA for each leg of the intended
route of flight in accordance with AFI 11-214. (T-1).
2.11. Night chart requirements. Pilots must comply with the minimum requirement of a Form
70 or chart/map containing headings, RAAs, MSAs, and maximum/minimum route structure
altitudes. (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 13

2.12. Video/Audio Recording. Pilots will operate the Digital Video Audio Data Recorder
(DVADR)/ Digital Video Recorder (DVR) to the maximum extent possible without negatively
impacting mission accomplishment and debrief. (T-1).
2.13. G-Suit Use. Pilots will wear anti-G garments on all flights regardless of anticipated Gs. (T-
3).
14 AFMAN11-2F-16V3 4 FEBRUARY 2020

Chapter 3

NORMAL OPERATING PROCEDURES

Section 3A—Ground Operations

3.1. Preflight. Pilots must:

3.1.1. [B/D model aircraft] Place the stick control switch in the FWD position when the rear
cockpit is occupied by other than a fully qualified F-16 pilot. (T-1).
3.1.2. Not carry baggage/equipment in an unoccupied rear cockpit; in the avionics bay behind
the cockpit; or in the aft canopy fixed transparency area (turtle back). (T-1).
3.1.3. Not place objects in or on top of the engine intake. (T-1).
3.1.4. Secure publications, maps and personal items to avoid flight control/ throttle
interference. (T-1).
3.1.5. Select Pressure Breathing (PBG) except when using Aircrew Eye and Respiratory
Protection System (AERPS) or Aircrew Chemical Biological, Radiological, Nuclear
(ACBRN) equipment (T-1).
3.1.6. Remove the port plug on the CRU-94/120 (if installed), if flying with the COMBAT
EDGE vest, and stow the plug during flight to prevent a foreign object damage (FOD) hazard,
then re-install upon completion of the sortie. (T-1).
3.1.7. Ensure ejection seat survival kit deployment switch is in the automatic position. (T-1).
3.1.8. Not select CAT I on the Stores Configuration Switch with Category III configurations
in accordance with T.O. 1F-16-1-2. (T-1). The Automated Stores Configuration System
(ASCS), https://awbs.hill.af.mil, may be used to find the desired loading and stores
limitations; the published 1F-16( )-1-2/1-3/1-4 takes precedence over any discrepancies.
3.2. Ground Visual Signals. Normally, pilot and ground crew communicate by the intercom
system during all start-engine, pre-taxi and end of runway (EOR) checks. Pilots and ground crew
must use the intercom system to the maximum extent possible anytime maintenance technicians
are performing "redballs" on the aircraft and for emergency power unit (EPU) checks performed
in congested areas. (T-1). Pilots will not actuate any system which endangers ground crew prior
to receiving acknowledgment. (T-1). Units with an active air defense commitment may waive use
of ground intercom during alert scrambles. When ground intercom is not used, pilots and ground
crew will use visual signals in accordance with AFMAN 11-218, Aircraft Operations and
Movement on the Ground, and this volume. (T-1). The crew chief will repeat the given signal
when it is safe to operate the system. (T-1). Pilots and ground crew must use the following signals
that augment AFI 11-218. (T-1).
3.2.1. EPU OPERATIONAL CHECK. Raise two fingers and rotate hand.
3.2.2. FLIGHT CONTROLS CLEAR. Raise arm, clench fist, and make a stirring motion.
3.2.3. BRAKE CHECK. Hold left or right arm horizontal, open hand and push forward,
breaking at the wrist (as in applying rudder pedal pressure with feet).
3.2.4. LOSS OF BRAKES WHILE TAXIING. Lower tailhook.
AFMAN11-2F-16V3 4 FEBRUARY 2020 15

3.2.5. GUN ARMAMENT CHECK. Point index finger forward with thumb upward
simulating a pistol and shake head (yes or no).
3.2.6. EPU ACTIVATION. Raise hand with palm open and perform shoving motion
indicating "stay away." Then cup hands over oxygen mask indicating hydrazine vapors may
be present.
3.3. Taxi and Arming.
3.3.1. Taxi Interval/Speed. Minimum taxi interval is 150 feet staggered or 300 feet in trail.
Spacing may be reduced when holding short of or entering the runway. Unless mission
requirements dictate, pilots will limit taxi speed to 30 knots, 15 knots over a raised cable, and
10 knots in turns. (T-1).
3.3.2. Ice/Snow Conditions. Pilots will not taxi during ice and/or snow conditions until all
portions of the taxi route and runway have been checked for safe conditions. (T-1). When ice
and/or snow are present on the taxiway, pilots will taxi on the centerline with a minimum of
300 feet spacing. (T-1). Minimum RCR for taxi is 10. (T-3).
3.3.3. Ice FOD Procedures. The following procedures apply when the conditions in T.O. 1F-
16-1 indicate engine damage due to icing is possible.
3.3.3.1. If conditions warrant, the Supervisor of Flying (SOF)/Top 3 will have the first
flight lead start 5 minutes early to check for inlet ice formation. (T-3).
3.3.3.2. Pilots must position ANTI ICE switch to ON prior to engine start. (T-1).
3.3.3.3. An ice FOD monitor must be available to monitor the engine inlet for ice buildup
whenever the aircraft is stopped for an extended period of time (i.e., ramp/shelter and
EOR). (T-1). Avoid standing water and snow/slush accumulations.
3.3.3.4. Pilots must hold in the arming spot with an ice FOD monitor present until cleared
for take-off. (T-1).
3.3.3.5. Pilots must shutdown immediately if icing is visually detected and notify the
SOF/Top 3. (T-1). Make an appropriate entry in the aircraft forms and qualified personnel
must accomplish an intake inspection prior to restarting the engine. (T-1).
3.3.4. EPU Check. Pilots will not allow maintenance technicians to approach the aircraft until
the EPU check is complete. (T-1). Pilots must use intercom or a "thumbs up" signal to indicate
when safe. (T-1).
3.4. EOR Inspections and Before Takeoff Checks. Pilots will place hands in view of ground
personnel while the quick check inspection and/or arming/de-arming are in progress. (T-1). If the
intercom system is not used during EOR checks, the pilot will establish and maintain visual contact
with the chief and use visual signals. (T-1). Pilots must ensure EOR inspections are accomplished
immediately prior to takeoff at a designated location, usually near the end of the runway or while
departing the chock area (not required for alert scrambles). (T-1). At non-USAF bases, pilots will
make every attempt to coordinate an EOR inspection with the host maintenance unit. (T-1).
3.4.1. Forward Firing Ordnance. Pilots will not taxi in front of aircraft being armed/de-armed
with forward firing ordnance. (T-3).
16 AFMAN11-2F-16V3 4 FEBRUARY 2020

3.4.2. Flight members will inspect each other for proper configuration and any abnormalities.
(T-3).
3.5. Flight Lineup. Consider weather conditions, runway conditions, and runway width. Pilots
must comply with minimum spacing between separated elements/flights of 500 feet. (T-1).
Wingmen must maintain wingtip clearance with their element lead. (T-1). If runway width permits,
pilots will lineup with wingtip clearance between all aircraft in the flight. (T-1).

Section 3B—Takeoff and Departure

3.6. Takeoff. Pilots will:

3.6.1. Not takeoff when the RCR is less than 10. (T-1). If reporting “slush on runway”,
consider the RCR is 12 unless otherwise reported and takeoffs are authorized.
3.6.2. Review takeoff data with emphasis on takeoff and abort factors such as short/wet
runway, heavy gross weights, and cable configurations. (T-1).
3.6.3. On training missions, not takeoff if the computed takeoff roll exceeds 80 percent of the
available runway. (T-1).
3.6.4. Ensure a compatible departure end cable is raised for all takeoffs and landings
(including remotely operated cables). (T-3).
3.6.5. Get OG/CC approval for intersection takeoffs if operational requirements dictate.
3.6.6. Make an afterburner takeoff anytime the computed MIL power takeoff roll exceeds 50
percent of the available runway. (T-1).
3.6.7. Centerline Stores: start the takeoff roll beyond a raised approach end cable unless
runway length, runway conditions (wet/icy), winds, gross weight or cable availability dictate
otherwise. (T-3). Exception: aircraft with a centerline fuel tank or a centerline mounted
AN/ALQ-188 pod may takeoff across approach end BAK-12 arrestment cables with an 8-point
tie down system.
3.6.8. Comply with minimum takeoff interval between aircraft/elements of 10 seconds (15
seconds for afterburner). (T-1). Pilots will increase interval to 20 seconds minimum for join-
up on top or when carrying live air-to-surface ordnance (excluding BDU-33s, rockets, and
20mm ammunition). (T-1).
3.6.9. Steer the aircraft toward the center of the runway after releasing brakes. (T-1).
3.7. Initial Join-up and Rejoins. Aircraft/elements will:
3.7.1. Comply with the minimums of 1,500 foot ceiling and 3 statute miles (5 km) visibility
for VFR join-ups below a ceiling. (T-1).
3.7.2. Maintain 350 knots calibrated air speed (KCAS) while climbing or 300 KCAS at cruise
until join-up is accomplished unless mission requirements necessitate a different airspeed. (T-
3). Pilots may delay AB cancellation to establish closure on lead or lead element. OG/CCs
may approve different climb and cruise airspeeds within dash one limits.
3.7.3. Accomplish battle damage (BD) check on return to base (RTB) when practical (i.e.,
weather prohibits accomplishing BD check). (T-2). Aircraft/elements are required to complete
this check after expending any ordnance (including 20mm ammunition). (T-3).
AFMAN11-2F-16V3 4 FEBRUARY 2020 17

3.7.4. Accomplish air-to-air systems checks above 10,000 feet MSL when practical. (T-1).
3.7.5. For further join-up procedures, see Night Operational Procedures (Section 3E) and
Instrument Procedures (Chapter 4).

Section 3C—Enroute

3.8. Air Refueling.

3.8.1. Pilots undergoing initial or re-currency training in air refueling will not refuel with a
student boom operator. (T-1). Lead/IP will announce when an upgrade or re-qualification pilot
is in the formation and request a qualified (non-student) boomer. (T-1).
3.8.2. Pilots will inform boom operator when refueling from particular tanker type (e.g., KC-
10, KC-135, or KC-46) for the first time. (T-1).
3.8.3. Quick flow procedures are authorized and pilots will conduct them in accordance with
ATP-56B and AFTTP 3-3.F-16, Combat Aircraft Fundamentals-F-16. (T-1).
3.9. Aircraft Handling Characteristics (AHC) and Automated Recovery Training Series
(ARTS)/Maneuvering Parameters.
3.9.1. Pilots will comply with the following minimum altitudes for the prescribed maneuvers:
3.9.1.1. Confidence Maneuvers/Advanced Handling - 10,000 feet above ground level
(AGL), except dive recovery maneuver (15,000 feet AGL minimum entry altitude). (T-1).
3.9.1.2. Horn Awareness and Recovery Training series (HARTS) numbers 1, 2 and 3 -
10,000 feet AGL. (T-1).
3.9.1.3. HARTS series numbers 4 and 5 - 15,000 feet AGL. (T-1).
3.9.1.4. Not descend below 5,000 feet AGL during aerobatic maneuvering. (T-1).
3.9.1.5. HARTS 3 with pilot activated recovery system (PARS) – 10,000 feet AGL. (T-
1).
3.9.1.6. ARTS 2 – 8,000 feet AGL. (T-1).
3.9.1.7. ARTS series number 1, 3, 4, and 5 – 5,000 feet AGL. (T-1).
3.9.2. Pilots must avoid flight through wingtip vortices/jet wash. (T-1). If unavoidable, the
aircraft should be unloaded immediately to approximately 1 G.
3.9.3. Pilots will not manually extend the trailing edge flaps in an attempt to improve aircraft
performance. (T-1). Exception: Trailing edge flaps may be manually extended during
intercepts performed by airspace control alert tasked unit aircraft, or during low/slow (below
5,000 feet AGL) visual identification (VID) training, on targets traveling at less than 200
KCAS. Once extended, pilots will not return the ALT FLAPS switch to NORM until above
240 KCAS and 2,000 feel AGL.
3.9.4. Pilots will not attempt to bypass flight control limiters to improve performance. (T-1).
Examples are: transfer fuel to alter center of gravity (CG), manual pitch override (MPO) to
gain additional negative G or assaulting two limiters at low airspeed.
18 AFMAN11-2F-16V3 4 FEBRUARY 2020

3.9.5. The minimum airspeed for all maneuvering is based upon activation of the low speed
warning tone. Except when operating IAW a MAJCOM-approved syllabus (e.g., air force
materiel command (AFMC) high angle of attack training), the pilot will take action to correct
the low speed condition when the low speed warning tone sounds. (T-1).
3.9.6. The following is guidance for Horn Awareness and Recovery Training Series (HARTS)
(reference AFTTP 3-3.F-16):
3.9.6.1. Pilots will fly HARTS maneuvers in category (CAT)-1 loaded aircraft only. (T-
1).
3.9.6.2. In F-16 C/D Block 40-52 aircraft, pilots will not fly HARTS maneuvers 4 and 5
unless in one of the following configurations: Clean (no tanks), or 300 gallon centerline
tank. MAU-12s may be carried on stations 3 and 7, and/or AIM-9/AMDs/ACMI/CATM-
120s may be carried on stations 1, 2, 8 and/or 9. Pilots must ensure CATM-120s are
symmetrically loaded if carried. (T-1). AIM-9/AMD/ACMI can be symmetric or one
missile asymmetric. Inlet mounted target pod TGP and/or harm target system (HTS) pods
may be carried.
3.9.6.3. For all F-16 Blocks, external tanks should be dry to avoid a faster than expected
airspeed bleed-off due to excessive weight during the pull up, for all HARTS maneuvers.
3.9.7. The following is guidance for Automated Recovery Training Series (ARTS) for PARS
recovery profiles (reference AFTTP3-3.F-16):
3.9.7.1. With exception of the HARTS 3 with PARS maneuver, PARS demo maneuvers
may be flown in any aircraft configuration unless concern for over-G exists. However, a
CAT I loading is preferred to demonstrate the full maneuvering potential of the automated
recovery system. The potential for over-G exists if any Nose-low PARS maneuver is
performed when the aircraft configuration has a symmetric G-limit of less than 6.2 G CAT
I or 5.2 G CAT III.
3.9.7.2. Pilots will not demonstrate AGCAS recoveries by executing dive maneuvers
toward the ground. (T-1). AGCAS is designed to provide a minimal buffer above the
ground during recovery and pilots must not intentionally activate it. (T-1).
3.10. Formation, General. Flight leads and instructors will ensure contracts, roles and
responsibilities of each flight member are established, briefed, executed and debriefed. (T-1).
Flight members will immediately notify lead if unable to fulfill basic responsibilities, contracts or
other assigned tasks. (T-1). Flight leads will avoid tasking element leads/wingmen beyond their
abilities without sacrificing basic responsibilities. (T-1). Reference AFTTP 3-3.F-16 and AFTTP
3-1.F-16, Tactical Employment-F-16.
3.10.1. The flight lead is always responsible for flight actions. Wingmen will be prepared to
take the lead when directed. (T-1).
3.10.2. In instrument meteorological conditions (IMC), pilots will comply with the maximum
flight size in visual formation of four aircraft except when flying in close formation with a
tanker. (T-1).
3.10.3. Pilots will not use rolling maneuvers to maintain or regain formation position below
5,000 feet AGL or in airspace where aerobatics are prohibited. (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 19

