Updated 2 December 2022

DCS [F-16C Viper]

TABLE OF CONTENTS
Table of Contents ................................................................................................................................... 2
Latest Changes ..................................................................................................................................... 10
DCS: WORLD FUNDAMENTALS ........................................................................................................ 12
Health Warning!.................................................................................................................................... 13
Installation and Launch ......................................................................................................................... 14
Configure Your Game ....................................................................................................................... 15
Fly a Mission .................................................................................................................................... 20
Game Problems ................................................................................................................................ 20
Useful Links ..................................................................................................................................... 20
Flight Control ........................................................................................................................................ 21
Changing Airspeed ........................................................................................................................... 22
Changing Altitude ............................................................................................................................. 22
Changing Heading ............................................................................................................................ 23
THE F-16C VIPER............................................................................................................................. 24
Aircraft History ..................................................................................................................................... 25
The Fighter Mafia ............................................................................................................................. 25
Lightweight Fighter Program ............................................................................................................. 26
Air Combat Fighter Competition......................................................................................................... 26
The F-16A and B .............................................................................................................................. 27
The F-16C and D .............................................................................................................................. 28
Weapons & Munitions............................................................................................................................ 30
M61A1 Vulcan 20mm Cannon............................................................................................................ 30
AIM-9 Sidewinder ............................................................................................................................. 30
AIM-120 AMRAAM ............................................................................................................................ 31
AGM-88 HARM ................................................................................................................................. 31
AGM-65 Maverick ............................................................................................................................. 32
Mark 80-Series General-Purpose Bombs ............................................................................................. 32
BDU-50 Training Munitions ............................................................................................................... 33
BDU-33 Training Munitions ............................................................................................................... 33
CBU-87 Combined Effects Munition .................................................................................................... 33
CBU-97 Sensor-Fuzed Weapon .......................................................................................................... 33
Paveway II Laser-Guided Bombs ....................................................................................................... 34
Paveway III Laser-Guided Bombs ...................................................................................................... 34

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Joint Direct Attack Munition (JDAM)................................................................................................... 35

AGM-154 Joint Stand-Off Weapon (JSOW) ......................................................................................... 35
Wind-Corrected Munitions Dispenser (WCMD) .................................................................................... 35
2.75-inch Unguided Rockets .............................................................................................................. 36
External Fuel Tanks .......................................................................................................................... 36
Targeting/Sensor Pods...................................................................................................................... 36
Electronic Countermeasure (ECM) Pods ............................................................................................. 37
AN/ASQ-T50 Tactical Combat Training System (TCTS) Pod ................................................................. 38
MXU-648 Travel Pod ......................................................................................................................... 38
Cockpit Overview .................................................................................................................................. 39
Instrument Panel.............................................................................................................................. 40
Left Auxiliary Console ....................................................................................................................... 53
Right Auxiliary Console ..................................................................................................................... 56
Left Console ..................................................................................................................................... 60
Right Console ................................................................................................................................... 72
Ejection Seat Controls ....................................................................................................................... 78
Hands-On Controls (HOTAS) .................................................................................................................. 80
Side Stick Controller (SSC) ................................................................................................................ 80
Throttle ........................................................................................................................................... 82
Heads-Up Display (HUD) ....................................................................................................................... 85
HUD Control Panel............................................................................................................................ 89
Upfront Controls (UFC) .......................................................................................................................... 93
Integrated Control Panel (ICP) .......................................................................................................... 94
Data Entry Display (DED) .................................................................................................................. 96
CNI Page ......................................................................................................................................... 98
UHF & VHF Pages ............................................................................................................................. 99
IFF Page ........................................................................................................................................ 100
LIST Page ...................................................................................................................................... 100
Priority Function DED Pages ............................................................................................................ 101
LIST DED Pages ............................................................................................................................. 121
MISC DED Pages ............................................................................................................................ 130
Multi-Function Displays (MFD) ............................................................................................................. 131
Format Selection Master Menu Page ................................................................................................ 132
PROCEDURES ................................................................................................................................ 136
Engine Start ....................................................................................................................................... 137

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Taxi ................................................................................................................................................... 147

Before Takeoff .................................................................................................................................... 150
Takeoff .............................................................................................................................................. 154
Crosswind Takeoff .......................................................................................................................... 155
Normal Flight ...................................................................................................................................... 156
In-Flight Checks ............................................................................................................................. 156
Trimming the Aircraft ..................................................................................................................... 156
Air Refueling ....................................................................................................................................... 157
Descent/Before Landing ...................................................................................................................... 164
Landing .............................................................................................................................................. 166
Crosswind Landing ......................................................................................................................... 167
After Landing ...................................................................................................................................... 168
Engine Shutdown ................................................................................................................................ 170
NAVIGATION ................................................................................................................................. 172
INS Alignment .................................................................................................................................... 173
Normal Gyrocompass (NORM) Alignment ......................................................................................... 173
Stored Heading (STOR HDG) Alignment ........................................................................................... 175
Inflight (INFLT) Alignment .............................................................................................................. 176
Navigation Fixes and Updates .............................................................................................................. 179
Steerpoint Navigation .......................................................................................................................... 181
HUD Indication............................................................................................................................... 181
Horizontal Situation Display (HSD) Indication ................................................................................... 181
Horizontal Situation Indicator (HSI) Indication ................................................................................. 182
TACAN Navigation ............................................................................................................................... 184
T-ILS page ..................................................................................................................................... 185
Navigate to Selected TACAN Station ................................................................................................ 187
Instrument Landing System (ILS) ........................................................................................................ 188
T-ILS page ..................................................................................................................................... 189
Navigate with ILS Glide Slope and Localizer ..................................................................................... 190
Autopilot ............................................................................................................................................ 194
RADIO COMMUNICATIONS ........................................................................................................... 195
Radio Communications ........................................................................................................................ 196
Upfront Controls ............................................................................................................................. 197
UHF Backup Control Panel .............................................................................................................. 201
Hands-On Controls .............................................................................................................................. 204

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Easy Communication Option............................................................................................................ 204

TACTICAL SYSTEMS ...................................................................................................................... 205
Master Modes ..................................................................................................................................... 206
Navigation (NAV) Mode................................................................................................................... 206
Air-to-Air Missile (AAM) Mode .......................................................................................................... 207
Air-to-Ground (A-G) Mode ............................................................................................................... 207
Missile Override (MSL) Mode ........................................................................................................... 208
Dogfight (DGFT) Mode.................................................................................................................... 209
Selective Jettison (JETT) Mode ........................................................................................................ 209
Emergency Jettison (JETT) Mode .................................................................................................... 210
Cycling MFD Formats using Side Stick Controller .............................................................................. 210
Sensor-Of-Interest (SOI) ..................................................................................................................... 211
VIP & VRP .......................................................................................................................................... 212
“Bullseye” Reference Point................................................................................................................... 216
Configuring “Bullseye” Reference Point ............................................................................................ 217
Horizontal Situation Display (HSD) ....................................................................................................... 218
HSD Control (CNTL) Page ............................................................................................................... 222
HSD Expand (EXP) Mode ................................................................................................................ 224
HSD Zoom Mode ............................................................................................................................ 225
Stores Management System (SMS)....................................................................................................... 226
SMS Inventory (INV) Page .............................................................................................................. 226
SMS Selective Jettison (S-J) Page .................................................................................................... 229
SMS Emergency Jettison (E-J) Page ................................................................................................. 230
Hands-On Controls .............................................................................................................................. 231
APG-68 FIRE CONTROL RADAR ..................................................................................................... 232
Air-to-Air Modes .................................................................................................................................. 233
Combined Radar Mode (CRM) ......................................................................................................... 235
Air Combat Mode (ACM) ................................................................................................................. 242
Single Target Track (STT) Mode ...................................................................................................... 246
Control (CNTL) Menu ...................................................................................................................... 247
Expand (EXP) Feature..................................................................................................................... 248
IFF Interrogation ............................................................................................................................ 249
Air-to-Ground Modes ........................................................................................................................... 251
Ground Mapping (GM) Mode ........................................................................................................... 251
Sea Search (SEA) Mode .................................................................................................................. 257

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LINK16 DATALINK ........................................................................................................................ 258

Overview ............................................................................................................................................ 259
DLNK DED Pages............................................................................................................................ 260
Display Symbology .............................................................................................................................. 262
Radar Display Filtering .................................................................................................................... 265
LITENING II TARGETING POD ...................................................................................................... 266
Overview ............................................................................................................................................ 267
TGP Activation ............................................................................................................................... 267
Standby (STBY) Mode ......................................................................................................................... 270
Mode Selection ............................................................................................................................... 271
Air-to-Ground (A-G) Mode ................................................................................................................... 272
Track Modes .................................................................................................................................. 275
Laser Ranging ................................................................................................................................ 277
Air-to-Air (A-A) Mode .......................................................................................................................... 279
HOTAS Commands .............................................................................................................................. 281
HARM TARGETING SYSTEM........................................................................................................... 282
HARM Targeting System ...................................................................................................................... 283
HARM Attack Display (HAD)................................................................................................................. 286
HAD Threat (THRT) Page................................................................................................................ 290
HAD Control (CNTL) Page ............................................................................................................... 292
HAD Expand (EXP) Mode ................................................................................................................ 294
HAD Target Designation ...................................................................................................................... 295
HUD Designation & Launch Symbology ............................................................................................ 296
Sighting Point Designation .............................................................................................................. 297
SEAD DED Page ............................................................................................................................. 298
Hands-On Controls .............................................................................................................................. 299
JOINT HELMET-MOUNTED CUEING SYSTEM ................................................................................. 300
Helmet Mounted Cueing System .......................................................................................................... 301
HMCS Symbology ........................................................................................................................... 302
HMCS DED Settings ........................................................................................................................ 304
AIR-TO-AIR EMPLOYMENT............................................................................................................ 308
Air Combat Preparation ....................................................................................................................... 309
Dogfight and Missile Override Modes .................................................................................................... 310
Dogfight Mode ............................................................................................................................... 310
Missile Override Mode ..................................................................................................................... 311

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M61A1 20mm Cannon ......................................................................................................................... 312

Air to Air Gunnery .......................................................................................................................... 313
AIM-9M/X Sidewinder.......................................................................................................................... 318
AIM-9M/X Employment ................................................................................................................... 318
AIM-9M/X HMCS Missile BORE Employment ..................................................................................... 321
AIM-9M/X HMCS Radar BORE Employment ...................................................................................... 323
AIM-120 AMRAAM ............................................................................................................................... 327
SMS Format ................................................................................................................................... 327
HUD Symbology ............................................................................................................................. 328
FCR Post-Launch Symbology ........................................................................................................... 330
AIM-120 Employment ..................................................................................................................... 330
Simultaneous Employment Against Multiple Targets ......................................................................... 332
AIR-TO-GROUND EMPLOYMENT ................................................................................................... 334
Attack Preparation .............................................................................................................................. 335
M61A1 20mm Cannon Strafe ............................................................................................................... 336
Target Attack ................................................................................................................................. 336
In-Range Cue Update ..................................................................................................................... 338
2.75-Inch Rockets ............................................................................................................................... 341
Target Attack (CCIP) ...................................................................................................................... 341
Unguided Bombs................................................................................................................................. 344
General Purpose Bombs .................................................................................................................. 344
Cluster Bombs ................................................................................................................................ 344
Training Bombs .............................................................................................................................. 345
Unguided/Laser Guided Bombs SMS Page ........................................................................................ 345
Unguided Bombs CCIP Attack.......................................................................................................... 350
Unguided Bombs CCIP Attack (Post-Designate) ................................................................................ 353
Unguided Bombs CCRP Attack ......................................................................................................... 355
Laser-Guided Bombs ........................................................................................................................... 358
Terminal Laser Guidance Codes....................................................................................................... 358
SMS Page ...................................................................................................................................... 359
Laser Guided Bomb CCRP Attack ..................................................................................................... 360
Joint Direct Attack Munitions (JDAM) .................................................................................................... 366
JDAM SMS Format .......................................................................................................................... 366
JDAM HUD Symbology .................................................................................................................... 368
Employment in Pre-Planned (PRE) Mode .......................................................................................... 368

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Employment in Visual (VIS) Mode.................................................................................................... 370

AGM-154 Joint Standoff Weapon (JSOW) ............................................................................................. 373
JSOW SMS Format ......................................................................................................................... 373
JSOW HUD Symbology ................................................................................................................... 374
Employment in Pre-Planned (PRE) Mode .......................................................................................... 375
Employment in Visual (VIS) Mode.................................................................................................... 376
Wind-Corrected Munitions Dispensers (WCMD) ..................................................................................... 379
WCMD SMS Format ........................................................................................................................ 379
WCMD HUD Symbology .................................................................................................................. 380
WCMD CNTL Page .......................................................................................................................... 380
Employment in Pre-Planned (PRE) Mode .......................................................................................... 381
Employment in Visual (VIS) Mode.................................................................................................... 383
AGM-88 HARM .................................................................................................................................... 386
Preparation .................................................................................................................................... 386
SMS Format ................................................................................................................................... 388
WPN Format .................................................................................................................................. 389
HUD Symbology ............................................................................................................................. 392
Employment using HARM-as-Sensor (HAS) Mode ............................................................................. 393
Employment using Position Known (POS) Mode................................................................................ 397
AGM-65 Maverick ................................................................................................................................ 400
Operation ...................................................................................................................................... 400
Limitations ..................................................................................................................................... 400
SMS Page ...................................................................................................................................... 401
SMS Page, CNTL Sub-Page ............................................................................................................. 401
WPN Page...................................................................................................................................... 402
Preparation .................................................................................................................................... 403
Employment using PRE mode .......................................................................................................... 408
Employment using VIS mode .......................................................................................................... 409
Employment using BORE mode ....................................................................................................... 411
Employment using TGP handoff ...................................................................................................... 413
Ripple Fire ..................................................................................................................................... 413
Force Correlate .............................................................................................................................. 415
DEFENSIVE SYSTEMS .................................................................................................................... 417
Radar Warning Receiver ...................................................................................................................... 418
Threat Warning Azimuth Indicator ................................................................................................... 419

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Threat Warning Prime Control Panel ................................................................................................ 420

Threat Warning Auxiliary Control Panel ............................................................................................ 420
Countermeasures Dispensing Set ......................................................................................................... 421
CMDS Control Panel........................................................................................................................ 421
CMDS DED Settings ........................................................................................................................ 424
Electronic Countermeasures ................................................................................................................ 427
Radar Jamming .............................................................................................................................. 427
ECM Control Panel .......................................................................................................................... 430
Hands-On Controls .............................................................................................................................. 432
CHAFF/FLARE Dispense Button........................................................................................................ 432
APPENDICES ................................................................................................................................. 433
Appendix A – Abbreviated Checklists .................................................................................................... 434
Navigation ..................................................................................................................................... 434
Radio Communications ................................................................................................................... 436
Appendix B – ALIC Codes & RWR Symbols ........................................................................................... 438
Air Defense Radar Systems ............................................................................................................. 438
Naval Radar Systems ...................................................................................................................... 439
Airborne Radar Systems.................................................................................................................. 440
Appendix C – HAD / WPN Threat Tables ............................................................................................... 441
HARM Attack Display (HAD) Threat Classes ...................................................................................... 441
AGM-88 Weapon (WPN) Threat Tables ............................................................................................ 442
Appendix E – Glossary of Terms........................................................................................................... 443
Appendix F – Formulas ........................................................................................................................ 451
Fuel/Endurance Calculations ........................................................................................................... 451
Speed/Time/Distance Calculations ................................................................................................... 451
Fuel/Range Calculations .................................................................................................................. 451
Distance Conversion ....................................................................................................................... 451
Altitude/Elevation Conversion .......................................................................................................... 451
Latitude/Longitude Conversion ........................................................................................................ 451

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LATEST CHANGES
Significant changes to the guide will be noted on this page.
15 Oct 2019 – Added IFF Interrogation procedure to radar section.
20 Oct 2019 – Updated AIM-9 diamond and uncage behavior description in AIM-9M/X Employment sections.
22 Oct 2019 – Added Track While Scan radar sub-mode description.
25 Oct 2019 – Added INS alignment procedures.
28 Oct 2019 – Added section on SMS MFD page and Selective Jettison.
05 Nov 2019 – Added Air Refueling procedures.
08 Nov 2019 – Added Link16 Datalink information.
15 Nov 2019 – Added additional CMDS DED Page descriptions.
24 Nov 2019 – Added information on the radar display’s Expand Feature.
21 Jan 2020 – Added EEGS Level V gunsight information.
28 Jan 2020 – Added information on filtering FCR display datalink tracks.
11 Feb 2020 – Added slave/bore HOTAS functionality to AIM-9 employment section.
25 Feb 2020 – Updated TACAN band change procedure in the TACAN Navigation section.
15 Mar 2020 – Added M61A1 Gun dispersion information to the Gun Employment section.
31 Mar 2020 – Added TIME and ALOW DED page descriptions to the UFC section.
26 Aug 2020 – Substantially revised Targeting Pod section to add new functionality. Added Stored Heading and
Inflight INS alignment procedures.
27 Aug 2020 – Added procedures for kneeboard usage to the Bomb Seeker Laser Code section. Added radar
display missile DLZ to AIM-120 Employment section. Added details on Dogfight and Missile Override modes.
28 Aug 2020 – Added new section describing Autopilot functions. Substantially revised section describing DED
Pages with emendations and many additional pages.
31 Oct 2020 – Added AGM-88 HARM section with HAS mode procedures.
3 Nov 2020 – Added AGM-65 Maverick section.
6 Dec 2020 – Added VIP/VRP/PUP section, and POS mode (RUK profile) to AGM-88 HARM section.
15 Dec 2020 – Added a section on System Point of Interest (SPI) and Cursor Zero mechanics. Added section on
TGP track modes.
14 Feb 2021 Added Aircraft History and F-16C Stores sections.
20 Mar 202 – Updated AGM-88 HARM with POS/EOM and POS/PB delivery modes.
16 May 2021 – Added JDAM section.
11 Jul 2021 – Added JSOW section.
01 Aug 2022 – Full review of existing manual initiated.

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30 Nov 2022 – Revisions performed as necessary for accuracy and correct formatting. Revised/Updated DCS:
World Fundamentals, Weapons & Munitions, Cockpit Overview, Hands-On Controls, Heads-Up Display, Upfront
Controls, Radio Communications (work-in-progress), Joint Helmet Mounted Cueing System, Defensive Systems,
and ALIC Code Appendix. Added Tactical Systems chapter (work-in-progress), HARM Targeting System chapter,
Electronic Countermeasures, Appendix C – HAD/HAS Threat Tables, Appendix E – Glossary of Terms, and
Appendix F – Formulas.
NOTE 1: The Procedures, Navigation, Radio Communications, and Tactical Systems chapters are still works-in-
progress. These chapters have received some changes but will receive further revisions of existing content, and
additional new content, in follow-on manual updates. These revisions are already in progress but were not ready
at the date of publishing.
NOTE 2: Along with the chapters identified in the previous Note, the next revisions will be covering the APG-68
FCR, Link16 Datalink, and LITENING II Targeting Pod chapters. In addition, the AGM-88 HARM employment
revision is already underway since it is heavily intertwined with the HARM Targeting System chapter.

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DCS: WORLD
DCS: WORLD FUNDAMENTALS
FUNDAMENTALS

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HEALTH WARNING!
Please read before using this computer game or allowing your children to use it.
A very small proportion of people may experience a seizure or loss of consciousness when exposed to certain
visual images, including flashing lights or light patterns that can occur in computer games. This may happen even
with people who have no medical history of seizures, epilepsy, or “photosensitive epileptic seizures” while playing
computer games.
These seizures have a variety of symptoms, including light-headedness, dizziness, disorientation, blurred vision,
eye or face twitching, loss of consciousness or awareness even if momentarily.
Immediately stop playing and consult your doctor if you or your children experience any of the above symptoms.
The risk of seizures can be reduced if the following precautions are taken, (as well as a general health advice for
playing computer games):
Do not play when you are drowsy or tired.
Play in a well-lit room.
Rest for at least 10 minutes per hour when playing the computer game.

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INSTALLATION AND LAUNCH

To install DCS World and the DCS: F-16C Viper module, you will need to be logged into Windows with
Administrator rights.
DCS World is the PC simulation environment that the DCS: F-16C Viper simulation operates within. When DCS
World is launched, you in turn launch DCS: F-16C Viper.
As part of DCS World, a map of the Caucasus region, the Su-25T Frogfoot attack aircraft, and TF-51 training
aircraft are also included for free.
After purchasing DCS: F-16C Viper from our e-Shop, start DCS World by executing the icon on your desktop.
Upon initialization, the DCS World Main Menu page is opened. From the Main Menu, you can read DCS news,
change your wallpaper by selecting any of the icons at the bottom of the page, or select any of the options along
the right side of the page.
Select the Module Manager icon at the top of the Main Menu. Upon initial entry into the Module Manager, a pop-
up window titled Install Modules should automatically display, listing any DCS products that you have purchased
and have yet to install. Ensure DCS F-16C Viper is checked, and then click OK. Alternatively, you can select the
Modules tab, scroll down until you locate the DCS: F-16C Viper entry, and click Install. In either case, DCS World
will close and automatically proceed with an update to download and install the necessary files. After the
download and installation is complete, DCS World will automatically restart.
To get started quickly, you can select Instant Action and play any of the missions listed for the F-16C Viper.

Module Manager Options

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Configure Your Game

Before jumping into the cockpit, the first thing we suggest is to configure your game. To do so, select the Options
button at the top of the Main Menu screen. You can read a detailed description of all Options in the DCS User
Manual. For this Early Access Guide, we will just cover the basics.

SYSTEM Tab. This tab allows you to configure your graphics options to best balance aesthetics with
performance.
There are Presets options along the bottom of the page, but you can further adjust your graphics settings to best
suit your computer. If you have lower performance, we suggest selecting the “Low” button and then increase
graphics options to find your best balance.
Items that most affect performance include Visibility Range, Resolution, and MSAA. If you wish to improve
performance, you may wish to first adjust these system options.
Items that have an asterisk (*) displayed next to them will require a restart of DCS World to take effect.
Note that some missions may enforce different Civ. Traffic settings that override the individual user selection on
this tab. This may result in higher or lower levels of expected civilian traffic scenery, or none at all.

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CONTROLS Tab. This tab provides an interface to set up your controls and functional bindings.

Aircraft Control Mode Input Functions

Action column Category column

List
Input Device columns

Input Command Entry

Right-click Options

Add button Axis Tune button

• Aircraft Control Mode. From this drop-down menu, select “F-16C Sim”.
• Input Functions. This displays various categories of input functions, such as axis devices, views, cockpit
functions, etc. Additionally, “Search…” can be selected from the Input Functions drop-down to manually
filter the Action column according to keyword matches.
• Action column. This column along the left side of the screen displays the action associated with the
corresponding input command entries.
• Category column. This column to the right of the Action column displays the function group or cockpit
panel each Action is grouped within.
• Input Device columns. These columns display which input devices have been detected, including your
keyboard, mouse, joysticks, throttle(s), or rudder pedals, and which input commands from the respective
input devices will perform the corresponding Action.
• Add button. To assign an input command to an Action, left-click the input command entry that corresponds
with the desired Action under the desired input device column, then press the Add button along the bottom
row. Alternatively, a double left-click on the desired command entry using mouse can be used, or right-
clicking on the command entry and selecting “Add combo”. Any of these methods will display the
ASSIGNMENT PANEL.

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• ASSIGNMENT PANEL. When this panel is displayed, simply press the button (or combination of buttons)
or move the axis of the device to assign it to that Action.
o Example 1: If setting a pitch axis for a joystick, first select AXIS COMMANDS from the Input
Functions drop down. Find the box where your joystick input device and the “Pitch” Action
intersect and double-click the left mouse button in the box. In the ASSIGNMENT PANEL, move
your joystick forward and back to assign the axis. Press OK when finished.
o Example 2: If setting a keyboard or controller device button, first select All But Axis Commands
as the Input Function category, or the category that contains the desired Action you wish to edit.
Find the box where your input device and the Action intersect, and double-click the left mouse
button in the box. In the ASSIGNMENT PANEL, press the keyboard or controller device button you
wish to assign to the Action. Press OK when finished.
o If you make a mistake during the assignment process, press the RESET button and try again.
o If another Action is already assigned to that button or button combination, that Action will be
shown under Currently In Use.
• Default button. After assigning a command to an Action, you may revert to the default command
assignment for that command entry by clicking on the corresponding entry to highlight, and then clicking
the Default button. This can also be accomplished by right-clicking on the command entry and selecting
“Reset combo to default”.
• Clear button. If you wish to remove all commands from an input device for that Action, click on the
corresponding command entry to highlight, and then click the Clear button. This can also be accomplished
by right-clicking on the command entry and selecting “Clear combo”.
• Axis Tune button. This button becomes available if an axis command entry is highlighted. When this
button is clicked, the AXIS TUNE PANEL is displayed. This can also be accomplished by right-clicking on the
command entry and selecting “Tune combo axis”.

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• AXIS TUNE PANEL. When this panel is displayed, the selected axis can be assigned a dead zone, different
response curves, and other tuning.

GAMEPLAY Tab. This tab primarily allows you to adjust the game to be as realistic or casual as you want it to
be. Choose from various difficulty settings like labels, tooltips, unlimited fuel and weapons, etc. You can also set
your preferred language and units of measurement.
Turning Mirrors off can assist with improving performance.
Note that some missions may enforce different gameplay settings that override the individual user selection on
this tab. This may result different gameplay behavior than the user expects, such as enforcing no labels or
restricting information on the F10 map.

MISC Tab. This tab contains miscellaneous features to further tune the game to your preference.
Note that some missions may enforce different gameplay settings that override the individual user selection on
this tab. This may result different gameplay behavior than the user expects, such as enforcing no external views
or Battle Damage Assessment overlays.