3.10.4. Pilots must use airborne visual signals in accordance with AFPAM 11-205, Aircrew
Quick Reference To Aircraft Cockpit And Formation Flight Signals, or detailed in local
procedures. (T-1). Pilots must initiate configuration changes for four-ship flights by radio
call, when practical. (T-1). When formation position changes are directed by radio, all
wingmen will acknowledge prior to initiating the change. (T-1). Pilots must make a radio call
when directing position changes at night or under instrument conditions. (T-1).
3.10.5. Flight leads will not break up flights from visual or sensor formations until each pilot
has a fix from which to navigate (visual, radar, inertial navigation system (INS) or tactical air
navigation (TACAN) system). (T-1).
3.10.6. Lead changes. Pilots will:
3.10.6.1. Comply with the minimum altitude for changing leads within a formation of 500
feet AGL over land or 1,000 feet AGL over water [see also Night Operational Procedures
(Section 3E)]. (T-1).
3.10.6.2. Initiate lead changes from a stabilized, wings level attitude during limited
visibility conditions (e.g., night, IMC). (T-1). See also Night Operational Procedures
(Section 3E) and Instrument Procedures (Chapter 4). (T-1).
3.10.6.3. Not initiate lead changes with the wingman further back than normal fingertip or
route position, or greater than 30 degrees back from line abreast. (T-1).
3.11. G-Awareness Exercises (G-Ex) (Reference AFTTP 3-3 F-16 and AFI 11-214).
3.11.1. Pilots must accomplish a G-Ex if planned maneuvering exceeds 5G. (T-1). Pilots will
accomplish the G-Ex day or night, only in visual meteorological conditions (VMC), with a
discernible horizon, and only when unaided or NVG-aided visual cues are adequate to safely
perform the maneuver. (T-1). If these requirements are not met, pilots must omit the G-Ex and
reduce mission tasking to limit maneuvering to 5G. (T-1).
3.11.2. Unless performing a syllabus required event (e.g., chase of a G-Ex), flight members
will follow AFTTP 3-3.F-16 G-Awareness Exercise Procedures. (T-1). Pilots use on-board
systems (e.g., air-to-air TACAN, Radar, data link) to establish separation prior to maneuver
execution. (T-1).
3.11.3. Pilots must conduct the G-Ex in order of preference listed below to help ensure the
airspace is clear from potential traffic conflicts. (T-1). If practical, use air traffic control (ATC)
to help clear the airspace:
3.11.3.1. Special Use Airspace (e.g., Restricted/Warning areas, Air Traffic Control
Assigned Airspace (ATCAA), memorandum of understanding (MOA)s and MAJCOM
approved large scale exercise/special mission areas).
3.11.3.2. In VFR only above 10,000 feet MSL outside of special use airspace.
3.11.3.3. In VFR only inside the confines of a Military Training Route (MTR).
3.11.3.4. In VFR only below 10,000 feet MSL outside of special use airspace.
3.11.4. Flight/element leads flying outside of CONUS will follow gaining MAJCOM, theater
or host nation guidance on airspace in which G-Ex may be performed. (T-1). If no such
guidance exists, follow the above procedures to the maximum practical extent.
20 AFMAN11-2F-16V3 4 FEBRUARY 2020

3.12. Tactical Formations.

3.12.1. Tactical Maneuvering. Wingmen/elements must maneuver relative to the flight
lead/lead element and maintain sight. (T-1). Trailing aircraft/elements are responsible for
deconfliction with lead aircraft/elements and will do so vertically when required. (T-1). At
low altitude, wingmen/trailing elements will deconflict high. (T-1). Trailing
aircraft/element(s) will maintain sufficient spacing so that primary emphasis during formation
maneuvering/turns is on low altitude awareness and deconfliction within elements, not on
deconfliction between elements. (T-1). Normally, the wingman is responsible for flight path
deconfliction, but the flight/element lead will be primarily responsible when: (T-1).
3.12.1.1. Tactical maneuvering places the leader well aft of the wingman’s 3/9 line or
forces the wingman’s primary attention away from the leader (e.g., wingman becomes
engaged fighter).
3.12.1.2. The wingman calls "padlocked."
3.12.1.3. The wingman calls “blind.” Primary deconfliction responsibility transfers back
to the wingman once the wingman acknowledges a visual on his lead.
3.12.2. Loss of Visual (“Blind”) Procedures.
3.12.2.1. Flight members will call blind with an altitude to the hundreds of feet, i.e., “Blind
16.9.” (T-1). The visual flight member will respond with “visual” and talk eyes on. (T-1).
3.12.2.2. If the other flight member is also “Blind,” they will call blind with an altitude.
(T-1). Lead will be directive to ensure altitude separation is maintained and direct the
wingman’s flow direction. (T-1). Use a minimum of 500 feet (1,000 feet above 5,000 feet
AGL) altitude separation. Avoid climbs/descents through the deconfliction altitude. All
flight members must visually clear their flight path. (T-1).
3.12.2.3. If there is no timely acknowledgment of the original "Blind 16.9" call, then the
flight member/element initiating the call will maneuver away from the last known position
of the other flight member/element and climb/descend if necessary. (T-1). If visual contact
is still not regained, the flight lead will take additional positive action to ensure flight path
deconfliction. (T-1). Scenario restrictions such as sanctuary altitudes and/or adversary
blocks need to be considered.
3.12.3. Sensor formations. If situational awareness (SA) is lost or “Blind” in a sensor
formation, pilots must call “Blind” with altitude and follow the above procedures. (T-1).
Wingmen will strive to maintain an altitude stack at all times in sensor formation. (T-1).
3.13. Chase Formation.
3.13.1. Restrictions. Any pilot may fly safety chase for aircraft under emergency or
impending emergency conditions. All chase events may be flown by IP/Flight Examiners
(FEs) or upgrading IPs under the supervision of an IP. Pilots who have successfully completed
an Instrument/Qualification evaluation may chase as safety observer for aircraft performing
simulated instrument flight or hung ordnance patterns. Specialized missions (i.e., OT&E,
Weapon System Evaluation Program (WSEP), live weapons delivery, etc.) and training
conducted IAW AFMAN 11-2F-16V1, F-16--Pilot Training, may be chased by Combat
Mission Ready (CMR)/Basic Mission Capable (BMC) pilots designated by group/squadron
commanders.
AFMAN11-2F-16V3 4 FEBRUARY 2020 21

3.13.2. Procedures. (See AFTTP 3-3.F-16)

3.13.2.1. Chase aircraft can maneuver as necessary, but must maintain nose-tail
separation. (T-1). The chase will not stack lower than lead aircraft below 1,000 feet AGL.
(T-1). In the traffic pattern, the chase aircraft may maneuver as necessary to observe
performance.
3.13.2.2. A safety observer in chase will maneuver in a 30-60 degree cone with nose/tail
clearance out to a range of 1,000 feet, from which he can effectively clear and/or provide
assistance. (T-3).
3.13.2.3. For live ordnance missions, the chase pilot must ensure fragmentation
deconfliction for his aircraft. (T-1).
3.14. Show Formation. Mission planners will refer to AFI 11-209, Participation in Aerial
Events, and applicable MAJCOM or ANG directives for specific rules and appropriate approval
levels to participate in static displays and aerial events. AGCAS SHOW mode may be selected
only if operating IAW MAJCOM or ANG approved aerial events.
3.15. Low Altitude Operations (reference AFTTP 3-1 F-16 and AFTTP 3-3 F-16).
3.15.1. Airspeed and Altitude. Pilots will comply with the minimum airspeed for low level
navigation of 300 KCAS and the minimum altitude of 1,000 feet AGL (or IAW approved step-
down training). (T-1). For night or IMC operation, pilots will comply with the minimum
altitude of the MSA (see AFI 11-214) unless operating under NVG LOWAT Procedures. (T-
1).
3.15.2. At low altitude, pilots will immediately climb to a pre-briefed safe altitude (minimum
1,000 feet AGL) when experiencing task saturation, diverted attention, knock-it-off, or
emergencies. (T-1).
3.15.2.1. When a “PULL-UP-PULL-UP” warning sounds, the pilot will take immediate
action to ensure terrain clearance, while referencing the primary flight instruments. (T-1).
3.15.2.2. F-16s with pilot-selectable GCAS Minimum Terrain Clearance (MTC) settings
will set an altitude that does not result in “PULL-UP” warnings at normal operational
altitudes. (T-1). Pilots will comply with the minimum MTC of 50 feet for strafe and visual
bombing, and 25 percent of LOWAT Category minimum altitude for all other operations.
(T-1). Wings with significant tall trees in the operating area or VR routes will account for
average tree height when setting MTC altitudes. (T-1).
3.15.2.3. F-16s equipped with an operational AGCAS will ensure NORM mode is selected
prior to LOWAT operations down to 500 feet AGL to include HAS and LAS events. (T-
1). If operations are necessary below 500 feet AGL, AGCAS MIN mode may be selected
to prevent nuisance fly-ups.
3.15.3. Weather. Consult FLIP for minimum weather on a VR or IR route. For low altitude
training outside the CONUS, pilots will comply with theater/host nation guidance. (T-1).
While on a VR Route in deteriorating weather, assess whether VMC can be maintained. If
able to maintain VMC and it becomes apparent that weather ahead does not permit continued
flight on the VR, pilots will maintain VMC, slow down, maneuver to exit the route structure,
and establish a VFR hemispheric altitude. (T-0). If unable to maintain VMC pilots will climb
to briefed deconfliction altitudes (reference Paragraph 2.8). (T-1). Squawk applicable
22 AFMAN11-2F-16V3 4 FEBRUARY 2020

(IFF/SIF) modes and codes and contact a controlling agency to pick up an IFR clearance if
required. Maintain preplanned ground track.
3.15.4. Obstacle/Terrain Avoidance. If unable to visually acquire or ensure lateral separation
from known vertical obstructions which are a factor to the route of flight, flight leads will
immediately direct a climb NLT 3 NM prior to the obstacle to an altitude that ensures vertical
separation. (T-1).
3.15.5. At altitudes below 1,000 feet AGL, wingmen will not fly at a lower AGL altitude than
lead. (T-1).
3.15.6. When crossing high or hilly terrain, pilots will maintain positive G on the aircraft and
do not exceed 120 degrees of bank. (T-1). Pilots will limit maneuvering at less than 1 G to
upright bunting maneuvers. (T-1).

Section 3D—Recovery and Landing

3.16. Gear Checks. For a VFR straight in, pilots will call gear down no later than 3 NM final.
(T-1). For an instrument approach (reference Chapter 4), pilots will call gear down at the final
approach fix or published glide slope intercept point. (T-1). For an overhead, call gear down
departing the perch. For a SFO or FO, pilots will call gear down at base key. (T-1).
3.17. Angle of Attack (AOA). Final approach normally is flown at 11 degrees AOA. Pilots will
compare the computed final approach airspeed with AOA. (T-1).
3.18. Landing restrictions. When the computed landing roll exceeds 80 percent of the available
runway, land at an alternate if possible. When the RCR at the base of intended landing is less than
10, land at an alternate if possible. Pilots will not land over any raised web barrier (e.g., MA-1A,
61QS11). (T-1).
3.19. Desired touchdown point and spacing.
3.19.1. The desired touchdown point is 500 feet from the aim point. The aim point for a VFR
approach is the threshold. The aim point for a precision approach is the glide path interception
point. To avoid possible speedbrake or nozzle damage, pilots will touch down either past a
raised approach-end cable, or 500 feet prior to the cable. (T-1). With centerline stores,
touchdown is normally past an approach-end cable. Circumstances that may dictate landing
prior to the cable include runway length, wind, runway condition (wet or icy), gross weight or
an aircraft malfunction where full normal braking may not be available. A landing with
centerline stores may be made across BAK-12 arrestment cables which have been modified
with an 8-point-tie-down system.
3.19.2. Pilots will comply with a touchdown spacing behind an aircraft while flying a 13
degree approach at a minimum of 6,000 feet due to susceptibility of the aircraft to wake
turbulence and speedbrake/tail scrapes. (T-1). Pilots will comply with the minimum pattern
and touchdown spacing between landing aircraft of 3,000 feet for similar aircraft (e.g., F-16
following F-16), 6,000 feet for dissimilar fighter aircraft (e.g., F-16 following F-15) or as
directed by MAJCOM or the landing base, whichever is higher. (T-1). When wake turbulence
is expected due to calm winds (less than or equal to 5 knots) or when landing with a light tail
wind, pilots will comply with increased pattern/touchdown spacing to 6,000 feet minimum.
AFMAN11-2F-16V3 4 FEBRUARY 2020 23