AUDIO Tab. Use this tab to adjust the audio levels within the game, enable/disable various audio effects, or
manage your Voice Chat settings.

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SPECIAL Tab. Use this tab to modify module-specific options by selecting the F-16C from the module list along
the left side of the screen.

• Customized Cockpit. Only one option is available at this time, set to “Default”.
• Canopy Tint. May be set to “Transparent” or “Tinted”.
• Canopy Reflections. May be set to “None” or “Static”.
• MFD Reflections. May be set to “None” or “Static”.
• Afterburner Detent. May be set to “Always off” or “Always on”. When set to “Always on”, the Throttle
Quadrant action “Cycle Afterburner Detent – ON/OFF” will determine whether the in-game throttle will enter
into afterburner range with throttle axis input by the user.
• HMD Render Eye. May be set to “Right eye”, “Left Eye” or “Both eyes.” When using a VR headset, this will
determine which eyepiece(s) render the JHMCS flight symbology.

VR Tab. This tab allows you to enable support for a wide variety of VR Headsets and adjust their functionality.
When using VR, be particularly aware of the Pixel Density setting as it can have a dramatic effect on game
performance.

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Fly a Mission
Now that you have configured your game, let’s get to why you purchased DCS: F-16C, to fly some missions! You
have several options to fly a single or multi-player mission.
On the Main Menu page, you have the options to fly the Viper in an INSTANT
ACTION mission, CREATE FAST MISSION, load a MISSION, play a CAMPAIGN, go
through a TRAINING lesson, or create a mission in the MISSION EDITOR. You
also have the option to jump online and fly with others in MULTIPLAYER.

• INSTANT ACTION. Simple missions that place you in the task of your
choice. These missions are grouped according to which map they take
place in, so selecting a different map from the list along the right side of
the Instant Action mission list may provide additional missions to choose
from.

• CREATE FAST MISSION. Set various mission criteria to allow a mission to

be created for you.
• MISSION. More in-depth, stand-alone combat missions.
• CAMPAIGN. Linked missions to create a campaign narrative.
• MULTIPLAYER. Create your own multiplayer session or join a multiplayer
session already in progress.
• TRAINING. Lessons that provide step-by-step instructions in tasks such as
starting the F-16C, takeoff and landing, navigation, or employing weapons.
• MISSION EDITOR. Use this very powerful tool to create your own missions.
To get started, we suggest one of the “Free Flight” INSTANT ACTION missions. Later, you can also use these
missions to practice starting up the aircraft, takeoffs, landings, navigation, and sensor / weapon employment.

Game Problems
If you encounter a problem, particularly with controls, we suggest you back up and then delete the
Saved Games\DCS\Config folder in your home directory, which is created by DCS on your operating system drive
at first launch. Restart the game and this folder will be rebuilt automatically with default settings, including all
the controller input profiles.
If problems persist, we suggest consulting our online technical support forums.

Useful Links
• DCS World homepage

• DCS: F-16C Viper forum

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FLIGHT CONTROL
Primary aircraft flight controls include the Side Stick Controller (SSC), Throttle, and Rudder Pedals. The SSC is
used to roll the aircraft left and right to perform turns, and pitch the nose up and down to climb or descend. The
throttle is used to control engine power and airspeed. The pedals are used in flight to yaw the airplane left and
right using the rudder (like a boat); and on the ground to turn the nose wheel when taxiing.

Rudder Pedals

Throttle Side Stick Controller

If you are flying with only a keyboard, the primary flight control keys will be the arrow keys to control roll and
pitch, [Numpad+] and [Numpad-] to control throttle, and [Z] / [X] to control the rudder pedals. If you do
have a joystick, it may be equipped with a throttle handle and/or a twist grip, which will allow you to control the
rudder pedals.

Nose Up Nose Down Throttle Down

Yaw Right

Yaw Left Roll Left Roll Right

Throttle Up

When flying from the cockpit, the Controls Indicator display may be toggled by pressing [RCtrl]+[Enter] to see
a visual reference of the positions of your flight controls.

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Throttle Control Axis

Pitch Control Axis

Afterburner Detent Marker Pitch/Roll Trim Position Indicator

Roll Control Axis

Throttle Position Indicator Side Stick Controller Position Indicator

Wheel Brake Position

Indicator (50% applied)

Idle Detent Marker Rudder Pedal Position Indicator

Rudder Control Axis

Changing Airspeed
There are several methods to increase or decrease airspeed:
• Aircraft engine power. When advancing the throttle, the engine will produce more thrust. Likewise,
retarding the throttle will produce less thrust.
• Aircraft pitch angle and pitch rate. Generally, pitching the nose up above the horizon will cause
the aircraft to slow down; and pitching the nose down below the horizon will cause the aircraft to speed
up. Rapid pitch changes can also affect speed, regardless of whether it is a pitch change in the
horizontal plane or in the vertical plane. Higher pitch rates increase the Angle-of-Attack (AoA), which
increases drag, leading to a loss in airspeed.
• Speedbrakes. Opening the speedbrakes will cause an increase in drag, which can cause a loss of
speed, or reduce the rate the airspeed increases while in a dive.
• Landing Gear. Lowering the landing gear will produce additional drag like the speedbrakes, but they
should only be lowered when below 300 knots to prevent damage.
The Airspeed & Velocity Scale on the HUD can be used to monitor airspeed, along with the Airspeed/Mach
Indicator on the center section of the instrument panel.

Changing Altitude
Changing the pitch of the aircraft can increase or decrease the altitude.
• Increase altitude. Pitching the nose up above the horizon will increase altitude, but this will cause a
loss in airspeed unless engine power is increased to compensate. If the aircraft starts to stall, lower
the nose and/or increase engine power.
• Decrease altitude. Pitching the nose down below the horizon will decrease altitude, but this will cause
an increase in airspeed unless engine power is reduced to compensate. Additionally, the speedbrakes
can be used to maintain current airspeed in shallow dives.
The Barometric Altitude & Altitude Scale and Radar Altimeter on the HUD can be used to monitor altitude, along
with the Altimeter on the center portion of the instrument panel. Climb/descent rates can be monitored on the
HUD Vertical Velocity Scale, along with the Vertical Velocity Indicator on the center instrument panel.

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Changing Heading
Changing the heading of the aircraft in the horizontal plane is accomplished by rolling, or banking, the aircraft in
the desired direction. As the bank angle is increased, the stick must be pulled back in pitch to prevent a loss in
altitude. At steeper bank angles, pulling back on the stick can increase the turn rate by pitching the nose in the
direction of the turn. Just prior to reaching the desired heading, the stick should be used to roll the aircraft back
to level flight, so that the aircraft wings return to level just as the desired heading is reached.
Note the following:
• Steep bank angles will require more pitch input to the stick to prevent altitude loss.
• During steep turns, higher pitch rates will increase the turn rate but will also increase the wings’ angle-
of-attack and cause the aircraft to slow down. If you lose too much speed, the aircraft may become
uncontrollable. Increasing engine power or decreasing the turn rate will prevent speed loss.
• Keeping the Flight Path Marker on the Horizon Line throughout the turn will prevent altitude loss. A
combination of pitch and roll inputs using the stick can be used to maintain altitude throughout the
turn.

Steering Cue Flight Path Marker

Steerpoint Symbol

Airspeed Barometric Altitude

Radar Altitude

Magnetic Heading

The Magnetic Heading Tape on the HUD can be used to monitor heading, which is displayed on either the top or
bottom of the HUD, depending on the selected master mode. The Steering Cue shows the relative direction to
your steerpoint. If you turn the aircraft to align the Flight Path Marker with the Steering Cue, you will be flying
to your steerpoint.
The Electronic Horizontal Situation Indicator (EHSI) also provides the aircraft’s heading. The top of the magnetic
heading compass that is aligned with the lubber line at the top of instrument is the current heading.

EAGLE DYNAMICS 23
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THE F-16C VIPER

THE F-16C VIPER

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AIRCRAFT HISTORY
The history of the F-16 is closely linked to the history of fly-by-wire. Fly-by-wire substitutes the traditional
hydromechanical link between pilot and control surfaces for a computer. When the pilot moves the stick left, they
are essentially telling the fly-by-wire computer that they wish to bank left; it’s then up to the computer to decide
how to translate that command into a series of control surface deflections. Fly-by-wire opened the door to aircraft
designed with relaxed static stability: designs that would be too unstable for a human pilot to fly manually, but
whose instability translated to improved maneuverability.
The F-16’s pioneering fly-by-wire system is owed to a man named Harry Hillaker. In the 1940s, fresh out of
college, Hillaker joined Consolidated Aircraft as an aircraft designer. There Hillaker contributed to the designs of
the B-36 Peacemaker and the F-111, among others, and in doing so, he began to lament a trend among Air Force
aircraft: Each new generation was becoming bigger, heavier, and less efficient. By the mid-1960s, Hillaker started
contemplating a small, agile fighter that forsook contemporary Air Force dogma.
While Hillaker pondered his new fighter, NASA was breaking ground
on fly-by-wire technology. Fly-by-wire was first used on the Gemini
2 capsule, and ultimately made its way to the Apollo lunar landers,
where it impressed astronaut Neil Armstrong. Following the
cancellation of the Apollo program, Armstrong was promoted to
Deputy Associate Administrator for Aeronautics at NASA. Wanting
to further investigate fly-by-wire technology, Armstrong acquired a
lunar lander computer, and had it installed in an F-8 Crusader, to
be used as a testbed for airborne fly-by-wire. This F-8, designated
NASA 802, flew in May of 1972, thus becoming the United States’s
first fly-by-wire aircraft. NASA 802 caught the notice of Hillaker,
who noted the drastic improvement in control responsiveness, a full
2.5 times that of an unmodified F-8.
NASA 802 (NASA)

The Fighter Mafia

Few fighter pilots are as well-known (or notorious) as Col. John Boyd. Following a
1953 tour in Korea as an F-86 Sabre pilot, Boyd attended the USAF Fighter Weapons
School, where he quickly became a star pupil. His outstanding performance earned
him an invite to return as an instructor, and through the 1960s, Boyd worked as
teacher and tactician, conceiving of and developing his energy-maneuverability
theory. E-M theory was an entirely novel analysis of aircraft combat, with a
quantifiable underpinning contributed by mathematician Thomas Christie. Boyd and
Christie crunched the numbers using Air Force computers, and the results led Boyd
to the conclusion that a fighter with maximal thrust-to-weight ratio and minimal
energy loss in turns would hold a competitive advantage over contemporary designs,
which emphasized bigger, heavier engines and airframes.
In the late 1960s, in an effort to push his ideas, Boyd put together a team of
Col. John Boyd (US) likeminded experts: The “Fighter Mafia.” Among them was Harry Hillaker of
Consolidated Aircraft, which had since been sold to General Dynamics. The Fighter
Mafia worked from inside the Air Force to advance the concept of a lightweight fighter.
In 1967, Boyd was recalled to USAF headquarters to apply his E-M theory to the flagging F-X project. The F-X
project was to be the next generation USAF fighter aircraft, but it had stalled amidst doubts among USAF generals
that it had become too large and costly. Boyd’s analyses helped convince the Air Force to reduce the weight and
complexity of the F-X. The lighter F-X proposal would be nicknamed the F-X “Blue Bird,” but Boyd and the Fighter

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Mafia continued to push for an even smaller, even more nimble air superiority fighter, which they called the F-X
“Red Bird.”
The Fighter Mafia was a diverse group of fighter pilots and engineers, but they all had in common a desire to see
the Air Force adopt a lightweight fighter design. This put them squarely at odds with the Air Force brass, most of
whom leaned heavily on the upcoming “Blue Bird.” The F-X
program was seen as a sort of rebirth for the USAF fighter
inventory, at this time comprised mostly of F-111s and F-4s. The
F-111 had by then evolved into something ungainly and sluggish,
and the F-4 was thought of as the Navy’s bird, something the Air
Force adopted only afterwards. The F-X represented a prideful Air
Force future, embracing its “higher, faster, further” motto, and
many in the USAF command ranks were emotionally invested in
an aircraft that embodied those words.
The F-X program continued undeterred. In 1970, the Air Force
F-15 Eagle (USAF)
announced that McDonnell-Douglas was selected to develop the
F-X, now designated the F-15 Eagle.

Lightweight Fighter Program

Towards the end of the 1960s, the Deputy Secretary of Defense, David Packard (of Hewlett-Packard) had become
concerned that the upcoming USAF and Navy frontline fighters — the F-15 and the F-14 Tomcat — represented
future budget problems for the Armed Forces. The Fighter Mafia had continued to push the USAF towards their
“Red Bird” concept, now also known as the F-XX. Their studies also helped convince manufacturers such as
General Dynamics and Northrop to start investigating potential lightweight fighter designs. In late 1970, as the
F-14 continued to experience budget and maintenance issues, Lockheed-Martin took the initiative and delivered
to Packard an unsolicited proposal for a lightweight fighter. Other companies in the industry quickly followed suit,
including General Dynamics.
Deputy SecD Packard had been looking to implement a new “fly-before-you-buy”
purchasing policy and had become recently enamored of competitive prototyping. He
saw the new LWF proposals to advance his ideas. The Air Force was still lukewarm to
the idea of a lightweight fighter, until the Fighter Mafia coined the “high/low mix” —
the concept that the F-15 and F-XX would complement each other, occupying the high-
cost and low-cost brackets of Air Force spending, respectively. The high/low mix idea
reframed the LWF as an ally to the F-15, and lifted resistance among Air Force brass.
Packard’s Lightweight Fighter RFP produced five proposals, among which two were
selected for funding: The General Dynamics Model 401, and the Northrop P-600. Each
company would be granted funding to build demonstrator aircraft, which would be
David Packard (DoD) tested against each other in a series of trials — the fingerprint of Deputy SecD Packard’s
influence. The P-600 would be redesignated the YF-17, and the Model 401 would
become the YF-16.

Air Combat Fighter Competition

At General Dynamics, Robert. H Widmer became the chief engineer on the YF-16 project. At Harry Hillaker’s
insistence, the YF-16 was to incorporate a production fly-by-wire system — but as the engineers were still
uncertain if fly-by-wire was feasible, the YF-16 program was designed with a contingency. Should it be necessary,
the YF-16’s wings could be shifted aftward to restore the airframe’s static stability, and the analog fly-by-wire
system was designed to be easily removable and replaced with traditional flight controls.

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Along with its revolutionary control system, the YF-16 became a

testbed for other innovations: The aircraft would be capable of 9-g
maneuvers, and the seat was reclined 30° to improve the pilot’s g-
tolerance. The reclined seat, and concern about the pilot’s ability to
manipulate systems during high-g maneuvering, guided the
development of its HOTAS, which put more capability on the stick
and throttle than prior aircraft. The small cockpit necessitated that
the stick be moved to the side, so that it wouldn’t obscure cockpit
instruments.
In December 1973, the completed YF-16 prototype was unveiled at
Edwards Air Force Flight Test Center, where it began flight trials. Its
first flight on January 20, 1974 was unintended: During a fast-taxi
YF-16 Rollout, 1973 (GD)
run, a fault in the fly-by-wire system created a worsening control
problem that forced the test pilot to lift off for a trip around the
pattern. The actual, intended first flight occurred a few weeks later in February, following repairs of the prototype.
The Air Force had set the initial stakes of the LWF competition by committing to purchasing 650 aircraft of
whichever model won. But by early 1974, interest in the Lightweight Fighter competition had grown, and as word
spread to NATO allies, other countries began committing to purchases of the winner as well. In response to the
heightened interest, the LWF competition was expanded into a new program called Air Combat Fighter (ACF).
The ACF program specified a multirole lightweight fighter aircraft and required that any purchase of the winning
model must also be in parallel to a purchase of F-15s. This requirement shut down the last of the resistance to
the LWF program within the Air Force.
The expanded ACF program brought in foreign competitors, among them Dassault-Breguet, SEPECAT, and Saab.
Ultimately, after flying 330 trial sorties spanning 417 flight hours, test pilots unanimously favored the YF-16. So
it was January 13, 1975 when Secretary of the Air Force John L. McLucas announced that General Dynamics had
won the ACF competition, and with it, hundreds of domestic and foreign orders for the F-16.

The F-16A and B

Through 1974 and 1975, General Dynamics developed the YF-16
into the F-16, making numerous structural modifications. What was
originally envisioned as Boyd’s lightweight fighter now had to
become a multirole aircraft, per the ACF program requirements. The
radome was enlarged to fit the AN/APG-68 radar, and two more
pylons were added. These and other changes ultimately netted a
25% weight increase.
So much was the Air Force’s desire to keep the new fighter from
impinging on the F-15’s glory, that Air Force brass prohibited the F-
16 from carrying AIM-7 Sparrows, the medium-range BVR missile of
the day. (This requirement would impel one of the Fighter Mafia,
General Mike Loh, to order the design of a medium-range missile First production F-16A Block 10 (USAF)
that could be mounted on AIM-9 Sidewinder stations — a project
that would ultimately produce the AIM-120 AMRAAM.)
In late 1975, the first F-16A FSD (full-scale development) was manufactured, and on October 20, 1978, the first
production model rolled off the assembly line. The production F-16A first flew in November of that year, and the
Air Force received its first delivery in January. The F-16 entered operational service with the 388th Tactical Fighter
Squadron at Hill AFB, Utah in 1979. A year later, the F-16 was given the official moniker of “Fighting Falcon” —
but of course, its pilots called it the “Viper.”

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In all, 475 F-16As and Bs (dual-seat variant) were produced. The model variant spanned Blocks 1, 5, 10, 15, and
20. Many Block 20 F-16As have since undergone the Mid-Life Upgrade (MLU), becoming functionally equivalent
to F-16Cs.

The F-16C and D

On June 12, 1987, the Block 30 F-16 was introduced, designated the F-16C and D. Block 30 was the result of the
Alternative Fighter Engine (AFE) program, a project to allow the F-16 to be configured with either the existing
Pratt & Whitney F100-PW-220 engine, or with the General Electric F110-GE-100 as an alternative. The original
plan was for the F-16 to have a common engine bay, allowing any aircraft to swap between the two engines.
This idea was scrapped when it was discovered that the GE engine required widening the inlet. Due to the
airframe change, beginning with Block 30, the blocks were split in two: Block 30, 40 and 50 were equipped with
a General Electric engine; and Block 32, 42, and 52 were equipped with a Pratt & Whitney engine.
Along with the diversity of engine choices, the Block 30/32 F-16C received an upgraded mission computer with
more storage, an AN/ALE-47 countermeasures dispenser, and the capability to employ AGM-45 Shrike and AIM-
120 AMRAAM missiles.
Block 30/32 F-16Cs would be delivered to the USAF Thunderbirds demonstration squadron in 1986 and 1987;
these aircraft are today some of the oldest still-operating F-16s. Other Block 30/32s were delivered to the U.S.
Navy, re-designated the F-16N, and used as stripped-down aggressor aircraft in USN air combat training.
The Block 40/42 model, commonly called the “Night Falcon,” was
debuted in December 1988. As implied by its nickname, the Night
Falcon introduced a suite of night attack technologies, including the
LANTIRN navigation/terrain-following radar and targeting pods. The
aircraft also got an upgraded fire control radar and RWR, a wide-
angle holographic HUD capable of displaying FLIR video, and an
improved mission computer. The aircraft got an exterior makeover
as well: The hull was treated with radar-absorbent materials, and
the iconic gold-tinted canopy debuted. Despite all these
F-16C (MSGT Michael Ammons, USAF)
improvements, the USAF was in general disappointed with the
increased weight and decreased performance of the Night Falcon
series.
January 1991 saw the start of Operation Desert Storm in Iraq, and with it, the F-16’s first combat deployment
for the USAF. Following the Gulf War, on December 27, 1992, LTC Gary North of 33 rd Tactical Fighter Squadron
earned the first combat kill in a USAF F-16 after shooting down a Syrian MiG-25 that violated airspace restrictions.
The MiG-25 was also the first aircraft destroyed by an AIM-120 AMRAAM.
In October of 1991, Block 50/52 rolled out, restoring the Viper’s performance and maneuverability. The aircraft
got an up-rated engine (the F110-GE-129 or the F100-PW-229), and with it a 20% increase in thrust. The radar
was again upgraded, Improved Data Modem (IDM) datalink support was added, and the Block 40’s holographic
HUD was replaced with the original Block 30 HUD. Some Block 50 F-16Cs were configured to carry the HARM
Targeting System (HTS) pod; these SEAD aircraft were designated the F-16CJ and DJ.
The F-16C continues to see improvements and upgrades to keep it in step with technological innovations. Between
2003 and 2010, the Air Force’s Common Configuration Implementation Program (CCIP) modernized and
standardized the avionics and capabilities across the fleet of Block 40 and Block 50 F-16Cs. The FCC was
upgraded, the MFDs were replaced with new color displays, support for JHMCS and Link16 was added, and the
IFF was modernized. F-16CJ and DJ SEAD models that underwent modernization through this program were
redesignated the F-16CM or DM.

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Today, while the USAF no longer purchases F-16s, it still operates a fleet of over 1,000 active-duty F-16Cs and
Ds. F-16s have served in virtually every U.S. air combat action since Operation Desert Storm, and F-16s are
scheduled to continue to remain in service until 2025, when they will be replaced with the F-35A Lightning II.
Aside from the United States, twenty-six other countries have purchased or leased F-16s, and all but one (Italy)
continue to fly them as an integral part of their air forces. After purchasing General Dynamics, Lockheed-Martin
continues to improve on the F-16 for foreign customers. The United Arab Emirates funded development of the F-
16E and F models (Block 60), and many other countries have pledged to purchase the upcoming F-16V (Block
70/72). The F-16V is expected to be delivered to buyers starting in 2023.

F-16 from the 66th AGRS taking off from Nellis AFB (SRA Dylan Murakami, USAF)

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WEAPONS & MUNITIONS

M61A1 Vulcan 20mm Cannon
The F-16 is equipped with an internal M61 Vulcan six-barreled rotary
cannon. The M61 can employ M50- or PGU-series 20x102mm projectiles at
6,000 rounds per minute and is effective against both air and surface
targets. PGU-series rounds provide increased range and decreased time of
flight compared to M50-series ammunition. The ammunition drum carries
510 rounds, of which six different types can be chosen for loading:
M56 HEI. High-Explosive Incendiary rounds. HEI rounds have both
explosive and incendiary effects, making them effective against aircraft,
light vehicles, and personnel.
M56/M242 HEI-T. High-Explosive Incendiary rounds with Tracer mix.
M242 tracer rounds are substituted for HEI rounds at regular intervals. The
tracer rounds glow brightly when fired, allowing the pilot to visually see the
ballistic path of the fired projectiles. Allspamme (CC-SA)

M53 API. Armor-Piercing Incendiary rounds. Armor-piercing rounds are made from solid steel with a combined
incendiary effect, making them capable of penetrating armored vehicles. However, they have no explosive effects
upon impact, which makes them less effective against personnel.
M55/M220 TP. Target Practice rounds. TP rounds are inert with only kinetic effects upon impact. TP mix always
contains M220 tracer rounds at regular intervals.
PGU-28A/B SAPHEI. Semi-Armor-Piercing High-Explosive Incendiary rounds. These rounds have both
incendiary/explosive effects and armor-piercing capability. The rounds are constructed such that the incendiary
and explosive effects are triggered after penetration of the armor. SAPHEI rounds are effective against a wide
range of vehicles but are not generally effective against personnel.
PGU-27A/B TP. Target Practice rounds. TP rounds are inert with only kinetic effects upon impact. TP mix always
contains PGU-30A/B tracer rounds at regular intervals.

AIM-9 Sidewinder
The AIM-9 Sidewinder is an infrared-guided (heat-seeking) short-range air-
to-air missile. It first entered service in 1956 and has since become one of
the most successful missiles in the West. Its longevity is thanks to its
versatility and continued improvement over multiple generations.
The AIM-9 uses an array of up to five scanning infrared sensors, cooled by
an internal argon bottle (L and M models). The Sidewinder has a maximum
speed of over Mach 2.5 and a maximum range of around 10 to 20 miles,
depending on the variant. Minimum range is around 3,000 feet.
SSGT Darnell T. Cannady (USAF)
A single AIM-9 can be mounted on any of the F-16C’s air-to-air stations.
AIM-9L Sidewinder. The “Lima” model was the first all-aspect Sidewinder fielded in 1977, meaning it no longer
required the target to present a rear profile. The AIM-9L earned its first kill when it struck a Libyan Su-22, after
being fired from an F-14 Tomcat, in the infamous Gulf of Sidra engagement of 1981.

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AIM-9M Sidewinder. The “Mike” model introduced in 1982 improved on the Guidance Control Section (GCS).
Susceptibility to flares was reduced, and background discrimination was improved, resulting in a greater chance
of target acquisition. The rocket motor’s smoke signature was reduced, making the missile less likely to be seen.
AIM-9X Sidewinder. The “X-ray” model introduced in 2003 is the latest iteration of the Sidewinder. The 9X
adds high-angle off-boresight (HOB) capability and the ability to slave the seeker head to a helmet-mounted
sight, such as the JHMCS. The missile’s maneuverability was boosted with all-axis thrust-vectoring capability.
These changes allow the pilot to simply “point their head and shoot” in nearly any direction, greatly increasing
reaction time and lethality in air-to-air combat, even when in a defensive position. The infrared sensor was
replaced with focal-plane arrays (FPAs) and counter-countermeasures capability was further improved. Electronic
fuzing was added to reduce minimum range.
CAP-9M. Captive variant of the AIM-9M. The captive variant has the same size, weight, and drag characteristics
as the AIM-9M, for training effectiveness. It also contains an integrated infrared sensor and will provide audio
and visual guidance cues to the pilot, but it does not have a rocket motor and cannot be fired from the aircraft.