(T-1). Under these conditions, moderate to severe wake turbulence has been reported out to
7,000 foot touchdown spacing.
3.19.3. All aircraft will land in the center of the runway and clear to the cold side when
speed/conditions permit. (T-1). After achieving a safe taxi speed, pilots will not delay clearing
to the cold side as this can create a conflict for subsequent landing aircraft. (T-1). Flight leads
should brief which side of the runway is the cold side when operating at a strange field.
3.19.4. When an F-16 aircraft is used to certify a BAK-12 interconnected with a BAK-14 cable
retraction system, the minimum engagement speed will be 75 knots groundspeed and the
maximum engagement speed will be 90 knots groundspeed. Pilots should place the airspeed
selection switch to GS for their crosscheck in the HUD during the certification. As the F-16
engages a BAK-12/14 at a speed approaching and/or exceeding 100 knots, damage to the
underside of the F-16 aircraft may result. For actual emergencies, T.O. limits will apply.
3.20. Low Approaches.
3.20.1. Pilots will observe the following minimum altitudes: (T-1).
3.20.1.1. IP/FEs flying chase position: 50 feet AGL.
3.20.1.2. Formation low approaches: 100 feet AGL.
3.20.1.3. Chase aircraft during an emergency: 300 feet AGL unless safety or
circumstances dictate otherwise.
3.20.2. During go-around, pilots will remain 500 feet below VFR overhead traffic pattern
altitude until crossing the departure end of the runway unless local procedures, missed
approach/climbout procedures or controller instructions dictate otherwise. (T-1).
3.21. Touch-and-Go Landings. Fly touch-and-go landings IAW AFI 11-202V3. Pilots will not
fly them with live or hung external ordnance or with fuel remaining in any external tank. (T-1).
3.22. Overhead Traffic Patterns. Unless the OG/CC determines that local conditions (e.g.,
threat condition, populated areas) dictate otherwise, pilots will not fly overhead patterns with
unexpended heavy-weight ordnance (larger than BDU-33). (T-3).
3.23. Tactical Overhead Traffic Patterns. Pilots will only execute tactical entry to the overhead
traffic pattern if the following conditions are met: (T-1).
3.23.1. Published overhead pattern altitude and airspeed are used.
3.23.2. Specific procedures have been developed locally and coordinated with appropriate air
traffic control agencies.
3.23.3. The flight consists of a maximum of four aircraft (aircraft/elements more than 6,000
feet in trail are considered a separate flight).
3.23.4. No aircraft offset from the runway in the direction of the break (the intent is to avoid
requiring a tighter than normal turn to arrive on normal downwind).
3.23.5. Normal downwind, base turn positions, and spacing are flown.
3.24. Closed Traffic Patterns. Pilots will initiate the pattern at the departure end of the runway
unless directed/cleared otherwise by local procedures or the controlling agency. (T-3). An element
24 AFMAN11-2F-16V3 4 FEBRUARY 2020

low approach may be followed by a sequential closed with controller approval. Plan to arrive on
downwind at 200-250 KCAS.
3.25. Back Seat Approaches and Landings.
3.25.1. An upgrading IP will only accomplish back seat landings when an IP is in the front
cockpit. (T-1).
3.25.2. During back seat approaches and landings, the front seat pilot will visually clear the
area, monitor aircraft parameters/configurations and be prepared to direct a go-around or take
control of the aircraft (as briefed by the rear cockpit IP) if necessary. (T-1).
3.26. Formation Approaches.
3.26.1. Aircraft must be symmetrically loaded. (T-1). Consider symmetrical as those stores
loadings which do not require an abnormal trim or control application to counter a heavy wing
or yaw during takeoff and acceleration to climb airspeed. The weather will be at or greater
than 500 foot ceiling and 1.5 statute miles visibility (or a flight member's weather category,
whichever is higher). This also applies to chased approaches.
3.26.2. Elements will be led by a qualified flight lead unless an IP or flight lead qualified
squadron supervisor is in the element. (T-1).
3.26.3. Pilots will use a rate of descent similar to a precision approach. (T-1). Fly a published
precision instrument approach if one is available. (T-1). If not, pilots will fly a non-precision
approach or VFR straight in and reference available lighting systems (e.g., VASI, PAPI) for
descent angle. (T-1).
3.26.4. If the crosswind exceeds 5 knots, lead will position the wingman on the upwind side.
(T-1).
3.26.5. The wingman will maintain a minimum of 10 feet lateral wingtip spacing. (T-1).

Section 3E—Night (see also night sections of Chapter 2, Chapter 5 and Chapter 6)

3.27. General Night Procedures.

3.27.1. Night Ground Operations . The anti-collision (strobe) light may be OFF and the
position lights STEADY if they prove to be a distraction. Pilots will comply with a taxi spacing
minimum of 300 feet and taxi on the centerline. (T-1). Pilots will use the taxi light during all
night taxiing. (T-1). Exception: When the light might interfere with the vision of the pilot of
an aircraft landing or taking off, the taxiing aircraft will come to a stop if the area cannot be
visually cleared without the taxi light. (T-1). Night/IMC Link 16 requirement: at least one
flight member per element will have full Link 16 capability prior to take off. (T-3). Exception:
this restriction does not apply to non-Link 16 equipped F-16s or in locations where there is no
line of sight to the Network Time Reference on the ground.
3.27.2. Night Takeoff. Aircraft will maintain the anti-collision light ON and position lights
FLASH for takeoffs, unless IMC is anticipated shortly after takeoff. (T-3). Following takeoff,
each aircraft will climb on runway heading to 1,000 feet AGL before initiating turns, except
where departure instructions specifically preclude compliance. (T-3).
AFMAN11-2F-16V3 4 FEBRUARY 2020 25

3.27.3. Night Join-up. For night join-up underneath a ceiling, pilots will comply with the
minimums of a 3,000 foot ceiling and 5 statute miles visibility. (T-1). After join-up, pilots
must ensure: the anti-collision light is OFF and position lights are STEADY for all except the
last aircraft, which keeps the anti-collision light ON and position lights FLASH unless
otherwise directed by the flight lead. (T-3).
3.27.4. Position/Lead Changes. Unless operating with NVGs, pilots will not change lead or
wing positions below 1,500 feet AGL unless on radar downwind. (T-1). Pilots will call such
changes over the radio and initiate them from a stabilized, wings-level attitude whenever
possible. (T-1).
3.27.5. Night Break-up. Prior to a night formation break-up, the flight lead will confirm
position and transmit attitude, altitude, airspeed, and altimeter setting. (T-1). Wingmen will
acknowledge and confirm good navigational aids. (T-1).
3.27.6. Night Landing. Land from the most precise approach available.
3.28. Night Vision Goggles (NVG) Procedures.
3.28.1. NVG Preflight. NVGs must be preflight tested and adjusted/focused for the individual
pilot using (in order of preference) the Hoffman ANV-20/20 Tester, a unit eye lane, or
equivalent. (T-1). Reference AFI 11-301V1, Aircrew Flight Equipment (AFE) Program.
3.28.2. Cockpit Lighting. Pilots will fly with NVGs only in aircraft whose cockpit lighting
MAJCOM designates as NVG compatible. (T-2). MAJCOMs will only make such a
designation if all control and performance instruments are sufficiently illuminated by the
NVG-compatible lighting so as to make them immediately available to the pilot in the event
they need to transition to instruments.
3.28.3. Weather/Visibility/Illumination Levels/Minimum Altitudes/Discernable Horizon.
Reference AFI 11-214, AFTTP 3-3.F-16, and AFI 11-202V3. All pilots conducting NVG
operations that include air-to-air/surface-to-air threat reactions or air-to-ground
dynamic/diving deliveries will conduct a “30-Up and 30-Down” horizon orientation maneuver
before conducting tactical maneuvering. (T-3). Pilots will accomplish this maneuver in VMC
and above the MSA. (T-1). It should be completed after the G-awareness exercise. The
purpose is to evaluate horizon conditions and practice an NVG horizon orientation and
crosscheck. If airspace precludes the maneuver, pilots operating on NVGs will limit
maneuvers to AFI11-214 “Restricted Maneuvering” guidelines. (T-1). Pilots adhere to the
following guidelines when conducting the 30-Up and 30-Down maneuver:
3.28.3.1. In VMC conditions (with a discernible horizon), and with sufficient altitude
(~3,000-5,000 feet) in approved operating airspace, pilots will accelerate to 350 KCAS
minimum and maintain a minimum spacing of 6,000 feet between aircraft throughout the
maneuver. (T-3). The flight lead will announce, “Standby 30-UP, 30-Down” and
communicate a reference heading prior to execution for flight deconfliction. (T-3). Flight
members will verify correct spacing, heading, and entry parameters and will communicate
“stand by” if not ready. (T-3).
3.28.3.2. Flight leads will command “30 Up,” and all pilots will execute a military power,
3-4 G wings-level pull up to place the bore cross on the 30 degree pitch ladder. (T-3).
Pilots will evaluate and orient themselves with the horizon in the forward quadrants, both
26 AFMAN11-2F-16V3 4 FEBRUARY 2020

above and below the horizon while maintaining intra-flight deconfliction contracts. (T-3).
Take note of the physical cranial movement required to move the NVG field of regard back
to the horizon, as well as the condition of the horizon due to ambient factors. If at any time
the airspeed drops below 250 KCAS, weather is encountered, or symptoms of spatial
disorientation are recognized, the pilot will immediately transition to primary flight
instruments, call a “knock it off (with reason),” and conduct an IMC nose-high recovery.
(T-3).
3.28.3.3. After approximately 5 seconds, or sooner if airspace or altitude restrictions
require, the flight lead will command “roll left (or right), 30 down”. (T-3). All aircraft will
roll inverted and accomplish the military power, 3-4 G wings-level pull to place the bore
cross at the 30 degree nose-low, then roll upright on the reference heading. (T-3). Once
intra-flight deconfliction is assured, pilots will repeat the horizon crosscheck and visibility
assessment while maintaining the 30 degree-nose low attitude. (T-3).
3.28.3.4. If during any portion of the maneuver a flight member determines that the
visibility or horizon reference is unsuitable for tactical maneuvering per AFI11-214
guidance, the flight lead will modify the training profile and either transition to non-NVG
formations or NVG formation tactics limited to AFI11-214 “Restricted Maneuvering”
guidelines. (T-1). Pilots will continually modify profiles or airspace utilization throughout
the sortie if conditions change and no longer permit the planned maneuvering. (T-1). Flight
training modification includes: restricted maneuvering limitations (with or without NVGs)
per AFI-11-214, a non-NVG formation IMC game plan, or accomplishing a briefed
alternate mission without NVGs.
3.28.3.5. Pilots will continually cross-check visually perceived attitude aided by NVGs
with frequent cross-checks of primary flight instruments throughout the mission. (T-1).
3.28.4. NVG Qualifications. Pilots will not wear NVGs in flight unless they are NVG
qualified or a qualified NVG IP is in the flight (ratio of one NVG IP per non-NVG qualified
pilot). (T-1). F-16B/D Familiarization flights are authorized but the unit must ensure
appropriate academics are accomplished and an NVG IP is in the front seat. (T-1).
3.28.5. Radio Calls. Flight leads will direct donning of NVGs and final raising/stowing of
NVGs. (T-1). All flight members will advise when donning, raising, or stowing NVGs during
other phases of flight. (T-3).
3.28.6. Obstacle/Intra-Flight Deconfliction. When flying in route, only one flight member per
element will don/raise/stow NVGs at a time. (T-1). Flight leads will call turns if forced to
maneuver while flight members are donning/raising/stowing NVGs. (T-1).
3.28.7. Takeoffs/Landings. Pilots must stow or raise NVGs during takeoff until at or above
2,000 feet AGL in climbing or level flight and only in VMC. (T-1). Pilots must stow or raise
NVGs no later than 5 minutes prior to landing unless NVGs are necessary to handle an
emergency or mission requirements dictate. (T-1).
3.28.8. NVG Use during Air to Air Refueling (AAR). Pilots must stow or raise NVGs no later
than the stern position and resume NVG use no earlier than boom disconnect. (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 27

Section 3F—Other

3.29. Targeting Pod Operations. Pilots will not use the TGP for anything other than
navigational SA below 1,000 feet AGL (e.g., Only VID aircraft, designate for weapons delivery,
etc. above 1,000 feet AGL). (T-1). (USAFWC, Test, and AATC: Minimum altitudes for TGP
operations are established in WIC or test syllabus requirements, continuation training plans or
operational test and evaluation requirements).
3.30. Radio Procedures. Flight members must preface all communications with the complete
flight call sign (except for wingman acknowledgment). (T-1). Flight members must transmit only
that information essential for mission accomplishment or safety of flight. (T-1).
3.30.1. Radio Checks. Flight members must acknowledge radio checks, which do not require
the transmission of specific data by individual flight members, in turn (EXAMPLE: "2, 3, 4").
(T-1). Acknowledgment indicates the appropriate action is either complete, is in the process
of being completed or is understood by the flight member.
3.30.2. Clearance Acknowledgement. All flight members will acknowledge understanding
the initial air traffic control (ATC) clearance. (T-1). If flight members are not monitoring in-
flight ATC frequency, the flight lead will pass all ATC instructions to the flight. (T-1). Flight
members will acknowledge subsequent ATC instructions when directed by the flight lead. (T-
1).
3.30.3. Flight members will use brevity code and other terminology IAW AFI 11-214 and
AFTTP 3-1, Integrated Planning and Employment. (T-3). Other, officially published
documents containing brevity codes (i.e., Air Land Sea Application Center) may also be used.
3.30.4. Ops Checks.
3.30.4.1. Pilots will monitor the fuel system carefully to identify low fuel, trapped fuel or
an out of balance situation as soon as possible. (T-1). Frequency should be increased
during tactical maneuvering at high power settings. Pilots must complete the following
ops checks:
3.30.4.1.1. During climb or at level-off after takeoff. (T-1).
3.30.4.1.2. When external fuel tanks (if carried) are empty. (T-1).
3.30.4.1.3. Prior to each (D)ACBT engagement or intercept. (T-1).
3.30.4.1.4. Prior to entering an air-to-surface range, once while on the range if multiple
passes are made and after departing the range. (T-1).
3.30.4.2. Pilots must check the minimum items of engine instruments, total and internal
fuel quantities/balance, G-suit connection, oxygen system, validity of standby attitude
indicator, and, cabin altitude. (T-1). If the G-suit malfunctions or becomes disconnected,
pilots will terminate all ACBT maneuvering until normal operation is reestablished. (T-1).
3.30.4.3. For formation flights, the flight lead will initiate ops checks by radio call or visual
signal. (T-1). Flight members will respond by radio call or visual signal. (T-1).
3.30.4.3.1. During Ops checks, pilots will ensure the fuel quantity selector knob is
returned to the NORM position. (T-1). Totalizer-only Ops checks may be used
periodically during high demand phases of flight.
28 AFMAN11-2F-16V3 4 FEBRUARY 2020