AIM-120 AMRAAM
The AIM-120 AMRAAM (Advanced Medium-Range Air-to-Air Missile) is an
active radar-homing, medium-range air-to-air missile. First introduced in
1982, the AMRAAM was intended to replace the semi-active radar homing
AIM-7 Sparrow, which was the medium-range BVR missile in the U.S.
inventory at the time.
The AIM-120 uses both command guidance and radar homing to reach its
target. The AIM-120’s integral radar has a comparatively short range and
relies on steering signals transmitted automatically from the launching
aircraft via a radio datalink. The AMRAAM has a maximum speed around SSGT Sheila deVera (USAF)
Mach 4 and a maximum range of 30 to 40 miles.
AIM-120B AMRAAM. The B model was fielded in 1994 with improved guidance over the A-model.
AIM-120C-5 AMRAAM. The C-5 variant was fielded in 2000 and featured a slightly larger rocket motor,
improved guidance, electronic counter-countermeasures (ECCM), and re-designed fins for carriage within the
internal weapon bays of the F-22.

AGM-88 HARM
The AGM-88 HARM (High-speed Anti-Radiation Missile) is a passive radar
homing air-to-ground missile used in the Suppression of Enemy Air
Defenses (SEAD) role. The HARM has a radar receiver and processor that
detects and identifies signals from enemy surface radars. When launched,
it can guide to the target by homing on its specific radar emissions. The
missile also has an inertial guidance system to provide mid-course guidance
prior to detection of the radar signal (or if the signal is lost).
The AGM-88 has a maximum speed of Mach 1.84 and an operational range
of around 80 nautical miles. The missile can be employed using several SSGT Scott Stewart (USAF)
different engagement profiles that can be selected prior to launch. It uses
a laser proximity fuze for detonation to increase its area of weapons effects.
AGM-88C. This mid-1980s variant incorporates field-reprogrammable software and improved guidance and
fuzing.

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AGM-65 Maverick
The AGM-65 Maverick is a medium-range air-to-ground missile designed
for the close air support role. The AGM-65 family contains a diverse set of
variants and guidance systems, including infrared, electro-optical, and laser
guidance.
The AGM-65 has a maximum range of around 13 nautical miles. A single
Maverick can be mounted to an LAU-117 rack, or up to 3 can be carried on
an LAU-88 rack.
AGM-65D Maverick. The D model contains an imaging infrared sensor SSGT Glenn B. Lindsey (USAF)
and guidance system. The sensor can locate and track targets during
daylight and at night, in clear or restricted-visibility weather conditions. It contains a 126-pound shaped-charge
warhead.
AGM-65G Maverick. The G model has the same guidance system as the D model, but with a larger 300-pound
penetrating warhead, making it more effective against hardened targets.
AGM-65H Maverick. The H model uses a digital CCD sensor, making it effective in daylight only. The H model
is capable of forced correlation and does not require a target centroid to track. It contains a 126-pound shaped-
charge warhead.
AGM-65K Maverick. The K model has the same guidance system as the H model, but with a larger 300-pound
penetrating warhead.

Mark 80-Series General-Purpose Bombs

The Mark 80-series of general-purpose bombs is a series of unguided
bombs dating back to the Vietnam War. The bombs come in nominal
weights of 500, 1,000, and 2,000 pounds, and can be fitted with a variety
of nose and tail fuzes or precision guidance kits.
The Mark 80-series bombs can be fitted to any air-to-ground pylon. The
Mk-82 can also be mounted to a triple ejector rack (the TER-9A) in pairs or
triples.
Mk-82. A 500-pound, general-purpose bomb. SSGT Randy Mallard (USAF)
Mk-82 Snakeye. A Mk-82 with Mk15 retarding petals that extend after
release. The petals reduce the bomb’s downrange speed after release, allowing aircraft to perform low-level
straight-through deliveries at lower altitudes without risk of frag damage.
Mk-82 AIR. A Mk-82 with a BSU-49/B Air Inflatable Retarder (AIR). The AIR is a ballute that expands after
release, performing the same retarding function as the Mk15. The BSU-49B is a newer technology and is more
effective than the Mk15, making the bomb safe to use at higher speeds than the Snakeyes.
Mk-84. A 2,000-pound, general-purpose bomb.
Mk-84 AIR. A Mk-84 with a BSU-50 Air Inflatable Retarder (AIR). The Mk-84 AIR is available as a 2,000-poound
general purpose bomb and a 2,000-pound inert training munition variant.

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BDU-50 Training Munitions

The BDU-50 is an inert, releasable training munition with the same mass
and shape as the Mk-82 500-pound bomb but lacks a warhead.
The BDU-50 can be mounted directly to any air-to-ground pylon, or up to
three can be mounted on a TER-9A triple ejector rack.
BDU-50LD. Simulates the low-drag or “slick” version of the Mk-82.
BDU-50HD. Simulates the high-drag, ballute-equipped Mk-82 AIR.
BDU-50LGB. Simulates the GBU-12, a Mk-82 equipped with a Paveway II SSGT Fernando Serna (USAF)
laser-guided bomb kit.

BDU-33 Training Munitions

The BDU-33 is an inert, releasable training munition with a ballistic flight
profile that simulates the Mk-82 500-pound bomb. Upon impact, the BDU-
33 releases a smoke cloud that can be used to identify the impact point.
The BDU-33 can be loaded in sets of three on the TER-9A triple ejector
rack.

SSGT James R. Ferguson (USAF)

CBU-87 Combined Effects Munition
The CBU-87 Combined Effects Munition is an unguided cluster bomb that
was developed in 1986. Each bomb contains an SUU-65/B canister and 202
BLU-97/B submunitions. These have both fragmentation and incendiary
effects and are effective against vehicles and personnel.
After being released, the CBU-87 begins to spin at a pre-set speed. It falls
to a preprogrammed burst altitude, at which point the canister separates
and the submunitions are dispersed.
The CBU-87 can be mounted directly to any air-to-ground pylon, or up to
three can be mounted on a TER-9A triple ejector rack. SRA Edward Braly (USAF)

CBU-97 Sensor-Fuzed Weapon

The CBU-97 Sensor-Fuzed Weapon is an unguided cluster bomb containing
target-discriminating submunitions. Each bomb contains a SUU-66/B
canister and 10 BLU-108 submunitions. When the bomb approaches its
preprogrammed burst altitude, the canister opens and the submunitions
are released. The submunitions deploy parachutes at preprogrammed
intervals to increase lateral spacing. Once the submunitions reach the burst
altitude, the parachute is separated, and a rocket motor spins the
submunition and stops its descent. Each submunition releases four
“Skeets,” which are ejected in four different directions. Cindy Farmer (US)

EAGLE DYNAMICS 33
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The Skeets have ground-facing laser and infrared sensors, both of which are used to detect the presence of a
vehicle. When a vehicle is detected, the Skeet detonates, firing an explosively formed projectile (EFP) downward
toward the vehicle. The EFP usually strikes the radiative part of the vehicle (usually the engine) as detected by
the Skeet’s infrared sensor and penetrates its armor, using pure kinetic energy to produce lethal effects.
If a vehicle is not detected, they will self-destruct before reaching the ground. This helps reduce collateral
casualties associated with the use of cluster munitions.
The CBU-97 can be mounted directly to any air-to-ground pylon, or up to three can be mounted on a TER-9A
triple ejector rack.

Paveway II Laser-Guided Bombs

The Paveway II is a series of laser-guided bombs based on conventional
general-purpose bombs. The guidance kit consists of a laser detector and
processor in the front and a set of steering fins in the back. The bomb
detects and tracks reflected laser energy off a target. The laser designation
can come from the launching aircraft, another aircraft (“buddy lasing”), or
from a laser-capable ground unit such as a JTAC.
The Paveway II series was introduced in the early 1970s to replace the
first-generation Paveway series of laser-guided bombs. The Paveway II
improved sensor reliability and added extendible rear fins to extend glide SSGT Glenn B. Lindsey (USAF)
range. The Paveway II series uses “bang-bang” control (where the fins can
only deflect fully in either direction), limiting its maximum range and forcing it to follow a sinusoidal path to the
target.
The Paveway II series of weapons can be mounted on any air-to-ground pylon. The GBU-12 can be mounted in
pairs using a TER-9A triple ejector rack.
GBU-12. Mk-82 500-pound conventional bomb equipped with a Paveway II laser-guidance kit.
GBU-10. Mk-84 2,000-pound conventional bomb equipped with a Paveway II laser-guidance kit.

Paveway III Laser-Guided Bombs

The Paveway III is an improved guidance kit over the earlier Paveway II,
for 2,000-pound class bombs. The upgrades include new, larger control
surfaces that provide greater aerodynamic efficiency, a larger seeker field-
of-regard, improved proportional guidance logic for flying shaped
trajectories, and terminal impact options for optimizing weapon effects.
The Paveway III enables strike aircraft to perform low-level laser-guided
bomb attacks from a wide variety of ranges and altitudes by utilizing the
greater flight efficiency and trajectory options provided by the kit. USAF

The Paveway III can be mounted on any air-to-ground pylon.

GBU-24A/B. BLU-109 2,000-pound hardened penetration bomb equipped with a Paveway III laser-guidance
kit.

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Joint Direct Attack Munition (JDAM)

JDAM is an inertial and GPS guidance kit that can be mounted to a general-
purpose bomb, enabling it to attack a pinpoint target based on coordinates
downloaded from the aircraft. The JDAM’s precision is not degraded by
weather and the bomb is completely fire-and-forget; however, the JDAM
cannot be re-targeted after launch, nor can it engage moving vehicles.
JDAM development began in 1992 from a proposal for an adverse-weather
precision-guided munition. The proposal was created in response to
degraded laser-guided bomb performance during Operation Desert Storm.
The first JDAM kits were delivered to the U.S. military in 1997, and the first SMSGT Edward E. Snyder (USAF)
employment was from a B-2 during Operation Allied Force in 1999.
The GBU-38 and GBU-31 can be mounted on any air-to-ground pylon. The GBU-38 can be mounted in pairs using
a BRU-57 bomb rack.
GBU-38. Mk-82 500-pound conventional bomb equipped with JDAM guidance kit.
GBU-31(V)1/B. Mk-84 2,000-pound conventional bomb equipped with JDAM guidance kit.
GBU-31(V)3/B. BLU-109 2,000-pound hardened penetration bomb equipped with JDAM guidance kit.

AGM-154 Joint Stand-Off Weapon (JSOW)

JSOW is an inertially-aided glide bomb with exceptional glide range due to
its folding wings. Like JDAM, JSOW can attack pinpoint targets using pre-
designated GPS coordinates. The JSOW’s precision is not degraded by
weather and the bomb is completely fire-and-forget; however, the JSOW
cannot be re-targeted after launch, nor can it engage moving vehicles.
Range is dependent on launch parameters, especially the altitude and
speed of the aircraft at release.
The AGM-154A can be mounted on any air-to-ground pylon or mounted in TSGT Cary Humphries (USAF)
pairs using a BRU-57 bomb rack.
AGM-154A. The AGM-154A variant was consists of 145 BLU-97/B combined effects submunitions, identical to
those used in the CBU-87 and CBU-103.

Wind-Corrected Munitions Dispenser (WCMD)

WCMD (pronounced “wick-mid”) is a precision guidance kit for the CBU-87
and CBU-97 cluster weapons. The tail kit includes an integrated INS which
is initialized from the aircraft’s onboard GPS position just before release.
The guidance system can be programmed with the winds aloft to enhance
accuracy, giving it as low as an 85-foot circular error probable (CEP).
The CBU-103 and CBU-105 can be mounted on any air-to-ground pylon or
mounted in pairs using a BRU-57 bomb rack.
CBU-103. CBU-87 Combined Effects Munition (CEM) cluster bomb SRA Jonathan E. Ramos (USAF)
equipped with WCMD guidance kit.
CBU-105. CBU-97 Sensor-Fuzed Weapon (SFW) cluster bomb equipped with WCMD guidance kit.

EAGLE DYNAMICS 35
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2.75-inch Unguided Rockets

The LAU-3 is a 19-tube rocket pod for 2.75-inch Hydra 70 rockets and can
be loaded on any air-to-ground pylon. The Hydra 70 is an unguided rocket
that accepts many different types of warheads and fuzes. The following
warhead variants are available in the DCS F-16C:
M151 HE. High-explosive warhead with fragmentation effects. Effective
against personnel and light vehicles.
M156 WP. White phosphorous warhead that creates a smoke effect on
impact. Used for marking ground targets.
Mk5 HEAT. High-explosive anti-tank warhead with both fragmentation and BrokenSphere (CC-BY-SA)
armor piercing effects. Effective against personnel and most vehicles.
Mk61 Practice. Training rocket with an inert warhead.
WTU-1/B Practice. Training rocket with an inert warhead.

External Fuel Tanks

External fuel tanks carry additional fuel to increase the F-16’s range and
combat radius and can be refueled during air-to-air refueling. Like most
munitions, the fuel tanks are capable of being jettisoned if necessary.
370-gallon external wing tank. The 370-gallon wing tank adds
approximately 2,500 pounds of fuel. It can be carried on pylons 4 and 6
under each wing.
300-gallon external centerline tank. The 300-gallon centerline tank
adds approximately 2,000 pounds of fuel. It can only be carried on pylon 5 SMSGT Edward E. Snyder (USAF)
under the fuselage.

Targeting/Sensor Pods
Externally mounted targeting pods can be equipped to the left and right “chin” hardpoints on either side of the
intake. These targeting systems provide additional capabilities for detecting, acquiring, and engaging enemy
forces such as ground vehicles and air defenses from outside the visual range of the pilot, and with greater
accuracy and fidelity than the air-to-ground modes of the fire control radar.
AN/AAQ-28 LITENING II. The AN/AAQ-28 LITENING II is an electro-
optical and infrared targeting pod that can be attached to the right chin
hardpoint on the F-16C. It includes a steerable camera with a powerful
magnification range for detecting targets at long distances during the day,
and a steerable forward looking infrared (FLIR) sensor for detecting targets
during the day as well as night. The LITENING pod also includes a laser
rangefinder/designator for illuminating targets with laser energy and a laser
spot tracker for detecting laser designations of other friendly forces on or
over the battlefield.
LITENING Targeting Pod (USAF)
(See LITENING II Targeting Pod for more information.)

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 [F-16C Viper] DCS

AN/ASQ-213 HARM Targeting System (HTS). The HARM Targeting

System is an electronic detection and geolocation sensor that is exclusively
designed for the F-16C when performing Suppression of Enemy Air Defense
(SEAD) missions. The HTS pod detects and classifies hostile air defense
radar emissions and uses signals triangulation to precisely determine the
location of threat radar systems on the battlefield. When a threat radar is
detected, the HTS pod can then handoff the radar location to the AGM-88
HARM missiles for engagement, even threat radars that are well outside
the forward search cone of the HARM missiles themselves.
HARM Targeting System (USAF)
While the HTS pod is not required to employ the AGM-88 HARM missile, it
does enable the targeting of threat radars more efficiently. The HTS pod also dramatically increases the pilot’s
situational awareness of the threat radar environment in the surrounding airspace and allows the pilot to make
critical decisions regarding which threats must be avoided and which threats must be engaged to accomplish
their mission.
(See HARM Targeting System for more information.)

Electronic Countermeasure (ECM) Pods

Electronic Countermeasure pods can be mounted to the centerline station
under the fuselage or stations 3 or 7 under the wings. These defensive
systems provide an additional layer of protection against radar threats such
as surface-to-air missile (SAM) batteries. Depending on the sophistication
and range of the radar system that is attempting to acquire and track the
aircraft, ECM pods can be used to deny, degrade or delay an attack so that
the pilot can escape the engagement envelope of the threat system, evade
incoming weapons, or gain additional time to execute their mission before
Northrop Grumman
being forced to take evasive maneuvers..
AN/ALQ-131. The ALQ-131 is one of the most proliferated self-protection aircraft-mounted ECM systems to
date. The system can employ both barrage (“noise”) jamming as well as deception jamming to threat radar
systems across multiple frequency bands.
AN/ALQ-184. The ALQ-184 was developed in the 1980’s as an upgrade to the 1970’s-era ALQ-119. The ALQ-
184 uses the same pod as the ALQ-119 but features higher jamming power output, lower response time to threat
radar signals, and digital microprocessors to increase its capability against threat radar systems.
AN/ALQ-184 Long. The “Long” version of the ALQ-184 includes additional modules to provide protection
against additional radar frequency bands.
(See Electronic Countermeasures for more information.)

EAGLE DYNAMICS 37
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AN/ASQ-T50 Tactical Combat Training System (TCTS) Pod

The AN/ASQ-T50 is a Tactical Combat Training System device. It
incorporates a sensor platform and datalink transceiver, allowing it to
record and transmit real-time aircraft telemetry to monitoring stations.
TCTS pods are used during training exercises to monitor and record aircraft
positions for many purposes, including debriefing analysis.
The TCTS pod is captive and cannot be released. It can be mounted to
either outboard underwing pylon, or either wingtip station.

USAF

MXU-648 Travel Pod

The MXU-648 is a travel pod, used to transport equipment or the pilot’s
belongings when the aircraft is repositioned. The MXU-648 has a maximum
load capacity of 300 pounds, and an internal volume of 4.75 cubic feet.
The MXU-648 can be mounted on any air-to-ground pylon.

SRA Theodore J. Koniares (USAF)

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COCKPIT OVERVIEW
Once in the cockpit, it’s best to have a general understanding of where the various controls are located. To help
locate items more easily, we have broken the cockpit into five primary areas: Left Console, the Left Auxiliary
Console, the Instrument Panel, the Right Auxiliary Console, and the Right Console.
We will reference these locations in later sections of this manual. Each text box below can be selected to jump
to a more detailed description of that panel or console, as well as the Hands-On Controls.

Instrument Panel

Left Auxiliary Console

Right Auxiliary Console

Left Console
Right Console

Ejection Seat Controls

Hands-On Controls

Throughout this manual, a cockpit diagram may be used to identify specific cockpit components that are used to
perform procedures such as start-up, takeoff, navigation, or landing. The components that are applicable to the
step in the procedure will be highlighted to assist the player in rapidly locating it. In the example below, the
Heads-Up Display (HUD) is highlighted.

EAGLE DYNAMICS 39
 DCS [F-16C Viper]

Instrument Panel

Heads-Up Display (HUD)

AoA Indexer AR Status/NWS Indicator

Threat Warning Indicator/Control Panel Integrated Control Panel (ICP)

Data Entry Display (DED)

Left Eyebrow Lights
Standby Attitude Indicator (SAI)

Fuel Flow Indicator

Right Eyebrow Lights

Left Multi-Function Display (MFD)
Right Multi-Function Display (MFD)

Miscellaneous (MISC) Panel Engine Instruments

Airspeed/Mach Indicator Altimeter

Angle of Attack (AoA) Indicator Vertical Velocity Indicator (VVI)

Attitude Direction Indicator (ADI) FUEL QTY SEL Panel

Electronic Horizontal Situation Indicator (EHSI)

The Heads-Up Display (HUD), Integrated Control Panel (ICP), Data Entry Display (DED), and Multi-Function
Displays (MFD) are described in dedicated sections following the Hands-On Controls (HOTAS). The Threat
Warning Indicator/Control Panel is described in the Defensive Systems chapter.

AoA Indexer
The Angle-of-Attack Indexer consists of three lights. This is
1. Dimming Lever
duplicated on the AoA Indicator on the center portion of the
instrument panel and the Angle-of-Attack Bracket on the HUD, which
is only visible with the gear down. 2. High AoA Indicator Light

When landing, the pilot should maintain between 11° and 13° of 3. Optimal AoA Indicator Light
AoA. Note that the AoA Indexer lights are always on, regardless of
whether the gear is down or not.
4. Low AoA Indicator Light
1. Dimming Lever. Rotating the lever downward dims the
indicator lights.
2. High AoA Indicator Light. Aircraft angle-of-attack is greater
than 14° or greater. Aircraft is in an energy depleting, greater than optimal, angle-of-attack.
3. Optimal AoA Indicator Light. Aircraft angle-of-attack is between 11.1° and 13.9°. Aircraft is on-speed
with optimal angle-of-attack.
4. Low AoA Indicator Light. Aircraft angle-of-attack is 11° or less. Aircraft is in an energy gaining, less than
optimal, angle-of-attack.

40
 [F-16C Viper] DCS

AR Status/NWS Indicator
1. Dimming Lever. Rotating the lever downward dims the indicator
1. Dimming Lever
lights.
2. RDY Indicator Light. Indicates the aerial refueling door is open 2. RDY Indicator Light
and ready.
3. AR/NWS Indicator Light. When in the air, indicates that the 3. AR/NWS Indicator Light
refueling boom is latched. When on the ground and illuminated,
indicates that the nosewheel steering is enabled and controlled 4. DISC Indicator Light
using the rudder pedals.
4. DISC Indicator Light. Indicates when the refueling boom has
disconnected. After a 3-second delay, the system will automatically
recycle to ready.

Left Eyebrow Lights

1. MASTER CAUTION Button. The
MASTER CAUTION pushbutton
light will illuminate anytime the 1. MASTER CAUTION Button
Caution Light Panel indicates a
malfunction or specific condition
has occurred. It can be reset by
pressing it.
2. TF-FAIL Warning Light. Not
functional in the Block 50 F-16. 2. TF-FAIL Warning Light

3. F-ACK Button. When a fault

appears on the Pilot Fault List 3. F-ACK Button
Display (PFLD), the Fault
Acknowledge (F-ACK) button is
pressed to acknowledge the fault
message and, depending on the
type of fault and severity, clear it
from the PFLD.
4. IFF IDENT Button. When 4. IFF IDENT Button
pressed, the transponder
performs an identification-of-
position function. This is used to momentarily highlight the ownship position when replying to non-
encrypted transponder interrogations (non-Mode 4 interrogations).

EAGLE DYNAMICS 41
 DCS [F-16C Viper]

Right Eyebrow Lights

Along the right eyebrow are a series of split emergency lights that often require immediate action when
illuminated.

1. ENG FIRE Warning Light

Pushbutton
2. ENGINE Warning Light
3. HYD/OIL PRESS Warning Lights

4. FLCS Warning Light

5. DBU ON Warning Light

6. TO/LDG CONFIG Warning Lights

7. CANOPY Warning Light

8. OXY LOW Warning Light

1. ENG FIRE Warning Light. Illuminates if a fire is detected in the engine compartment.
2. ENGINE Warning Light. Illuminates when RPM and FTIT indicator signals indicate an over-temperature,
flameout, or stagnation has occurred. Extinguishes when the conditions no longer exist.
• Engine RPM is less than 60%.
or
• Engine FTIT exceeds 1,100° C for 2 seconds or more.
3. HYD/OIL PRESS Warning Lights. Illuminate when the engine oil or hydraulics indicate low pressures
within either of the systems.
• Engine oil pressure falls below 10 PSI for more than 30 seconds. Extinguishes when engine oil PSI
exceeds 20 PSI.
or
• Either hydraulic system (A or B) falls below 1,000 PSI. Extinguishes when both hydraulic systems
exceed 1,000 PSI.
4. FLCS Warning Light. Illuminates when any of the following conditions exist:
• A malfunction is detected within the FLCS processors, power supplies, input commands or sensors, or
angle of attack or air data inputs.
• FLCS built-in test has failed.
• Leading-edge flaps are locked.
5. DBU ON Warning Light. Illuminates if the FLCS has automatically switched to Digital Backup mode or if
manually commanded to DBU mode using the FLT CONTROL Panel.
6. TO/LDG CONFIG Warning Lights. Illuminate when each of the following conditions exist:
• Altitude is less than 10,000 feet.

42
 [F-16C Viper] DCS

• Airspeed is less than 190 knots.

• Descent rate is greater than 250 feet per minute.
• The landing gear is not down and locked or trailing edge flaps are not full down.
This will also correspond to the landing gear intermittent horn sound.
7. CANOPY Warning Light. Illuminates when the canopy is not down and locked.
8. OXY LOW Warning Light. Illuminates if the Backup Oxygen System (BOS) is depleted and <5 PSI.
Illuminates for 10 seconds when an OBOGS BIT has been initiated and will remain illuminated if a fault is
detected.

Miscellaneous (MISC) Panel

1. RF Switch. The Radio Frequency switch
controls emissions from aircraft.
• NORM. FCR emissions are permitted.
1. RF Switch
• QUIET. FCR emissions are inhibited.
• SILENT. FCR emissions are inhibited. 2. ECM Light

2. ECM Enable Light. Illuminates when the ECM

pod is actively emitting jamming signals (if
equipped and powered).
3. LASER ARM Switch
3. LASER ARM Switch. Arms the laser
designator within the targeting pod sensor
turret (if equipped and powered).
4. ALT REL Button
4. ALT REL Button. Functions as a backup to
the weapons release button on the Side Stick
Controller (SSC) in case of its malfunction. 5. MASTER ARM Switch

5. MASTER ARM Switch. Enables/disables

release of aircraft weapons.
6. ADV MODE Button
• MASTER ARM. FCR and stores
management system provide weapons
employment cues and symbology.
Weapon release and emergency jettison
is permitted. 7. Autopilot ROLL/PITCH Switches

• OFF. Weapons release is inhibited.

Emergency jettison is permitted.
• SIMULATE. FCR and stores management system provide weapons employment cues and symbology,
however weapon release is inhibited. Emergency jettison is permitted.
6. ADV MODE Button. The Advanced Mode button is a terrain following radar function and is not used in the
Block 50 F-16.
7. Autopilot ROLL and PITCH Switches. Sets the Autopilot mode/sub-modes.
• The PITCH switch enables/disables the Autopilot Attitude and Altitude Hold modes.