3.30.4.3.2. For mandatory ops checks when external tanks are carried, each flight
member will check the external tank(s) and add “Tank(s) feeding/dry” to the Ops
Check. (T-1). Once the tank(s) have been confirmed and called dry, this may be
omitted from subsequent ops checks.
3.30.4.3.3. Pilots will not substitute data-linked fuel status for operations checks. (T-
1).
3.31. Lap Belts. Use extreme caution when disconnecting the lap belt in flight due to potential
for lap belt buckle/side-stick controller/throttle interference.
3.32. Change of Aircraft Control. Both pilots of an F-16B/D must know at all times who has
control of the aircraft. (T-1). Pilots will transfer control of the aircraft with the statement "You
have the aircraft." (T-1). The pilot receiving control of the aircraft will acknowledge "I have the
aircraft." (T-1). Once assuming control of the aircraft, the pilot will maintain control until
relinquishing it as stated above. (T-1). Exception: If the intercom fails, the pilot in the front
cockpit (if not in control of the aircraft) will rock the wings and assume control of the aircraft,
radios and navigational equipment unless briefed otherwise. (T-3).
3.33. Fuel Requirements.
3.33.1. Joker Fuel. A briefed fuel quantity needed to terminate an event and proceed with the
remainder of the mission.
3.33.2. Bingo Fuel. A briefed fuel state which allows the aircraft to return to the base of
intended landing or alternate, if required, using preplanned recovery parameters and arriving
with normal recovery fuel as listed below:
3.33.3. Normal Recovery Fuel. The fuel quantity on initial or at the FAF at the base of
intended landing or alternate, if required. This fuel quantity is the higher of what is established
locally or:
3.33.3.1. All F-16 Blocks 10 through 32 - 1,000 pounds.
3.33.3.2. All F-16 Blocks 40 and higher - 1,200 pounds.
3.33.4. Minimum/Emergency Fuel. Pilots will declare the following when it becomes
apparent that an aircraft is entering initial or start an instrument final approach at the base of
intended landing or alternate, if required, with: (T-1).
3.33.4.1. Minimum Fuel:
3.33.4.1.1. All F-16 Blocks 10 through 32 - 800 pounds or less.
3.33.4.1.2. All F-16 Blocks 40 and higher - 1,000 pounds or less.
3.33.4.2. Emergency Fuel:
3.33.4.2.1. All F-16 Blocks 10 through 32 - 600 pounds or less.
3.33.4.2.2. All F-16 Blocks 40 and higher - 800 pounds or less.
3.33.5. Afterburner Use. Pilots will not use AB below 2,000 pounds total fuel or established
bingo fuel, whichever is higher, unless required for safety of flight. (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 29

3.34. Radar Altimeters and Terrain Warning/Avoidance Systems.

3.34.1. If the aircraft is equipped with such systems (CARA, DTS, PGCAS, AGCAS, etc.),
the pilot will turn them on for all flights and set LIS altitude advisory as appropriate on all
missions. (T-1). Pilots will enable PGCAS with a minimum altitude setting of 200 feet for day
operations and 700 feet for night operations. (T-1). Pilots will confirm the correct AGCAS
mode (NORM/MIN/SHOW) is selected per mission requirements. (T-1). AGCAS should only
be turned off if a known system malfunction affecting safety of flight requires system
deactivation. Pilots will ensure that the appropriate values are set prior to takeoff. (T-1). For
low altitude operations GCAS settings, reference paragraph 3.15.2.2 and paragraph 3.15.2.3
in this publication.
3.34.2. Pilots must set the ALOW function of the radar altimeter and the LIS at the briefed
minimum altitude, the command-directed minimum altitude, or as briefed, whichever is
highest. (T-1). They should be set at sufficient altitudes, during various phases of flight, to
allow for safe recovery of the aircraft when activated.
3.34.3. Prior to commencing an approach during night or IMC, pilots should reset the LIS
and/or ALOW warning system to an altitude appropriate to the instrument approach procedure
being flown or the general terminal area. Refer to 1F-16C/CM-34-1-1, Avionic and Nonnuclear
Weapons Delivery Flight Manual, for warning limitations when the gear is down.
3.35. Wind and Sea State Restrictions. Pilots will not conduct training missions when surface
winds along the intended route of flight exceed 35 knots steady state. (T-1). Pilots will not conduct
over water training missions when surface winds exceed 25 knots steady state or when the sea state
exceeds 10 feet (or 4 meters-USAFE). (T-3). This is not intended to restrict operations when only
a small portion of the route is affected.
3.36. Airborne Interrogator Friend Foe (AIFF) Operation.
3.36.1. To reduce the potential for adverse effects on Combat Identification, Air Traffic
Control, and Traffic Collision Avoidance systems, pilots will limit interrogations to the
minimum required for the mission. (T-1).
3.36.2. For AIFF operations within the United States and its Possessions (US&P), pilots will
comply with the equipment and operational restrictions as specified in the applicable radio
frequency authorizations (RFAs) which can be obtained from the unit spectrum management
office. (T-1).
30 AFMAN11-2F-16V3 4 FEBRUARY 2020

Chapter 4

INSTRUMENT PROCEDURES

4.1. General.
4.1.1. Head-Up Display (HUD) Use. Regardless of Block, pilots will use the ADI as the
primary reference to recover from an unusual attitude or while executing lost wingman
procedures. (T-1). The HUD should be used as a crosscheck in these situations. The HUD in
F-16 Block 25/30/32 aircraft and Block 40/42/50/52 aircraft has been certified as a primary
flight instrument and may be used as a primary flight reference in night/IMC conditions. The
HUD in all other F-16 Blocks may be used as an additional instrument reference only. No F-
16 Block may use the HUD as the sole reference in night/IMC conditions. Pilots are required
to also check the validity of the standby attitude indicator prior to IMC flight. (T-2).
4.1.2. The F-16 is approved for RNAV 2 and BRNAV for enroute navigation IAW with
advisory circular (AC) 90-108 change 1, Use of Suitable Area Navigation (RNAV) Systems on
Conventional Routes and Procedures and international civil aviation organization (ICAO) Doc
7300, Convention on International Civil Aviation. RNAV waypoints, routes and NAVAIDs
must be pulled from a valid and certified database, e.g., Digital Aeronautical Flight Information
File, by name. Terminal area RNAV procedures, (RNAV approaches, missed approaches,
arrivals and departures) are not authorized until such a time as the procedure in its entirety can
be pulled by name from an approved database and auto sequenced during the procedure.
4.1.3. Simulated Instrument Flight. Follow AFI11-202V3 guidance. A qualified safety
observer must be in the aircraft or in a chase aircraft when conducting simulated instrument
flight. (T-1). A safety observer may occupy either seat of the F-16B/D provided the intercom
is operable. Use the radar to aid in clearing the area. Pilots in F-16A/C aircraft may not log
simulated instrument flight without a chase. They may fly multiple approaches in VMC
without a chase, but pilots should place their primary emphasis on seeing/sensing and avoiding
other aircraft.
4.2. Takeoff and Initial Join-up. If weather is below 1,500 foot ceiling and 3 statute miles (5
km) visibility, each aircraft will climb on takeoff heading to 1,000 feet AGL before initiating any
turns, except when departure instructions specifically preclude compliance. (T-1).
4.3. Trail Procedures.
4.3.1. General. During trail formations, basic instrument flying is the first priority and is not
to be sacrificed when performing secondary trail tasks. Pilots will strictly adhere to the briefed
airspeeds, power settings, altitudes, headings and turn points. (T-1). If task saturation occurs,
pilots will cease attempts to maintain radar contact, immediately concentrate on flying the
instrument procedure, and then notify the flight lead. (T-1). The flight lead will notify ATC.
(T-1).
4.3.1.1. Flight leaders will request non-standard formation from ATC. (T-1).
4.3.1.2. ATC instructions issued to the lead aircraft apply to the entire flight. The flight
lead should ensure ATC states when trailing wingmen/elements climb or descend. In lieu
of guidance, trailing flight members will climb/descend at the same geo-location that lead
starts a climb or descent. (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 31

4.3.1.3. Normal spacing is 2-3 NM.

4.3.1.4. Each aircraft and element will follow the No Radar Contact procedures until the
aircraft or element immediately in trail has radar contact and called "tied." (T-1).
4.3.2. No Radar Contact.
4.3.2.1. The flight leader will call initiating all turns. (T-1). Subsequent aircraft must delay
turns to maintain the desired spacing. (T-1).
4.3.2.2. Each aircraft and element will maintain 20 seconds or 2-3 NM spacing using all
available aircraft systems and navigational aids to monitor position. (T-1).
4.3.2.3. During climbs and descents, each aircraft or element will call passing each 5,000
foot altitude increment with altitude and heading (or heading passing) until join-up, level-
off, or the following aircraft or element calls "tied." (T-1).
4.3.2.4. Each aircraft and element will call initiating any altitude or heading change. (T-
1). Acknowledgments are not required; however, it is imperative that preceding aircraft or
elements monitor the radio transmissions and progress of the succeeding aircraft and
elements, and immediately correct deviations from the planned route.
4.3.2.5. Each aircraft and element will maintain at least 1,000 feet vertical separation from
the preceding aircraft or element until establishing radar or visual contact, except in
instances where departure instructions specifically preclude compliance. (T-1). Reduce
vertical separation to 500 feet if necessary to comply with MSA restrictions.
4.3.2.6. In the event a visual join-up cannot be accomplished on top or at level-off, the
flight leader will request altitude separation for each succeeding aircraft or element to meet
the requirements of the above paragraph. (T-1).
4.3.3. Radar Contact.
4.3.3.1. Each aircraft and element will call "tied" when radar contact is established with
the preceding aircraft. (T-1). Once all aircraft are tied, no further radio calls are necessary,
except to acknowledge ATC instructions, unless radar contact is lost.
4.3.3.2. In flights of three or more aircraft, pilots will use all available aircraft systems
(i.e., radar, TACAN, AAI, etc.) to ensure that trail is maintained on the correct aircraft. (T-
1).
4.3.4. Trail Departures.
4.3.4.1. Pilots will use a minimum of 20 seconds takeoff spacing. (T-1).
4.3.4.2. Each aircraft/element will accelerate in MIL or AB power until reaching 350
KCAS (or as required by local procedures). (T-1). Upon reaching this speed, the flight
leader will set a pre-briefed power setting. (T-1). Climb at 350 KCAS until reaching cruise
Mach/TAS, unless otherwise briefed.
4.3.4.3. Pilots will make all turns using 30 degrees of bank. (T-1).
4.3.5. Enroute Trail. Flight leads must brief airspeeds, power settings, and configurations. (T-
1).
4.3.6. Trail Recovery.
32 AFMAN11-2F-16V3 4 FEBRUARY 2020

4.3.6.1. Trail recoveries are only authorized at locations where procedures have been
established. Appropriate ATC agencies must approve. (T-1). OG/CCs must ensure trail
recovery procedures are included in local procedures. (T-3). As a minimum, OG/CCs must
ensure procedures address each recovery profile, missed approach, climb-out, desired and
maximum spacing requirements, lost contact and lost communications. (T-1).
4.3.6.2. OG/CCs must limit trail recovery to a maximum of four aircraft. (T-1).
4.3.6.3. Trail recoveries are authorized when weather at the base of intended landing is at
or above the highest pilot weather category in the flight or approach minimums, whichever
is higher.
4.3.6.4. The flight lead must brief the flight on spacing, configuration and airspeeds. (T-
1).
4.3.6.5. The flight lead must coordinate the trail recovery with ATC prior to taking
spacing. (T-1).
4.3.6.6. Prior to wingmen taking spacing for the trail recovery, the flight lead will ensure
that all wingmen have operative navigational aids and radar. (T-1).
4.3.6.7. Accomplish flight separation IAW local directives and in VMC if possible.
4.3.6.8. The formation must squawk as directed by ATC. (T-1).
4.3.6.9. ATC will provide radar flight following for the entire formation. (T-1).
4.3.6.10. Pilots must limit all turns to a maximum of 30 degrees of bank. (T-1).
4.3.6.11. Once established on a segment of a published approach, each aircraft must
comply with all published altitudes and restrictions while maintaining in-trail separation.
(T-1).
4.3.6.12. Unless local procedures establish defined reference points for airspeed and
configuration changes, the flight lead must direct changes by radio. (T-1). At flight lead's
call all aircraft must simultaneously comply with the directed change. (T-1).
4.3.6.13. All aircraft must report the final approach fix. (T-1).
4.3.6.14. If contact is lost with the preceding aircraft, the pilot will transmit "Callsign (C/S)
lost contact." (T-1) The preceding aircraft will respond with altitude, airspeed and heading.
(T-1). The aircraft will establish altitude deconfliction and coordinate a separate clearance
with ATC. (T-1). If contact is lost while established on a segment of a published approach,
flight members may continue the approach, but must confirm separation via navigation
aids. (T-1). If separation cannot be confirmed, the pilot will execute missed approach or
climb-out as instructed by ATC. (T-1).
4.3.6.15. Flight leads will coordinate with local ATC prior to penetration if the trail
recovery terminates in a precision approach radar (PAR) or airport surveillance radar
(ASR) approach. (T-1).
4.4. Formation Break-up. Pilots must execute formation break-up from a visual formation in
VMC. (T-1). If IMC is unavoidable, pilots must breakup from a visual formation in straight and
level flight. (T-1). This restriction does not apply to trail formation. Prior to an IMC break-up, the
flight lead will confirm position and transmit attitude, altitude, airspeed, and altimeter setting. (T-
AFMAN11-2F-16V3 4 FEBRUARY 2020 33

1). Wingmen will acknowledge and confirm good navigational aids (reception of appropriate
TACAN, ILS and/or appropriate GPS/INS waypoint). (T-1).
4.5. Formation Penetration.
4.5.1. Pilots must restrict formation penetrations in route or close formation to two aircraft
when the weather at the base of intended landing is less than overhead traffic pattern
minimums. (T-1).
4.5.2. Formation penetrations using radar trail procedures are authorized when weather at the
base of intended landing is at or above the highest pilot weather category in the flight or
approach minimums, whichever is higher.
4.6. Formation Approach. During IMC formation flights, pilots will not change lead or wing
positions below 1,500 feet AGL unless on radar downwind or if required during a formation
approach with an F-16 experiencing an emergency. (T-1).
4.7. Instrument Approach Procedures.
4.7.1. Pilots will not fly any published instrument procedure (e.g., DoD, Jeppesen, ICAO) that
requires airspeeds less than those specified in 1F-16C/CM-1, Flight Manual. (T-1).
4.7.2. The F-16 is Approach Category E. If no Category E minimums are published, Category
D minimums can be used, provided:
4.7.2.1. A straight-in approach is flown.
4.7.2.2. For the final approach segment, the aircraft is flown at 165 KCAS or less.
4.7.2.3. For the missed approach segment, the aircraft is flown at 260 knots true airspeed
(KTAS) or less. At high density altitudes 260 KTAS may require a KCAS below the speed
specified in 1F-16C/CM-1 and pilots shall not fly Category D approaches. (T-1).
34 AFMAN11-2F-16V3 4 FEBRUARY 2020