EAGLE DYNAMICS 43
 DCS [F-16C Viper]

o ALT HOLD. Enables the Autopilot in both Attitude Hold and Altitude Hold modes. Pitch
attitudes will function to maintain current barometric altitude. Roll will function in accordance
with the mode selected by the ROLL switch.
o A/P OFF. Disables the Autopilot.
o ATT HOLD. Enables the Autopilot in Attitude Hold mode only. Attitude Hold will hold current
pitch attitude. Roll will function in accordance with the mode selected by the ROLL switch.
• The ROLL switch selects the Autopilot roll mode.
o HDG SEL. The Autopilot will turn to and maintain the heading set by the Heading Set knob
on the Electronic Horizontal Situation Indicator (EHSI).
o ATT HOLD. The Autopilot will maintain the current roll attitude. If PITCH switch is set to the
ALT HOLD position, the aircraft will maintain the bank angle and barometric altitude (useful
for maintaining an orbit).
o STRG SEL. The Autopilot will turn toward the selected steerpoint selected by the navigation
system.
• The PITCH switch is automatically moved to the A/P OFF position if any of the following conditions
exist:
o AoA is >15°.
o Low speed audio warning sounds.
o The landing gear are extended and locked.
o AIR REFUEL switch is set to OPEN position.
o MPO switch is set to OVRD position.
o TRIM/AP DISC switch is set to DISC position.
o ALT FLAPS switch is set to EXTEND position.
o Low speed audio warning sounds.
o The autopilot has failed or malfunctioned.

Standby Attitude Indicator (SAI)

The Standby Attitude Indicator is a self-contained
1. Attitude Sphere
attitude indicator that displays aircraft pitch and roll
only. The SAI is electrically powered and is operated
2. Aircraft Symbol (Waterline)
by a vertical gyroscope.
3. Roll Indicator
The SAI can develop errors during aggressive
maneuvers, which may require it to be caged in 4. Roll Indicator Scale
flight using the PULL TO CAGE knob. The SAI is
mounted in the instrument panel at an angle which 5. Pitch Trim Scale
will cause the instrument to be 4° nose down
compared to the ADI when both instruments are set 6. PULL TO CAGE Knob
to their respective pitch trim indexes. If the SAI is
required to be caged in flight, the aircraft should be
flown wings-level with the pitch held at 4° above the horizon.

44
 [F-16C Viper] DCS

A red OFF warning flag will appear when the indicator is caged, or electrical power to the SAI has been lost.
1. Attitude Sphere. Rotates within the SAI to indicate pitch and roll attitude throughout most orientations of
flight, in relation to the Aircraft Symbol. The light blue hemisphere indicates the aircraft nose is pointed
above the horizon toward the sky, in a climb. The dark brown hemisphere indicates the aircraft nose is
pointed below the horizon toward the ground, in a dive.
2. Aircraft Symbol (Waterline). Provides a fixed attitude reference of the aircraft nose around which the
Attitude Sphere rotates. The vertical alignment of the symbol can be manually adjusted using the Pitch Trim
knob.
3. Bank Angle Indicator. Indicates bank angle relative to the horizon. When the indicator is aligned with the
fixed triangular bank angle index, the aircraft is in a level attitude.
4. Bank Angle Indicator Scale. Indicates the bank angle when used in conjunction with the Bank Angle
Indicator. A white triangular bank angle index is set at 0° of bank. Major tick marks are placed at 30°, 60°
and 90° angles of bank. Minor tick marks are placed at 10° and 20° angles of bank.
5. Pitch Trim Scale. Provides a reference scale of aircraft pitch when rotating the PULL TO CAGE knob to
adjust the relative pitch of the Aircraft Symbol. Major tick marks are placed at each side of the Pitch Trim
Scale at 25° of pitch and minor tick marks are placed at every 5° of pitch.
6. PULL TO CAGE Knob. Cages the SAI and used to adjust the relative pitch of the Aircraft Symbol in relation
to the Attitude Sphere. If the knob arrow is aligned with the white triangular index on the Pitch Trim Scale,
the SAI pitch trim is at zero. When the knob is pulled outward, the Attitude Sphere is caged to a level
attitude orientation regardless of the aircraft’s actual attitude, causing the OFF warning flag to appear. When
pulled outward and rotated counterclockwise, the SAI is locked in the caged position.

Fuel Flow Indicator

The Fuel Flow Indicator displays the current engine fuel consumption rate in
pounds per hour (PPH), in 100 pound increments.

EAGLE DYNAMICS 45
 DCS [F-16C Viper]

Engine Instruments
1. Engine Oil Pressure Indicator. Indicates the
current oil pressure within the engine’s self-contained
1. Engine Oil Pressure Indicator
oil lubrication system. The indicator range is 0 PSI to
100 PSI, with major tick marks in 10 PSI increments
and minor tick marks in 5 PSI increments. Normal
indication is 15 PSI when on the ground at idle, and
2. Engine Nozzle Position Indicator
60 PSI when in the air at military power and above.
2. Engine Nozzle Position Indicator. Indicates the
current engine nozzle position as a percentage, with
major tick marks in 20% increments and minor tick
marks in 10% increments. 3. Engine RPM Indicator

3. Engine RPM Indicator. Indicates the current

engine RPM as supplied by the engine alternator. The
indicator range is 0% to 110%, with major tick marks
every 5%, and minor tick marks every 5% from 0%-
60% and every 1% above 65%. 4. Engine FTIT Indicator

4. Engine FTIT Indicator. Indicates the current

engine Fan Turbine Inlet Temperature (FTIT) in an
average temperature in degrees Celsius. The indicator
range is 200° C to 1,200° C, with major tick marks every 100° increments from 200°-700° and 1000°-1200°,
and every 50° from 700°-1000°. Minor tick marks every 50° increments from 200°-700° and 1000°-1200°,
and every 10° from 700°-1000°.

Airspeed and Mach Indicator

The Airspeed and Mach indicator is
pneumatically operated by the pitot- 1. VNE Indicator
static system. 2. Indicated Airspeed Scale
3. Mach Indicator Window
7. VNE Indicator. Indicates
Velocity Never Exceed. This
4. Airspeed Indicator
corresponds with 800 knots at
sea level.
5. Airspeed 6. SET INDEX Knob
8. Indicated Airspeed Scale. Reference Index
The outer scale of the
instrument, from 80 to 850
knots. Tick marks are set at 10-knot increments between 80 and 400 knots, and 50-knot increments between
400 and 850 knots.
9. Mach Indicator Window. Indicates Mach equivalent airspeed from 0.5 to 2.2 Mach.
10. Airspeed Indicator. Indicates indicated airspeed along the outer Indicated Airspeed Scale and Mach speed
within the Mach Indicator Window.
11. Airspeed Reference Index. Pilot-adjustable airspeed reference marker.
12. SET INDEX Knob. Adjusts the Airspeed Reference Index position.

46
 [F-16C Viper] DCS

Altimeter
The Altimeter is a dual-mode
pressure altimeter that is electrically
1. Altitude Scale
operated by the CADC when set to
2. 1000-ft Scale Indicator
the ELEC mode, or by static pressure
3. PNEU Flag
from the pitot-static system when set
to PNEU mode. 5. “Kollsman” Window
4. Altitude Indicator
1. 1000-foot Altitude Scale. 7. Altimeter Mode Switch
Each major tick mark 6. Barometric Setting Knob
corresponds with 100-foot
increments, with minor tick
marks corresponding to 10-foot
increments.
1. 1000-foot Scale Indicator. Indicates the aircraft altitude on the outer 1000-foot scale.
2. PNEU Flag. Indicates the altimeter is operating in in PNEU (pneumatic) mode. The altimeter will
automatically revert from ELEC to PNEU mode if a malfunction occurs within the CADC or the altimeter
electric servo.
3. Altitude Indicator. Indicates the current barometric altitude in 100-foot increments from -1,000 feet to
80,000 feet.
4. “Kollsman” Window. Indicates current altimeter setting correction in inches of mercury (in/Hg). The
altimeter setting on the F-16 is designed to be used in conjunction with QNH barometric altimeter settings
to calibrate the altimeter to altitudes above mean sea level (MSL).
5. Barometric Setting Knob. Sets altimeter setting correction as displayed in the “Kollsman” Window.
6. Altimeter Mode Switch. Selects ELEC (primary) or PNEU (secondary) operating modes of the altimeter
by momentarily holding the swtich to either position.

Angle-of-Attack (AoA) Indicator

The Angle-of-Attack Indicator displays the same information as
3. High AoA
the Angle-of-Attack Indexer next to the HUD. The indicator
1. AoA Scale Tape Region Marker
includes colored markers to match the indexer lights next to the
HUD. 4. Optimal AoA
2. Current AoA Marker
Region Marker
2. AoA Scale Tape. Displays angle-of-attack in a scale from
-5° and +32°. Each major tick mark corresponds with 5°- 5. Low AoA
increments, with minor tick marks corresponding to 1°- Region Marker
increments.
3. Current AoA Marker. Indicates the aircraft’s current angle-of-attack.
4. High AoA Region Marker. Indicates an AoA between 14° to 16.5°. Aircraft is in an energy depleting,
greater than optimal, angle-of-attack.
5. Optimal AoA Region Marker. Indicates an AoA between 11.1° to 13.9°. Aircraft is on-speed with optimal
angle-of-attack.
5. Low AoA Region Marker. Indicates an AoA between 8.5° to 11°. Aircraft is in an energy gaining, less
than optimal, angle-of-attack.

EAGLE DYNAMICS 47
 DCS [F-16C Viper]

Vertical Velocity Indicator (VVI)

The Vertical Velocity Indicator, or VVI, displays the rate
of climb or descent based on information from the CADC. 1. Vertical Velocity Tape
3. Positive Vertical
Velocity Region Marker
1. Vertical Velocity Tape. Displays vertical velocity in
2. Current Vertical
a scale of ±6,000 feet per minute (FPM). Each major Velocity Marker
tick mark corresponds with 500 FPM increments, 4. Negative Vertical
with minor tick marks corresponding to 100 FPM Velocity Region Marker
increments.
2. Current Vertical Velocity Marker. Indicates the current Vertical Velocity.
3. Positive Vertical Velocity Region Marker. The light-shaded region indicates a positive vertical velocity
or climb.
4. Negative Vertical Velocity Region Marker. The dark-shaded region indicates a negative vertical velocity
or descent.

Attitude Director Indicator (ADI)

The Attitude Director Indicator, or ADI, displays the aircraft’s pitch and roll attitude as supplied by the inertial
navigation system, or INS. The ADI includes additional indicators for performing flight while using radio-based
navigational aids (NAVAIDs), such as TACAN and ILS stations.
(See TACAN Navigation or ILS Navigation for more information.)

2. Upper Bank Angle Indicator

1. Attitude Sphere 3. Pitch Scale

4. Glide Slope Deviation Indicator 6. Aircraft Symbol (Waterline)

5. Glide Slope Deviation Scale 8. AUX Warning Flag

7. OFF Warning Flag 9. Lower Bank Angle Scale

11. Slip Indicator (Ball) 10. Lower Bank Angle Indicator

12. Rate-of-Turn Indicator 13. Pitch Trim Knob

1. Attitude Sphere. Rotates within the ADI to indicate pitch and roll attitude throughout all orientations of
flight, in relation to the Aircraft Symbol. The light blue hemisphere indicates the aircraft nose is pointed
above the horizon toward the sky, in a climb. The dark brown hemisphere indicates the aircraft nose is
pointed below the horizon toward the ground, in a dive.
2. Upper Bank Angle Indicator. Indicates bank angle relative to the horizon. When the indicator is aligned
with the fixed outside bank angle index, the aircraft is in a level attitude.
3. Pitch Scale. Provides an attitude reference scale of aircraft pitch in relation to the Aircraft Symbol. Major
tick marks are placed at every 10° of pitch and minor tick marks are placed at every 5° of pitch.
4. Glide Slope Deviation Indicator. Indicates the relative position of the glide slope when performing an
ILS approach. If the indicator is aligned with the center tick mark, the aircraft is on glide slope. If the
indicator is above the center of the Glide Slope Deviation Scale, the aircraft is below the ILS glide slope and
should shallow the flight path to intercept the glide slope. If the indicator is below the center of the Glide

48
 [F-16C Viper] DCS

Slope Deviation Scale, the aircraft is above the ILS glide slope and should steepen the flight path to intercept
the glide slope.
5. Glide Slope Deviation Scale. Provides a vertical reference of relative aircraft position above or below the
Glide Slope when tuned to an ILS approach frequency and roughly aligned with the approach path for the
associated landing area. Each white dot corresponds with a 2.5° vertical separation from the glide slope. If
the Glide Slope Indicator is aligned with the top or bottom white dot of the Glide Slope Deviation Scale, the
aircraft is 5° above or 5° below the glide slope, respectively. (See ILS Navigation for more information.)
6. Aircraft Symbol (Waterline). Provides a fixed attitude reference of the aircraft nose around which the
Attitude Sphere rotates. The vertical alignment of the symbol can be manually adjusted using the Pitch Trim
knob.
7. OFF Warning Flag. Indicates a failure of the INS or a failure of the ADI itself.
8. AUX Warning Flag. Indicates a failure or degraded operation of the INS.
9. Lower Bank Angle Scale. Indicates the bank angle when used in conjunction with the Lower Bank Angle
Indicator. A white triangular bank angle index is set at 0° of bank. Major tick marks are placed at 30°, 60°
and 90° angles of bank. Minor tick marks are placed at 10° and 20° angles of bank.
10. Lower Bank Angle Indicator. Indicates bank angle relative to the horizon. When the indicator is aligned
with the fixed outside bank angle index, the aircraft is in a level attitude.
11. Slip Indicator (Ball). Indicates whether the aircraft is in coordinated flight. With the ball centered between
the two black marks, the aircraft is in coordinated flight, which minimizes drag. When performing a
“coordinated turn” with the ball kept in the center of the slip indicator, the centripetal force of the turn is
maintained in alignment with the bottom of the aircraft, and no lateral acceleration is experienced by the
pilot. If the ball slides to one side in the same direction of a bank, the aircraft is in a non-coordinated
“slipping turn”. If the ball slides to one side in the opposite direction of a bank, the aircraft is in a non-
coordinated “skidding turn”.
12. Rate of Turn Indicator. Indicates the aircraft rate of turn, with the lower white bar moving left and right
to indicate an increased turn rate in that direction. One bar width equates to 1° to 1.2° per second turn
rate. If the lower white bar is aligned with the upper white bar in the center, the aircraft is not turning. If
the lower white bar is aligned with the upper white bars on the left or right, the aircraft is in a standard rate,
3° per second turn. If the lower white bar is centered between two of the upper white bars, the aircraft is
in a half standard rate turn.
13. Pitch Trim Knob. Used to adjust the relative pitch of the Attitude Sphere in relation to the Aircraft Symbol.
If the knob arrow is aligned with the white dot on the face of the ADI, the ADI pitch trim is at zero. Each
click of rotation of the knob will adjust the pitch trim ±0.5°.