Chapter 5

AIR-TO-AIR WEAPONS EMPLOYMENT

5.1. General. Reference AFI 11-214 for procedures and restrictions.

5.2. Simulated Gun Employment. Aircrew must comply with the below restrictions and
procedures.
5.2.1. Never perform simulated gun employment with a hot gun (one that is not safe IAW 1F-
16C/CM-34-1-1). (T-1). Never perform a trigger check with a hot gun, regardless of Master
Arm switch position. (T-1).
5.2.2. Prior to flight, confirm the status of the gun system. (T-1). Prior to simulated gun
employment, perform a trigger check with the Master Arm switch in SIMULATE and the
aircraft pointed away from other aircraft and populated areas. (T-1). If HUD symbology reads
“ARM” or SMS/MFD symbology reads “RDY,” do not squeeze the trigger or continue with
simulated weapons employment. (T-1).
5.3. Maneuvering Limitations. Pilots must comply with the below restrictions and procedures.
5.3.1. Negative "G" guns jink maneuvers are prohibited. (T-1).
5.3.2. Minimum airspeed during low altitude offensive or defensive maneuvering is 350
KCAS. (T-1).
5.3.3. All configurations are authorized for unlimited maneuvering as defined by AFI 11-214.
Before conducting unlimited maneuvering in a CAT III configured aircraft, consider gross
weight, drag, departure susceptibility and training requirements.
5.3.4. For D-model F-16s, restrict maximum-commanded or abrupt control inputs below 150
KCAS when flying ACBT sorties. (T-1). Full maneuvering may be resumed at or above 150
KCAS.
AFMAN11-2F-16V3 4 FEBRUARY 2020 35

Chapter 6

AIR-TO-SURFACE WEAPONS EMPLOYMENT

Section 6A—General

6.1. General. Reference AFI 11-214 for procedures and restrictions.

6.2. Simulated Gun Employment. Pilots must comply with the below restrictions and
procedures.
6.2.1. Never perform a trigger check with a hot gun, regardless of Master Arm switch position
(T-1).
6.2.2. Never perform simulated gun employment (squeezing the trigger with the Master Arm
switch in SIM) with a hot gun (one that is not safe IAW 1F-16C/CM-34-1-1). (T-1). This
restriction does not apply on a controlled range against targets approved for gun employment
with ammunition loaded.
6.2.3. Prior to flight, confirm the status of the gun system. (T-1). Prior to simulated gun
employment, perform a trigger check with the Master Arm switch in SIMULATE and the
aircraft pointed away from other aircraft and populated areas. (T-1). If HUD symbology reads
“ARM” or SMS/MFD symbology reads “RDY,” do not squeeze the trigger or continue with
simulated weapons employment. (T-1).
6.3. Training Missions with a Hot Gun.
6.3.1. Pilots will not select strafe submode until immediately prior to roll in and deselect strafe
submode immediately after completing the safe escape maneuver. (T-1).
6.3.2. Before firing the laser, ensure avionics (to include master arm switch, master mode, and
SMS) will not allow the gun to fire.
6.3.3. Pilots will not disable AGCAS for strafe operations. (T-3). During LAS an automated
recovery may occur near 2000 feet slant range; therefore pilots must cease fire prior to 2000
feet slant range or rounds may be employed well long of the target during automated pull-up.
(T-1).
6.4. Simulated Air-to-Surface Weapons Employment.
6.4.1. A simulated attack is defined as an attack in which the pilot presses the weapons release
(pickle) button and/or pulls the trigger with the intention of conducting a dry pass.
6.4.2. Simulated Attacks against off-Range or Manned Targets. Do not conduct such attacks
with internally/externally loaded live ordnance (except for 20 mm ammunition with a safed
gun IAW 1F-16C/CM-34-1-1), externally loaded heavyweight inert ordnance, or hung
ordnance. (T-1).When the aircraft is loaded with expendable stores (e.g., external fuel tanks,
TERs carted at the pylon), load simulated weapons (zero quantity, or positive quantity in
Training SMS for SCU10 and later) in the SMS/MFD only on empty or uncarted/unexpendable
stations (Exception: Captive Maverick and HARM missiles may be selected). (T-1). Confirm
the Master Arm switch is in OFF or SIMULATE prior to the first attack. (T-1). Flight lead will
query and flight members will reply to a “check zero quantity, uncarted station” or “check
Training SMS, uncarted station (SCU10 and later) radio call. (T-1).
36 AFMAN11-2F-16V3 4 FEBRUARY 2020

6.5. Weather. In training, pilots will not conduct climbing or diving deliveries with a ceiling
below 2,000 feet AGL or level deliveries with a ceiling below 1,500 feet AGL. (T-1).
6.6. Pop-Up Attacks. Pilots will abort pop-up attacks if airspeed decreases below 350 KCAS
(300 KCAS above 10,000 feet AGL). (T-1).
6.7. Target Identification. Pilots shall positively identify the target prior to weapons release. (T-
1). For wartime or contingency sorties, comply with ROE. For training sorties, achieve positive
identification by either visually acquiring the target or by confirming target location through valid
on-board/off-board cues. Exercise caution when relying on a single cue to confirm target location.
For night training sorties when actual training, inert or live weapons will be released via a visual
attack mode, do not rely on visual cues alone; confirm visual acquisition of the target with at least
one additional on-board/off-board cue before releasing weapons. Cues may include, but are not
limited to, radar, GPS, marking rounds, TGP or IR Maverick lock on, IR pointers or NVG-
compatible marking devices.
6.8. Safety of Ground Personnel. When ground controllers are present on Class B/C ranges,
range personnel will brief pilots on locations of these personnel. (T-1). Each pilot will
acknowledge. (T-1). Pilots must know applicable range weapons delivery procedures, appropriate
targets and weapons footprints. (T-1). Pilots shall not expend ordnance if any doubt exists as to
the ground personnel or intended target locations. (T-1).

Section 6B—Night

6.9. Altitude. Compute an MSA for the entire bombing pattern using the guidance in AFI 11-
214. For low illumination conditions, the minimum altitude for night high angle strafe (HAS) is
the target MSA, as defined in Attachment 1. See AFI 11-214, Chapter 3, for night training rules.
Pilots will review and confirm parameters prior to roll-in. (T-1).
6.10. Bank Angle. Pilots will not exceed 135 degrees of bank when returning to the low altitude
structure (<5,000 feet AGL). (T-1).
 AFMAN11-2F-16V3 4 FEBRUARY 2020 37

Chapter 7

ABNORMAL OPERATING PROCEDURES

7.1. General. Follow the procedures in this chapter when other than normal circumstances occur.
These procedures do not supersede procedures contained in the flight manual. Pilots will:
7.1.1. Not accept an aircraft for flight with a malfunction which is addressed in the
emergency/abnormal procedures section of the flight manual until appropriate corrective
actions have been accomplished. (T-1).
7.1.2. Not fly an aircraft with a tripped engine monitoring system (EMS) Go-No-Go indicator
(Bit Ball) until maintenance has accomplished the appropriate procedures and cleared the fault.
(T-1).
7.1.3. Do not taxi with a known or suspected physiological incident or a known malfunction
of the nose-wheel steering system, the brake system, or a generator. (T-1). Note: F-16C/D
aircraft may be taxied with a single generator failure (main or standby) if the other generator
is operating normally.
7.1.4. Once a malfunctioning aircraft system is isolated, do not use that system again unless
its use in a degraded mode is essential for recovery. (T-1). Pilots will not conduct ground or
in-flight trouble-shooting after flight manual emergency procedures are complete. (T-1).
7.1.5. In the F-16B/D, the pilot in command is primarily responsible for handling in-flight
emergencies. The additional pilot will confirm that all critical action procedures have been
accomplished and provide checklist assistance at the request of the pilot in command. (T-1).
7.1.6. For actual/perceived flight control malfunctions, pilots will terminate maneuvering and
take appropriate action. (T-1). If the problem was due to crew/passenger stick or rudder
interference, the pilot will take positive action to ensure no further control interference occurs.
(T-1).
7.1.7. When a fuel imbalance exceeds dash one limits, terminate tactical maneuvering and
investigate. (T-1). If the problem was caused by a slow feeding external or internal fuel tank
and can be corrected, the mission may continue IAW 1F-16C/CM-1. If not, terminate the
mission. Instruments, deployment missions, level weapons deliveries and straight-through-
non-maneuvering intercepts are authorized to reduce gross weight until a safe landing is
possible.
7.2. Critical Action Procedures (CAPs). General. Pilots will be evaluated on the following
Table 7.1 procedures IAW MAJCOM guidelines. (T-1). Pilots shall be able to immediately
accomplish these procedures in the published sequence without reference to the checklist. (T-1).
Certain steps (e.g., Stores - Jettison) may be performed out of sequence, if conditions warrant.
CAPs may be abbreviated when written, but pilots must convey clear procedural intent. (T-1).

Table 7.1. Critical Action Procedures (CAPs).

FIRE/OVERHEAT/FUEL LEAK (GROUND) [PW 220/229] LOW THRUST ON TAKEOFF/AT LOW ALTITUDE (NON-AB)
1. Throttle - Off 1. Throttle - AB
2. JFS – Off 2. Stores - Jettison (If Required)
3. Fuel Master Switch - Off If PRI thrust is insufficient to maintain level flight at a safe altitude:
 38 AFMAN11-2F-16V3 4 FEBRUARY 2020

3. Engine Control Switch - SEC

GROUND EGRESS
1. Throttle - Off [PW200] ENGINE FAILURE/AIRSTART
2. Seat - Safe 1. Zoom (If at Low Altitude)
3. Belt / Kit / Harness / G-Suit - Release 2. Stores - Jettison (If Required)
3. Throttle – OFF
ABORT
4. Airspeed - As Required
1. Throttle - Idle
5. EEC/BUC Switch - As Required.
2. Hook - Down (Above 100 Knots or If Required)
When RPM Is Between 40-25 Percent And FTIT Is Below 700 Degrees:
6. Throttle - IDLE
AB MALFUNCTION ON TAKEOFF (TAKEOFF CONTINUED)
7. JFS - Start 2 When Below 20,000 Feet and 400 KCAS
1. Throttle - MIL
2. Stores - Jettison (If Required) [PW220] ENGINE FAILURE/AIRSTART
1. Zoom (If At Low Altitude)
ENGINE FAILURE ON TAKEOFF (TAKEOFF CONTINUED)
2. Stores - Jettison (If Required)
1. Zoom
3. Throttle - OFF
2. Stores-Jettison (If Possible)
4. Airspeed - As Required.
3. Eject
When RPM Is Between 50-25 Percent And FTIT Is Below 700 Degrees:

ENGINE FIRE ON TAKEOFF (TAKEOFF CONTINUED) 5. Throttle - IDLE

1. Climb 6. JFS - Start 2 When Below 20,000 Feet and 400 KCAS

2. Stores - Jettison (If Required) [PW229] ENGINE FAILURE/AIRSTART

1. Zoom (If at Low Altitude)
2. Stores - Jettison (If Required)
3. Throttle - OFF, then Midrange
4. Airspeed - As Required
5. JFS - Start 2 When Below 20,000 Feet and 400 KCAS

PW 200] LOW THRUST ON TAKEOFF/AT LOW ALTITUDE (NON- [LESS M6.2]OUT-OF-CONTROL RECOVERY
AB)
1. Controls - Release
1. EEC/BUC Switch - Off.
2. Throttle - Idle
If Thrust Is Still Insufficient:
3. FLCS Switch – RESET
2. Throttle - MAX AB.
If Still Out-Of-Control:
If Thrust Is Still Insufficient:
4. MPO Switch - OVRD and Hold
3. Throttle - MIL
After Yaw Rotation Stops or is Minimized:
4. EEC/BUC Switch - BUC
5. Stick - Cycle in Phase
If Nozzle Fails To Close After Transferring To BUC Or If Thrust Is
Still Insufficient: [M6.2+]OUT-OF-CONTROL RECOVERY

5. EEC/BUC Switch - OFF 1. Controls - Release

6. Throttle - MAX AB 2. Throttle - Idle

7. Stores - Jettison (If or When Required) If Still Out-Of-Control:

[GE100/129] LOW THRUST ON TAKEOFF / AT LOW ALTITUDE 3. MPO Switch - OVRD and Hold
(NON-AB) After Yaw Rotation Stops or is Minimized:
1. Throttle - AB. 4. Stick - Cycle in Phase
2. Stores-Jettison (If Required). [ANALOG FLCS]OUT-OF-CONTROL RECOVERY
If thrust is insufficient to maintain level flight at a safe altitude: 1. Controls - Release
3. Engine Control Switch – SEC, then PRI 2. Throttle - Idle
 AFMAN11-2F-16V3 4 FEBRUARY 2020 39

[GE100/129] ENGINE FAILURE/AIRSTART If In An Inverted Deep Stall:

1. Zoom (If at Low Altitude) 3. Rudder - Opposite Yaw Direction
2. Stores - Jettison (If Required) If Still Out-Of-Control:
3. Engine Control Switch – SEC, Then PRI 4. MPO Switch - OVRD and Hold
4. Airspeed – As Required After Yaw Rotation Stops or is Minimized:
JFS – Start 2 When Below 20,000 Feet and 400 KCAS 5. Stick - Cycle in Phase

7.3. Ground Aborts.

7.3.1. If a flight member aborts prior to takeoff, the flight lead normally renumbers the flight
to maintain a numerical call sign sequence. Flight leads will advise the appropriate agencies
of such changes. (T-1).
7.3.2. Pilots who do not takeoff with the flight may join the flight in accordance with the brief
or flight lead instructions. If a join-up is to be accomplished on an air-to-ground range, the
flight lead must terminate all events until the joining aircraft has achieved proper spacing. (T-
1).
7.4. Takeoff Aborts.
7.4.1. If an abort occurs during takeoff roll, the aborting pilot must say call sign and intentions
when practical. (T-1). Following aircraft will alter takeoff roll to ensure clearance or abort
takeoff if adequate clearance cannot be maintained. (T-1). Pilots must use the phrase "Cable,
Cable, Cable" to indicate a departure-end cable arrestment. (T-1). Pilots must use the phrase
"Barrier, Barrier, Barrier" to indicate a departure-end net arrestment. (T-1). Group/CCs will
establish local cable and barrier procedures. (T-1).
7.4.2. When aborting above 120 KCAS, or whenever hot brakes are suspected, pilots will
declare a ground emergency, taxi the aircraft to the designated hot brake area and follow hot
brake procedures. (T-1).
7.4.3. If aborting at or above 100 KCAS, pilots will lower the hook. (T-1). If aborting below
100 KCAS, pilots will lower the hook if there is any doubt about the ability to stop on the
remaining runway. (T-1).
7.5. Air Aborts.
7.5.1. If an abort occurs after takeoff, all aircraft will maintain their original numerical call
sign. (T-1).
7.5.2. Escort aborting aircraft with an emergency condition to the field of intended landing.
When other than an emergency condition exists, the flight lead will determine if an escort for
the aborting aircraft is necessary. (T-3).
7.5.3. Pilots will abort the mission, regardless of apparent damage or subsequent normal
operation, for any of the following:
7.5.3.1. Bird strike (T-1).
7.5.3.2. Actual or suspected foreign object damage. (T-1).
40 AFMAN11-2F-16V3 4 FEBRUARY 2020

7.5.3.3. Recovery inside the FRAG envelope with live ordnance. (T-1).
7.5.3.4. Moderate to severe icing. (T-1).
7.5.3.5. Over-G. Note: Land as soon as practical out of a straight-in approach. (T-1).
7.5.3.6. Flight control system anomalies, including un-commanded departures from
controlled flight. (T-1). Exception: intentional departures from controlled flight conducted
IAW a MAJCOM-approved syllabus, but not including flight control system lights that
reset IAW flight manual procedures.
7.5.3.7. Engine flameout/stagnation or shutdown. (T-1).
7.5.3.8. Lightning strike. (T-1).
7.6. Radio Failure/No Radio (NORDO). Reference AFPAM 11-205 and the Flight Information
Handbook.
7.6.1. NORDO in Formation.
7.6.1.1. A pilot who experiences total radio failure while in close or route formation will
maneuver within close/route parameters to attract the attention of another flight member
and give the appropriate visual signals. (T-1). The mission should be terminated as soon
as practical and the NORDO aircraft led to the base of intended landing or a divert base.
A formation approach to a drop-off on final should be performed unless safety
considerations dictate otherwise.
7.6.1.2. If flying other than close/route formation when radio failure occurs, the NORDO
aircraft should attempt to rejoin to a route position at approximately 500 feet on another
flight member. The NORDO aircraft is responsible for maintaining clearances from other
flight members until his presence is acknowledged by a wingrock, signifying clearance to
join. Once joined, the NORDO aircraft will give the appropriate visual signals. (T-1). If
pre-briefed, the NORDO aircraft may proceed to a rendezvous point and hold. If no one
has rejoined prior to reaching bingo fuel, the NORDO aircraft should proceed to the base
of intended landing or a divert base. Aircraft experiencing any difficulty/emergency in
addition to NORDO will proceed as required by the situation. (T-1).
7.6.2. NORDO on a Class A Range or a Manned Class B Range.
7.6.2.1. Pilots will attempt contact with the range control officer (RCO) on the appropriate
back-up frequency or back up radio. (T-1).
7.6.2.2. If contact cannot be reestablished, pilots will make a pass by the range control
tower on the attack heading while rocking wings and turn in the direction of traffic. (T-1).
The flight lead will direct another flight member to escort the NORDO aircraft to a
recovery base or rejoin the flight and RTB. (T-1).
7.6.2.3. If the NORDO aircraft has an emergency, the NORDO aircraft will make a pass
by the range control tower, if practical, on the attack heading while rocking wings, turn
opposite the direction of traffic, and proceed to a recovery base. (T-1). The flight lead will
direct a flight member to join-up and escort the emergency aircraft. (T-1).
7.6.3. NORDO on an Unmanned Class B Range or on a Class C Range.
AFMAN11-2F-16V3 4 FEBRUARY 2020 41

7.6.3.1. The NORDO aircraft will make a pass on the target maintaining normal pattern
spacing, if possible, while rocking wings. (T-1). The flight lead will direct another flight
member to escort the NORDO aircraft to a recovery base or rejoin the flight in sequence
and recover. (T-1). If the NORDO aircraft has an emergency, if practical, it will make a
pass on the target maintaining normal pattern spacing, rocking wings, turn opposite
direction of traffic and proceed to a recovery base. (T-1). The flight lead will direct a flight
member to join-up and escort the emergency aircraft. (T-1).
7.6.3.2. Unexpended Ordnance. If radio failure occurs and circumstances preclude
landing with unexpended ordnance, safe jettison of ordnance may be accomplished
provided the following conditions are met:
7.6.3.2.1. The NORDO aircraft joins on another flight member who has radio contact
with the RCO and the remainder of the flight.
7.6.3.2.2. Stores jettison visual signals specified in AFPAM 11-205 are relayed to the
NORDO aircraft to initiate jettison.
7.6.4. NORDO during Missile or Air-to-Air Gunnery Firing.
7.6.4.1. Aircraft will not fire without two-way radio contact. (T-1).
7.6.4.2. If radio failure occurs, the pilot will safe the armament switches, join on another
member of the flight or the tow aircraft, IAW paragraph 7.6.1. (T-1).
7.6.4.3. Gunnery target tow aircraft experiencing radio failure will rock wings and
continue the turn if an attack is in progress. (T-1). The flight lead of the attacking aircraft
will join on the tow's wing. (T-1). Remain clear of the banner in the event it is cut. The
tow pilot will use standard hand signals to indicate his difficulty. (T-1). The flight lead
will signal when the banner is cleared for cut with a slicing motion across the throat. (T-
1). After the banner is away and the flight lead determines there is no remaining cable, he
will take the lead, RTB with the tow aircraft on the wing, advise the tower of the NORDO
and establish the appropriate landing pattern. (T-1). If cable remains, follow local
procedures.
7.6.5. NORDO during Recovery.
7.6.5.1. If a formation straight-in approach is flown and a go-around becomes necessary,
the chase will go-around, pass the NORDO aircraft and rock his wings. (T-1). The
NORDO aircraft will go-around, if the situation allows. (T-1). If the NORDO aircraft is
in formation as a wingman, the leader will initiate a gentle turn into the wingman and begin
the go-around. (T-1).
7.6.5.2. To signal the need for an approach-end arrestment, the pilot will lower the tailhook
(visual formation) or fly a straight in approach flashing the landing light (unescorted). (T-
1).
7.7. Severe Weather Penetration. Do not fly through severe weather. (T-2). If unavoidable,
flights will split-up and obtain separate clearances prior to severe weather penetration. (T-2).
7.8. Spatial Disorientation (SD). SD has proven to be a leading killer of F-16 pilots. Although
SD is most common at night or in IMC, it can and has happened in day VMC. Reference
42 AFMAN11-2F-16V3 4 FEBRUARY 2020

AFPAM11-417, Orientation in Aviation, for information on the causes of SD, how to avoid it, and
how to mitigate its consequences.
7.8.1. Enabling PARS is an acceptable recovery method from SD induced unusual attitudes,
reference AFTTP 3-3.F16 for recommended throttle techniques during PARS recoveries.
7.8.2. Pilots should ensure deconfliction from other aircraft (primarily above or below their
position) prior to PARS activation.
7.9. Lost Wingman.
7.9.1. Priorities. The first priority is to establish safe separation from other aircraft (e.g., tanker
or wingman). Next, obtain a separate clearance to ensure obstacle/terrain clearance and
clearance from other traffic.
7.9.2. Prohibitions. Do not practice lost wingman procedures in other than day VMC
conditions.
7.9.3. General Procedures. Simultaneously transition to instruments and inform lead while
executing lost wingman procedures (ref AFTTP 3-3.F16 for amplifying data). Lead will
acknowledge the radio call and transmit attitude, heading, altitude and airspeed. (T-1). Once
lost wingman procedures have been executed, permission to rejoin must be obtained from the
flight lead. (T-1).
7.9.4. Two- or Three-Ship Flights. Note: If in three-ship echelon, refer to four-ship lost
wingman procedures.
7.9.4.1. Wings-Level Flight (climb, descent or straight and level). Simultaneously inform
the leader and turn away using 15 degrees of bank for 15 seconds, then resume heading
and obtain a separate clearance.
7.9.4.2. Outside the Turn. Reverse the direction of turn using 15 degrees of bank for 15
seconds and inform the leader. Continue straight ahead to ensure separation prior to
resuming the turn. Obtain a separate clearance.
7.9.4.3. Inside the Turn. Momentarily reduce power to ensure nose-tail separation and
inform the flight lead to roll out of the turn. Maintain angle of bank to ensure lateral
separation and obtain a separate clearance. The leader may resume turn only when
separation is ensured.
7.9.4.4. Precision/Non-precision Final. The wingman will momentarily turn away to
ensure clearance, inform lead, and commence the published missed approach procedure
while obtaining a separate clearance. (T-1).
7.9.4.5. Missed Approach. The wingman will momentarily turn away to ensure clearance,
inform lead, and continue the published or assigned missed approach procedure while
climbing to 500 feet above missed approach altitude. (T-1). Obtain a separate clearance.
7.9.5. Four-Ship Flights. If only one aircraft in the flight becomes separated, the previous
procedures would provide safe separation, but since it is impossible for number 4 to
immediately ascertain that number 3 still has visual contact with the leader, it is imperative
that number 4's initial action be based on the assumption that number 3 has also become
separated. Numbers 2 and 3 will follow the procedures outlined above. (T-1). Number 4 will
follow the appropriate procedure listed below: (T-1).
AFMAN11-2F-16V3 4 FEBRUARY 2020 43

7.9.5.1. Wings-Level Flight. Simultaneously inform the leader and turn away using 30
degrees of bank for 30 seconds, then resume heading and obtain a separate clearance.
7.9.5.2. Outside the Turn. Reverse direction of turn using 30 degrees of bank for 30
seconds to ensure separation from lead and number 3 and obtain a separate clearance.
7.9.5.3. Inside the Turn. Momentarily reduce power to ensure nose-tail separation and
increase bank angle by 15 degrees. Inform the leader to roll out. Obtain a separate
clearance. Leader will resume turn only when separation is ensured. (T-1).
7.10. Armament System Malfunctions.
7.10.1. General. Do not attempt to expend ordnance using a weapons release system with a
known malfunction. If abnormal missile launch or erratic missile flight occurs, have the
launching aircraft visually inspected by a chase pilot, if possible, to determine if any damage
has occurred.
7.10.2. Inadvertent Release. Record switch positions at the time of inadvertent release and
impact point, if known, and provide the information to debrief personnel. Check switches safe
and do not attempt further release in any mode. Treat remaining stores as hung and obtain a
chase aircraft for RTB, if practical. If remaining stores present a recovery hazard, jettison in a
suitable area on a single pass, if practical.
7.10.3. Hung Freefall Ordnance or Missile Hangfire/Misfire. First confirm switches/SMS
settings were correct. If they were, record all relevant switch/SMS settings and proceed as
follows.
7.10.3.1. Hung Live Freefall Ordnance. Attempt delivery using an alternate delivery
mode, if applicable. If unsuccessful, use selective jettison procedures for the store. If
unsuccessful and the ordnance is either unsecure or the security of the ordnance cannot be
determined, consider selective jettison of the rack.
7.10.3.2. Hung Practice/Inert Freefall Ordnance. Make an additional attempt to expend.
If unsuccessful, select an alternate delivery mode and try again. If unsuccessful, ordnance
from other stations/dispensers may be released provided this does not violate load
symmetry limits. If remaining stores present a recovery hazard, jettison in a suitable area
on a single pass, if practical.
7.10.3.3. Maverick Missile Hangfire. A missile that fires but fails to depart the aircraft is
a hangfire. If able, have a chase pilot inspect such a missile.
7.10.3.4. Maverick Missile Misfire. A missile that fails to fire when all appropriate
switches were selected is a misfire. If this occurs, safe the Master Arm switch. If able,
have a chase pilot inspect the missile for smoke or fire. If either exists, jettison the missile
on the range. If not, pilots may attempt another pass. If the second attempt fails and
conditions permit, remain dry in the pattern for 15 minutes, then proceed to the recovery
base following hung ordnance/weapons malfunction recovery procedures.
7.10.3.5. Hung Ordnance/Weapons Malfunction Recovery Procedures. Visually inspect
the aircraft for damage, if practical. Declare an emergency (not required for hung
practice/inert ordnance or hung rockets). Obtain a chase aircraft, if available. Avoid
populated areas and trail formations. Land from a straight-in approach.
44 AFMAN11-2F-16V3 4 FEBRUARY 2020

7.11. In-flight Practice of Emergency Procedures. Reference AFI 11-202V3, para 3.32. A
simulated emergency procedure is any procedure that produces an effect closely paralleling the
actual emergency. One example would be retarding the throttle sufficiently to emulate the
performance of an aircraft with a flamed out or idle engine.
7.11.1. Prohibitions. Do not practice aborted takeoffs in the aircraft. (T-1). Instead, use the
flight simulator, Cockpit Familiarization Trainer or a static aircraft, in that order of preference.
Do not practice in-flight engine shutdown. (T-1). Do not practice SFO patterns unless crash
rescue is available and either an active tower or a runway operations monitor (ROM) or
equivalent, e.g., SOF, is in operation. (T-1). Pilots will not practice SFO patterns in conditions
other than day VMC. (T-1).
7.11.2. Simulated Flameout (SFO)/Emergency Landing Patterns. OG/CCs will establish
specific procedures for SFO training and establish letters of agreement with appropriate
agencies. (T-1). They will publish those procedures in their supplement to this volume. (T-1).
General SFO procedures follow:
7.11.2.1. The SFO pattern may be entered from any direction or altitude that ensures the
aircraft is properly configured above 2,000 feet AGL and in a position to safely complete
the approach.
7.11.2.2. Do not initiate or continue an SFO if a potential traffic pattern conflict exists that
would require division of the pilot’s attention between the SFO and sequencing with traffic.
(T-2). Discontinue an SFO whenever excessive maneuvering is required, whether as a
result of a traffic conflict or when making corrections. (T-2). Discontinue an SFO if unable
to obtain wings level on final by 200 feet AGL. (T-2). Discontinue an SFO if airspeed
drops below Dash One minimum airspeed any time between base key and the initiation of
the flare. (T-2). Once the decision to discontinue an SFO has been made, initiate a go-
around and do not attempt to resume the SFO. (T-2).
7.11.2.3. Except when operating IAW a MAJCOM-approved syllabus (e.g., AFMC high
angle of attack training), do not touch down from an SFO. (T-2).
7.11.2.4. Make radio calls IAW local procedures, but as a minimum call:
7.11.2.4.1. "High Key"
7.11.2.4.2. "Low Key"
7.11.2.4.3. "Base Key, Gear Down, (Intentions)"
7.12. Search and Rescue (SAR) Procedures. General directive procedures are listed below.
OG/CCs will establish specific procedures in the unit supplement to this volume. (T-1).
7.12.1. Squawk. Immediately cease tactical maneuvering by executing Knock-It-Off
procedures. Place IFF to EMER to alert ATC/GCI/AWACS of the emergency situation.
7.12.2. Talk. Establish an on scene commander (OSC). Communicate the emergency
situation and intentions immediately to applicable control agencies. Use GUARD frequency
if necessary.
7.12.3. Mark. Mark the last known position of survivors/crash site using any means available,
e.g., visual ground references, TACAN, INS, EGI, ATC/GCI/AWACS, HMCS, or TGP. Pass
this information to follow-on SAR forces.
AFMAN11-2F-16V3 4 FEBRUARY 2020 45

7.12.4. Separate. Remain above the last observed parachute altitudes until the position of all
possible survivors is determined. If visual contact with parachute is not maintained, allow
approximately 1 minute per thousand feet (16 feet per second) for parachute descent. The OSC
will establish deconfliction between all aircraft involved in the SAR. (T-1).
7.12.5. Update Bingo/Recovery Base. Revise bingo fuels or recovery bases as required to
maintain maximum SAR coverage over survivor(s). Pilots will not overfly bingo. (T-1).
Relinquish OSC duties to more qualified rescue forces (e.g., SANDY 1, US Coast Guard) upon
their arrival.
7.12.6. For overwater SAR/CSAR, OSC will utilize every means available (visual, TGP,
Radar Ground Map, or Ground Moving Target Modes) to locate vessels that may aid in
recovery. (T-1).
7.13. Post Arresting Gear Engagement Procedures. Do not shut down the engine unless
fire/other conditions dictate or directed to do so by the arresting gear crew. (T-2). Raise the tailhook
on the signal from the arresting crew. Pilots will not taxi until directed to do so by the arresting
gear crew. (T-1).
7.14. AGCAS and PARS Reporting Procedures. Complete and expeditious reporting of certain
AGCAS and PARS events is critical as it enables improvements to the AGCAS system as well as
the addressing of anomalies that could affect mission effectiveness or safe aircraft operation. Units
will report the following AGCAS and PARS events:
7.14.1. AGCAS activations assessed to have prevented or to likely have prevented Controlled
Flight into Terrain (CFIT). (T-1).
7.14.2. AGCAS nuisance activations that had a significant negative impact on mission
effectiveness. (T-1).
7.14.3. AGCAS erroneous activations or recoveries that affected safe operation of the aircraft.
(T-1).
7.14.4. PARS erroneous activations, abnormal or incomplete recoveries, and/or PARS
recoveries that affected the safe operation of the aircraft. (T-1).
7.15. For AGCAS and PARS events. For AGCAS and PARS events that fall into the categories
identified in paragraph 7.14, the following actions will be taken:
7.15.1. HUD video 1 minute before to 30 seconds after the event will be extracted and saved.
(T-1).
7.15.2. The AGCAS Log File and PCDS file (if applicable) will be downloaded and saved
using the JMPS UPC before the ADTC is returned to service. (T-1).
7.15.3. CSFDR and FDR data will be downloaded and stored. (T-1).
7.16. Units will report AGCAS and PARS events. Units will report AGCAS and PARS events
listed in paragraph 7.15 via email to the “F-16/AGCAS Reporting” distribution group in the
NIPRNET Outlook GAL. (T-1). Recipients of the report will promptly advise the unit how to
gather and transmit the data.
46 AFMAN11-2F-16V3 4 FEBRUARY 2020

7.17. Controlled Bailout Procedures. Local controlled bailout areas will require an ejection
altitude no lower than 3,000 feet AGL (or as appropriate in high altitude locations) to allow
reasonable pilot reaction time for seat or parachute failures. (T-3).
AFMAN11-2F-16V3 4 FEBRUARY 2020 47

Chapter 8

LOCAL OPERATING PROCEDURES

8.1. General. This chapter provides a consolidated framework for wings to supplement (IAW
AFI 33-360) local operating procedures. Units composed of multiple aircraft types may publish
guidance in a single, stand-alone local operating instruction instead of supplementing this manual.
Added or stand-alone procedures cannot be less restrictive than those contained elsewhere in this
volume. This chapter is not intended to be a single source document for procedures contained in
other directives or regulations. Avoid unnecessary repetition of guidance provided in other
established directives; however, reference to those directives is acceptable when it serves to
facilitate the location of information. This chapter is authorized to be issued to each pilot. Units
will supplement the following paragraphs for local operating guidance:
8.1.1. Section A. Introduction. (T-1).
8.1.2. Section B. General Guidance. (T-1).
8.1.3. Section C. Ground Operations. (T-1).
8.1.4. Section D. Flying Operations. (T-1).
8.1.5. Section E. Weapons Employment. (T-1).
8.1.6. Section F. Abnormal Procedures. (T-1).
8.1.7. Attachments (Illustrations). (T-1).
8.2. Units will include procedures for the following in the appropriate section above (as
applicable):
8.2.1. Command and Control. (T-1).
8.2.2. Fuel Requirements and Bingo Fuels. (T-1).
8.2.3. Diversion Instructions. (T-1).
8.2.4. Jettison Areas, Procedures and Parameters (IFR/VFR). (T-1).
8.2.5. Controlled Bailout Areas. (T-1).
8.2.6. Local Weather Procedures. (T-1).
8.2.7. Unit Standards. (T-1).
8.2.8. Approved Alternate Missions. (T-1).
8.2.9. Cross-Country/Aircraft Servicing Procedures. (T-1).
8.2.10. Search and Rescue and On-Scene Commander Procedures. (T-1).
8.2.11. Bird/Wildlife Aircraft Strike Hazard (BASH) program guidance IAW AFI 91-202 and
AFI 91-212. (T-1).
8.2.12. Environmental Restrictions to Flight Operations (winds, sea state, temperature, etc.)
applicable to unit operating locations. (T-1).
48 AFMAN11-2F-16V3 4 FEBRUARY 2020

8.2.13. When AGCAS should be changed from the default setting of NORM (e.g., LASDT,
AGCAS anomalies, demo team airshows, flight in close formation, etc.), and if any phases of
flight operations require fully functional AGCAS (e.g., weather, LOWAT, nights, high-g
sorties, etc.). (T-1).
8.3. Instructions. Prior to publishing, units will forward copies of the local supplement of this
document to MAJCOM and appropriate subordinate agencies, which will review and return
comments back to the unit(s). (T-1).

JOSEPH T. GUASTELLA Jr., Lt Gen, USAF

Deputy Chief of Staff, Operations
AFMAN11-2F-16V3 4 FEBRUARY 2020 49

Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION

References
AC 90-108 Chg 1, Use of Suitable Area Navigation (RNAV) Systems on Conventional Routes
and Procedures, 3 March 2011
AFMAN 11-202V3, Flight Operations, 10 January 2022
AFI 11-207, Fighter Aircraft Delivery, 4 April 2019
DAFI 11-209, Participation in Aerial Events, 20 May 2021
AFI 11-214, Air Operations Rules and Procedures,
AFI 11-301V1, Aircrew Flight Equipment (AFE) Program, 10 October 2017
AFI 33-322, Records Management and Information Governance Program, 23 March 2020
DAFMAN 90-161, Publishing Processes and Procedures, 15 April 2022
AFI 91-202, The US Air Force Mishap Prevention Program, 12 March 2020
AFI 91-212, Bird/Wildlife Aircraft Strike Hazard (BASH) Management Program, 31 May 2018
AFMAN 11-2F-16V1, F-16-Aircrew Training, 17 June 2019
AFMAN 11-218, Aircraft Operations and Movement on the Ground, 5 April 2019
AFMAN 11-404, Fighter Aircrew Acceleration Training Program, 27 November 2019
AFMAN 33-363, (DELETED)
AFPAM 11-205, Aircrew Quick Reference to Aircraft Cockpit and Formation Flight Signals, 9
August 2018
AFPAM 11-417, Orientation in Aviation, 9 April 2015
AFPD 11-2, Aircrew Operations, 31 January 2019
AFPD 11-4, Aviation Service, 12 April 2019
AFTTP 3-1, APE Advanced Planning and Employment, 14 January 2021
AFTTP 3-1.F-16, Tactical Employment-F-16, 17 January 2020
AFTTP 3-3.F-16, Combat Aircraft Fundamentals-F-16, 17 January 2020
AFTTP 3-4, Airman’s Manual, 11 January 2019
ICAO Doc 7300, Convention on International Civil Aviation, 3 December 2010
1F-16C/CM-1, Flight Manual,

Adopted Forms
AF Form 679, Air Force Publication Compliance Item Waiver Request/Approval, 9 May 2018
AF Form 847, Recommendation for Change of Publication, 22 September 2009
50 AFMAN11-2F-16V3 4 FEBRUARY 2020

Abbreviations and Acronyms

ACBT—Air Combat Training
ACM—Air Combat Maneuver
ACMI—Air Combat Maneuvering Instrumentation
ADI—Attitude Director Indicator
AFMC—Air Force Materiel Command
AFTTP—Air Force Tactics, Techniques, and Procedures
AGCAS—Automatic Ground Collision Avoidance System
AGL—Above Ground Level
AGSM—Anti-G Straining Maneuver
ALOW—Automatic Low Altitude Warning
AMD—Acceleration Monitoring Device
AOA—Angle of Attack
ARTS—Automated Recovery Training Series
ASCS—Automated Stores Configuration System
ASR—Airport Surveillance Radar
ATC—Air Traffic Control
ATCAA—Air Traffic Control Assigned Airspace
AWACS—Airborne Warning and Control System
BD—Battle Damage
BFM—Basic Fighter Maneuver
BMC—Basic Mission Capable
CAF—Combat Air Force
CAP—Critical Action Procedure
CARA—Combined Altitude Radar Altimeter
CBRNE—Chemical, Biological, Radiological, Nuclear, and High Yield Explosive
CG—Center of Gravity
CMR—Combat Mission Ready
CE—Combat Edge
CONUS—Continental United States
DTS—Digital Terrain System
DVADR—Digital Video Audio Data Recorder
AFMAN11-2F-16V3 4 FEBRUARY 2020 51

DVR—Digital Video Recorder

ECM—Electronic Counter Measure
EMCON—Emission Control
EMR—Emergency Release
EMS—Engine Monitoring System
EOR—End of Runway
EP—Emergency Procedure
EPU—Emergency Power Unit
FAC—Forward Air Controller
FAF—Final Approach Fix
FCIF—Flight Crew Information File
FE—Flight Examiner
FLCS—Flight Control System
FLIP—Flight Information Publications
FOD—Foreign Object Damage
GCAS—Ground Collision Avoidance System
GCI—Ground Control Intercept
GLOC—G induced Loss of Consciousness
HARTS—Horn Awareness and Recovery Training Series
HTS—HARM Target System
HUD—Heads-Up Display
IFF—Identification, Friend or Foe
IFR—Instrument Flight Rules
ILS—Instrument Landing System
IMC—Instrument Meteorological Conditions
INS—Inertial Navigation System
IP—Instructor Pilot or Initial Point
IQT—Initial Qualification Training
IR—Instrument Route
JOAP—Joint Oil Analysis Program
KCAS—Calibrated Airspeed
LANTIRN—Low Altitude Navigation and Targeting Infrared for Night
52 AFMAN11-2F-16V3 4 FEBRUARY 2020

LEP—Laser Eye Protection

LIS—Line in the Sky
MOA—Military Operating Area
MPO—Manual Pitch Override
MQT—Mission Qualification Training
MSA—Minimum Safe Altitude
MSL—Mean Sea Level
MTR—Military Training Routes
NOTAM—Notice to Airmen
NVG—Night Vision Goggles
OAP—Offset Aim Point
OGV—Operations Group Standardization and Evaluation
PAR—Precision Approach Radar
PARS—Pilot Activated Recovery System
PDM—Programmed Depot Maintenance
RAA—Route Abort Altitude
RBS—Radar Bomb Scoring
RCO—Range Control Officer
RCR—Runway Conditions Reading
RDTED—Re-Gridded Digital Terrain Elevation Data
RNAV—Area Navigation
ROE—Rules of Engagement
ROM—Runway Operations Monitor
RTB—Return to Base
SAR—Search and Rescue
SD—Spatial Disorientation
SEFE—Standardization and Evaluation Flight Examiner
SFO—Simulated Flame Out
SOF—Supervisor of Flying
TACAN—Tactical Air Navigation (System)
TDA—Tactical Decision Aid
TOLD—Takeoff and Landing Data
AFMAN11-2F-16V3 4 FEBRUARY 2020 53

VFR—Visual Flight Rules

VID—Visual Identification
VMC—Visual Meteorological Conditions
VR—Visual Route
VTR—Video Tape Recorder
WSEP—Weapon System Evaluation Program

Office Symbols
AFFSA—Air Force Flight Standards Agency
ACC/A3—Directorate of Operations
ACC/A3TO—ACC Flight Operations and Training Branch
ACC/AOS—ACC Air Support Squadron

Terms
Air Combat Training (ACBT)—A general term which includes (D)BFM, (D)ACM, and (D)ACT
(AFI 11-214).
Air Combat Tactics (ACT)—Training in the application of BFM, ACM, and tactical intercept
skills to achieve a tactical air-to-air objective.
Basic Mission Capable (BMC)—See AFMAN 11-2F-16V1.
Combat Edge (CE)—A positive-pressure breathing-for-G (PPG) system which provides pilots
additional protection against high positive G accelerations experienced during flight. The system
consists of aircrew equipment (high-pressure mask, counter-pressure suit, G-suit), and aircraft
equipment (oxygen regulator, G-valve, and interfacing sense line). At 4-G and above, regulated
air and oxygen are supplied to provide automatic mask tensioning, vest inflation, and positive
pressure breathing to the mask.
Combat Mission Ready (CMR)—See AFMAN 11-2F-16V1.
Continuation Training (CT)—See AFMAN 11-2F-16V1.
Flight Lead (FL)—As designated on flight orders, the individual responsible for overall conduct
of mission from preflight preparation/briefing to postflight debriefing, regardless of actual position
within the formation. A certified 4-ship FL may lead formations and missions in excess of four
aircraft, unless restricted by the unit CC. A 2-ship FL is authorized to lead an element in a larger
formation.
Initial Qualification Training (IQT)—See AFMAN 11-2F-16V1.
Low Altitude Navigation and Targeting Infrared for Night (LANTIRN)—A navigation and
targeting system that provides tactical aircraft with a low-altitude, under-the-weather, day and
night operational capability.
Low Altitude Training (LOWAT)—See AFMAN 11-2F-16V1.
Mission Qualification Training (MQT)—See AFMAN 11-2F-16V1
54 AFMAN11-2F-16V3 4 FEBRUARY 2020

Target MSA—An altitude that provides at least 1,000 feet of clearance above all obstacles within
5 nautical miles of the target.
Red Ball—Urgent/immediate maintenance response.
Squadron Supervisor—Squadron Commander, Asst/Operations Officers, and Flight CCs. ANG
and AFRC only: as designated by the OG/CC.
 AFMAN11-2F-16V3 4 FEBRUARY 2020 55

Attachment 2
FLIGHT BRIEFING GUIDES

Table A2.1. General Briefing Guide.

Mission Data. Recovery.
Time Hack Rejoin
EP / Threat of the Day Battle Damage / Bomb Check
Mission Objective(s) Type Recovery
Mission Overview ALOW and LIS Settings
Mission Data Card Flight Break-Up
Mission Commander / Deputy Lead Pattern and Landing
Joker / Bingo Fuel After Landing / De-Arm
Takeoff and Landing Data Emergency / Alternate Airfields
Weather / Sunrise / Sunset / Moon Illumination Special Subjects (As Applicable).
Tactical Decision Aid / Transmissivity / Absolute Humidity General Roles and Responsibilities (IP, Flight Lead, Wingman)
NOTAMs / Bird Strike Potential Formation Specific Responsibilities and Priorities
Personal Equipment Flight Member Mission Priorities
FCIF / Pubs / Maps Task / Sensor Prioritization
Ground Procedures. Deconfliction Contracts
Step Chase Procedures
Pre-Flight IFF Procedures
Aircraft DVADR/DVR Use – Maximum Possible
Armament Collision Avoidance
Boresight Radar / Visual Search Responsibilities
Check-In Departure/Enroute/Recovery
Taxi / Marshalling / Arming High Density Traffic Areas
Spare Procedures Mid-Air Collision Avoidance
Takeoff. From Other Military Aircraft
Runway Lineup From Civilian Aircraft
Takeoff Interval Dissimilar Formations
Abort Terrain Avoidance
Jettison Procedures Departure / Enroute / Recovery
Low Altitude Ejection Use of Controlled Flight Into Terrain Prevention Systems
Landing Immediately After Takeoff CARA ALOW
Departure/Enroute. MSL Line-In-The-Sky
Routing Ground Collision Avoidance System
Trail Departure (GCAS)/Minimum Terrain Clearance (MTC)
Join-Up / Formation (AGCAS)/MODE/Chevrons
Systems / Ops Checks Targeting Pod Attitude Advisory Function
Airspace. Bird Strike Procedures / Use of Visor(s)
Area Human Factors Considerations (i.e., Channelized Attention,
Times Task Saturation / Prioritization and Complacency)
Restrictions (Chaff/Flare/Supersonic) G-Awareness Turn / G-Suit connection / G-tolerance
Bailout (Controlled/Uncontrolled) MSA Use of L-1 Anti-G Straining Maneuver
Visual Illusions / Perceptions
 56 AFMAN11-2F-16V3 4 FEBRUARY 2020

Spatial Disorientation / Unusual Attitudes / G-excess illusion

PARS Considerations
Lost Wingman
Radio Inoperative
SAR / CSAR
Recall Procedures
SIIs
Pilot currencies for events to be flown
Training Rules / Special Operating Instructions / Rules of
Engagement
Tactical Portion of Mission

Table A2.2. Additional Briefing Items, NVG.

Weather / Illumination: F-16D NVG Procedures / Crew Coordination
Civil / Nautical Twilight NVG Abnormal Situations / Emergencies
Moon Rise/Set Times / Phase / Elevation / Azimuth Lost Sight-NVGs
Ceiling / Visibility Lost Wingman-NVGs
LUX / EO TDA Transition to Instruments
Obscurants to Visibility Visual Illusions / Depth Perception
NVG Preflight: Disorientation / Mis-orientation / Vertigo / PARS
Check Adjustments / Helmet Fit and Security Fatigue
Batteries NVG Failure
Resolution / Focus (Hoffman ANV-20/20 Tester, Eye Battery Failure / Swap Out
Lane) Overconfidence in NVG Capabilities
NVG Compatible Flashlight Correct Lighting of Primary / Secondary Flight Instruments
Cockpit Preflight: Lost Comm (with Wingman / Target)
Cockpit Setup Aircraft Emergency
Cockpit Lighting (Leaks) Ejection-Goggles-OFF
Cockpit FAM Target Fixation
Check Focus and Stow for Taxi Lack of Dive Information
Before Takeoff: Target / Fighter Enters IMC
Don NVGs / Check and Adjust No Tally by 1,500 feet Slant Range
Stow for Takeoff 700 feet in VID mode [except tanker rejoins]
Airborne: Radar Break Lock Inside 1,500 feet
Exterior Lights Excessive Overtake / Target Maneuvers
NVG Donning Laser Eye Protection (LEP) Use
Scan Pattern Laser / IR Pointer Safety
Forward Scan NVG FOD Considerations (Batteries, Equipment, etc.)
Narrow Field of View vs. Field of Regard NVG ROE/Training Rules
Peripheral Vision
Scan Techniques
Join-up and Enroute Considerations
Rejoin / Closure
Air-to-Air TACAN
G-Awareness Considerations
 AFMAN11-2F-16V3 4 FEBRUARY 2020 57

Lighting
Visible Horizon/30 Up & Down Maneuver
Deconfliction / Separation
Route Study / Scene Interpretation
NVG Predictions
Terrain/Shadowing/Visual Illusions/Visible Horizon
Terrain Avoidance
Radar Altimeter
City / Cultural Lighting
Direction / Orientation of Lighting
Formation Maneuvering
Map Reading

Table A2.3. Additional Briefing Items, Air Refueling.

General Refueling:
Tanker Call Sign(s) / Receiver Assignments Checklist Procedures
Refueling Track(s) Radio Calls
Altitude Refueling Order
Airspeed Techniques
Airspace Restrictions EMCON Level
ARIPs, ARCPs, ARCTs Visual Signals
Radio Frequencies Fuel Off-Load
Buddy Procedures: Bingo Fuel (Abort Points / Abort Bases)
Departure Drop-Off Procedures
Join-Up Wake Turbulence
Enroute: Reform and Exit:
Route of Flight Formation
Formation Clearance
Ops Checks Emergency Procedures:
Rendezvous: Breakaway Procedures
Type Rendezvous Systems Malfunctions
Holding Procedures / Formation Damaged Receptacle
Ground Radar Assistance IMC/Night Considerations:
Tanker Identification - TACAN / Radar / Visual Loss of Visual Contact
Radar Procedures / Techniques Aircraft Lighting
Wingman / Deputy Lead Responsibilities Special Subjects:
Receiver Formation / Join-Up Procedures Fuel Awareness / AB Use / Consumption Rates
Rendezvous Overrun Flight Path Deconfliction / Other Receiver Considerations
Human Factors Considerations (i.e., Channelized
Attention, Task Saturation / Prioritization and
Complacency)

Table A2.4. Additional Briefing Items, Low-Level Navigation.

General Contingencies
 58 AFMAN11-2F-16V3 4 FEBRUARY 2020

Route / Clearance / Restrictions Aircraft Fallout Plan

Flight Responsibilities Rejoin After Late Takeoff
Navigation Emergencies:
Radar / Visual Search Aircraft Malfunctions
Entry / Spacing / Holding / Initial Altitude / MSA Route Abort Procedures (RAA / MSA) / ATC Frequencies
Route Procedures: Alternate Mission
Fence Checks Type Mission (refer to appropriate mission briefing guide)
Tactical Formation / Turns Mission Objectives
Low-Level Navigation Special Subjects
Dead Reckoning/Use of Nav Aids/Equipment (EGI) Airspace Restrictions
Radar Procedures / Techniques / Predictions G-Awareness / Ops Checks
Visual Procedures / Techniques / IR Predictions Fuel Awareness / AB Use / Consumption Rates
Updates / Calibrations Flight Path Deconfliction
Time / Fuel Control Maneuvering Limitations
Terrain Following / Wingman Considerations / Pilot Airspeed and G
Comfort Level Recognition/Prevention/Recovery from Out of Control
Leg Altitudes/Set Clearance Plane/Obstacles Time to Ground Impact
(MSL/AGL) Wings Level
Turnpoint Acquisition Overbank / Under G
Obstacle / Ground Avoidance Night Considerations
Use of Altitude Warning Features (GCAS, ALOW and Human Factors Considerations (i.e., Channelized Attention,
Line-In-The-Sky MSL Floor Settings, AGCAS Task Saturation / Prioritization and Complacency)
MODE/Chevrons Enabled/Disabled)
Threat Reactions
RWR / ECM / Chaff / Flares
Engagement Criteria
Flight Path Deconfliction
Termination

Table A2.5. Additional Briefing Items, Air-to-Surface Range Operations.

Range Information Night Procedures:
Target / Range Description Aircraft Lighting
Restrictions Radio Calls
Range Entry / Holding Target ID / Range Lighting
Radio Procedures Night Spacing Techniques
Formation Instrument Cross-check / Disorientation
Sequence of Events Flare Pattern
Pattern Procedures Flare Release Points and Interval
Aircraft Fallout Plan Wind Effect / Offset
Rejoin on Range for Late Takeoffs Dud Flare Procedures
Employment Procedures/Techniques: Switching Aircraft Patterns
Avionics / Switch Positions Over Water Range Operations:
Weapons Switchology / Delivery Mode Employment Techniques
Radar Switchology Depth Perception / Reduced Visual Cues
 AFMAN11-2F-16V3 4 FEBRUARY 2020 59

Special Weapons Switchology Distance / Altitude Estimation

Laydown / Loft Events Pop-Up Positioning
Ground track / Altitude / Airspeed Timing
Radar / Optical Depiction (OAP / TGT) Visual/Aircraft References to Establish Pull-Up Pt
Radar / Optical Tuning / Techniques Special Considerations
Pickle / Release Point Adjusted Minimum Altitudes
Breakaway / Recovery Technique Range Departure Procedures:
Backup Deliveries / EMR Armament Safety Checks
Delivery Spacing Rejoin
Pop-Up Delivery Battle Damage / Bomb Check
Entry Airspeed / Altitude Jettison Procedures / Parameters
Pop Point / Pull-Up Angle / Power Setting Hung / Unexpended Ordnance
Target Acquisition Inadvertent Release
Pull Down / Apex Altitudes Gun Unsafe / Jam
Pattern Corrections Alternate Mission
Roll-In Type Mission (refer to appropriate mission briefing guide)
Position Mission Objectives
Techniques (Pitch / Bank / Power) Special Subjects
Roll-Out / Wind Effect Error Analysis
Final Fouls
Aim-Off Distance Minimum Altitudes
Dive Angle Target Fixation
Airspeed G-Awareness
HUD Depiction Fuel Awareness / Ops Checks / AB Use / Consumption Rates
Sight Picture / Corrections / Aim-Point Maneuvering Limitations
Release Parameters Airspeed / G / Stress (Carriage / Release)
Release Indications Recognition/Prevention/Recovery from Out of Control
Recovery Procedures Time to Ground Impact
Special Procedures: Wings Level
Live Ordnance Considerations Overbank / Under G
Safe Escape / Safe Separation Chevron Cues Enabled/Disabled
Fuse Arming / Frag Avoidance Human Factors Considerations (i.e., Channelized Attention,
RBS Operations Task Saturation / Prioritization, and
Laser Operations Complacency)

Table A2.6. Crew Coordination / Passenger / Ground Crew Briefing Guide.

Crew Coordination / Passengers: Ground Crew:
Pre-Flight Act Only On Pilot's Instructions
Prohibited Items Ground Emergency Procedures
Cockpit Layout Hand Signals
Flight Maneuvering Parameters Aircraft Danger Areas
Change of Aircraft Control
Rear Seat Landing Procedures
Emergencies
 60 AFMAN11-2F-16V3 4 FEBRUARY 2020

Runway Departure
Canopy Loss
Ejection / Egress (With and Without Intercom) /
Ejection Mode Selector Handle Position
Loss of Intercom
Bird Strike Procedures / Use of Visor(s)
Flight Control Interference
Rudder Interference - Rudder Pedal Adjustment
Stick Interference - Lapbelt, Utility Light, Personal
Equipment, Leg Position, Paddle Switch Override

Table A2.7. Mission Debriefing Guide.

Ground Procedures Mission Accomplishment/Analysis:
Takeoff/Join-Up/Departure Mission Reconstruction
Enroute Procedures Mission Support
Recovery/Landing/After Landing VTR / Film Assessment
General: Anti-G Straining Maneuver Effectiveness
SIIs Tactical Employment Priorities
Radio Procedures Learning Objectives Achieved
Flight Member Responsibilities Lessons Learned
Formation and Deconfliction Contracts Recommendations for Improvement
Sensor Management/Prioritization Comments/Questions
Training Rules/Special Operating Instructions