EAGLE DYNAMICS 49
 DCS [F-16C Viper]

Electronic Horizontal Situation Indicator (EHSI)

The Electronic Horizontal Situation Indicator (EHSI), or simply “HSI”, is a color liquid-crystal display (LCD) that
provides the pilot with a top-down view, with the aircraft in the center of the display. The EHSI includes additional
indicators for performing flight while using radio-based navigational aids (NAVAIDs), such as TACAN and ILS
stations. (See TACAN Navigation or ILS Navigation for more information.)

1. Magnetic Heading Compass 2. Heading Marker

3. Range Indicator 4. Course Indicator

5. Warning Display Area 6. Bearing Pointer

8. Course Deviation Scale 7. Course Pointer

9. Course Deviation Indicator 10. Aircraft Symbol

11. Heading Set Knob 12. Course Set/Brightness Knob

13. Instrument Mode Selector 14. Current Instrument Mode

1. Magnetic Heading Compass. Displays the magnetic heading reference around the Aircraft Symbol. Major
tick marks are placed at every 10° of azimuth and minor tick marks are placed at every 5° of azimuth.
2. Heading Marker. Indicates the current heading reference as set by the Heading Set knob. If the Autopilot
ROLL switch on the MISC panel is set to the HDG SEL position, the aircraft will turn to and maintain this
heading value.
3. Range Indicator. Displays the range in nautical miles (NM) to the currently selected navigation source. If
the EHSI is in NAV mode, range to the selected steerpoint is displayed. If the EHSI is set to TCN or TCN/PLS
mode, the distance to the current TACAN station is displayed if receiving valid DME (Distance Measuring
Equipment) signals. The last digit of the range indicator (highlighted in white) provides a range resolution
of 0.1 NM.
4. Course Indicator. Displays the current course as set by the Course Set knob.
5. Warning Display Area. Displays a failure message indicating a loss in data, such as failures or malfunctions
in the INU.
6. Bearing Pointer. Indicates the bearing to the currently selected navigation source. If the EHSI is in NAV
mode, bearing to the selected steerpoint is displayed. If the EHSI is set to TCN or TCN/PLS mode, bearing
to the current TACAN station is displayed if receiving a valid bearing signal.
7. Course Pointer. Indicates the current course direction as set by the Course Set knob.
8. Course Deviation Scale. Provides a lateral reference of relative aircraft position to either side of the course
line. Each white dot corresponds with a 5° lateral separation from the course when the EHSI is in NAV or
TCN mode. Each white dot corresponds with a 1.25° lateral separation from the course when the EHSI is in
PLS mode. If the Course Deviation Indicator is aligned with either of the outside white dot of the Course
Deviation Scale, the aircraft is 10° left or right of the course line if EHSI is in NAV or TCN mode, or 2.5° left
or right of the ILS localizer if the EHSI is in PLS mode. (See Navigation for more information.)
9. Course Deviation Indicator. Indicates the relative position of the set course to the currently selected
navigation source. If the indicator is aligned with the course pointer, the aircraft aligned with the set course
to or from the selected navigation source. If the indicator is offset to either side, the aircraft has laterally
deviated from the set course to or from the selected navigation source.

50
 [F-16C Viper] DCS

10. Aircraft Symbol. Provides an overhead plan-view of the aircraft orientation around which the Magnetic
Heading Compass rotates.
11. Heading Set Knob. Rotating this knob sets the current heading reference on the EHSI, as displayed by
the Heading Marker.
12. Course Set/Brightness Knob. Rotating this knob sets the course on the EHSI, as displayed by the Course
Indicator and Course Pointer. If the knob is depressed, “BRT” will appear in the center of the display just
above the Aircraft Symbol, at which time the knob can be used to increase/decrease the brightness intensity
of the EHSI LCD display. After two seconds of inactivity, the knob will return to its normal function of setting
the EHSI course.
13. Instrument Mode Selector. Switches through the available Instrument Modes of the EHSI in a cyclic,
repeating sequence of NAV, NAV/PLS, TCN, TCN/PLS, back to NAV, and so on.
14. Current Instrument Mode. Displays the current operating mode of the EHSI. Operating modes include
NAV, NAV/PLS, TCN, or TCN/PLS. When set to NAV, the EHSI provides steering and range indications to the
currently selected steerpoint. When set to NAV/PLS, the EHSI functions the same as in NAV mode but will
provide ILS-based course deviation indications when the ILS receiver is powered, an ILS frequency is tuned,
and a localizer signal is received. Accordingly, when set to TCN/PLS, the EHSI functions the same as in TCN
mode but will provide ILS-based course deviation indications when the ILS receiver is powered, an ILS
frequency is tuned, and a localizer signal is received.

Range to the selected steerpoint

or TACAN station is unavailable To/From indication is unavailable

INU is operating in a
degraded, Attitude mode

Course deviation
indication is unavailable

EAGLE DYNAMICS 51
 DCS [F-16C Viper]

FUEL QTY SEL Panel

The Fuel Quantity Select panel allows the pilot to change what fuel tank(s) are used as 1. FUEL QTY SEL Knob
the indication source(s) for the Fuel Quantity Indicator analog needles; and set fuel
transfer priority from external fuel tanks.
1. FUEL QTY SEL Knob. Controls the analog fuel pointers on the Fuel Quantity
Indicator.
• TEST. Both analog fuel pointers should be set to 2000 pounds. The Fuel
Totalizer window should display 6000 pounds. The FWD FUEL LOW and AFT
FUEL LOW lights should illuminate on the Caution Light panel.
• NORM. The AL fuel pointer indicates the sum of fuel in the aft reservoir and
the A-1 fuselage tank. The FR pointer indicates the sum of fuel in the forward
reservoir tank and the F-1 and F-2 fuselage tanks. Enables bingo fuel
computation based on total fuselage fuel.
• RSVR. The AL pointer indicates remaining fuel in the aft reservoir tank only.
The FR pointer indicates remaining fuel in the forward reservoir tank only.
• INT WING. The AL pointer indicates remaining fuel in the left internal wing 2. EXT FUEL TRANS Switch
tank only. The FR pointer indicates remaining fuel in the right internal wing
tank only.
• EXT WING. The AL pointer indicates remaining fuel in the left external wing tank only. The FR pointer
indicates remaining fuel in the right external wing tank only.
• EXT CTR. The FR pointer indicates remaining fuel in the external centerline fuel tank. The AL pointer
will indicate 0.
2. EXT FUEL TRANS Switch. Controls the fuel transfer priority from external fuel tanks.
• NORM. Transfers fuel from the external centerline tank, followed by the external wing tanks.
• WING FIRST. Transfers fuel from the external wing tanks, followed by the external centerline tank.

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Left Auxiliary Console

Miscellaneous Switches and Indicators

THREAT WARNING AUX Control Panel

ALT GEAR Handle

CMDS Control Panel

HMCS Control Panel

The CMDS Control Panel and THREAT WARNING AUX Control Panel are described in the Defensive Systems
chapter.

EAGLE DYNAMICS 53
 DCS [F-16C Viper]

Miscellaneous Switches and Indicators

1. EMER STORES JETTISON Button 2. HOOK Switch

3. WHEELS Down Lights

4. LG Handle

5. GND JETT ENABLE Switch

7. PARKING BRAKE Switch
6. BRAKES Channel Switch

8. DN LOCK REL Button

9. STORES CONFIG Switch

11. LIGHTS Switch

10. HORN SILENCER Button

12. SPEED BRAKE Position Indicator

1. EMER STORES JETTISON Button. When pressed for one full second, this button will apply power to the
Stores Management System (SMS) and initiate a jettison sequence of all external fuel tanks, carted
suspension racks, and free fall ordnance loaded on stations 3 through 7. Air-to-air missiles will not be
jettisoned, nor their missile launchers. There is no requirement for the aircraft to be armed. If the aircraft
is on the ground with weight-on-wheels, the GND JETT ENABLE switch is required to initiate the emergency
jettison sequence.
2. HOOK Switch. This switch extends the hook for emergency arrestment on airfields equipped with an
arrestment system. However, once the hook is dropped, it cannot be fully retracted from the cockpit. (N/I)
• UP. Commands the pneumatic pressure holding the hook extended to release, allowing the hook to be
raised over runway arresting wires to taxi clear.
• DN. Commands the hook to be released from its stowed position and held to its full extension using
pneumatic pressure.
3. WHEELS Down Lights. These show the state of the main landing gear and nosewheel. When green, the
respective landing gear is down and locked.
3. LG Handle. Movement of the handle operates electrical switches to command landing gear retraction or
extension. A warning light in the LG handle illuminates when the gear and doors are in transit or have failed
to lock in the commanded position. The LG handle warning light also illuminates when the TO/LDG CONFIG
warning light illuminates on the right eyebrow lights panel.
5. GND JETT ENABLE Switch. Used by maintenance personnel for checkout and testing of aircraft armament
systems.
• ENABLE. All arming and release conditions are permitted, regardless of landing gear or weight-on-
wheels conditions.
• OFF. When the landing gear are down and the aircraft has weight-on-wheels emergency jettison,
selective jettison, and normal weapons release functions are inhibited. When the landing gear is down,
selective jettison and normal weapons release functions are inhibited.

54
 [F-16C Viper] DCS

6. BRAKES Channel Switch. Selects Channel 1 or Channel 2 through which the toe brakes initiate main
landing gear braking action. This switch is normally kept in the CHAN 1 position.
7. ANTI-SKID Switch. Controls the anti-skid and parking brake functions of the wheel brakes.
• PARKING BRAKE. Applies full brake pressure to each main landing gear brakes when weight-on-
wheels and the throttle is in the OFF or IDLE positions. If the throttle is advanced 1 inch beyond IDLE,
the switch will automatically be spring-loaded to the ANTI-SKID position and the parking brake will be
disengaged. Can be used as an emergency brake in case of a toe brake failure.
• ANTI-SKID. Available any time the toe brakes are powered. When the toe brakes are applied to less
than 85%, the anti-skid system provides deceleration skid control. When the toe brakes are applied at
85% or greater, the anti-skid system provides maximum performance skid control.
• OFF. Anti-skid and parking brake functions are disabled.
8. DN LOCK REL Button. Mechanically unlocks the spring-actuated lock that holds the LG handle in place,
should the associated electrical solenoid fail or not be powered. It also overrides the weight-on-wheels signal
and allows the landing gear to be retracted while on the ground if the LG handle is raised.
9. STORES CONFIG Switch. Sets the FLCS mode of operation based on external wing stores. When set to
CAT III the FLCS limits the angle of attack and onset rates in order to increase departure resistance. This
switch has no effect when the FLCS gains are set to takeoff/landing configuration (landing gear deployed or
air refueling door open).
• CAT I. Used for air-to-air loadouts without external wing tanks.
• CAT III. Used for air-to-ground loadouts or when equipped with external wing tanks.
10. HORN SILENCER Button. Silences the landing gear warning or low-speed warning audio tones.
11. LANDING TAXI LIGHTS Switch. Controls the nose landing gear-mounted light assemblies for
takeoff/landing or taxi operations. The lights are automatically disabled when the LG Handle is raised to the
UP position.
• LANDING. Enables the Landing light.
• OFF. The Landing and Taxi lights are disabled.
• TAXI. Enables the Taxi light.
12. SPEED BRAKE Position Indicator. Indicates whether the speedbrakes are
deployed, fully-retracted, or if receiving no power. When the speedbrakes are
fully-retracted the indicator displays CLOSED (left image). When the speed
brakes are deployed at any angle, the indicator displays a pattern of nine dots
(right image). If the speedbrakes have no power, the indicator displays a striped
line pattern (not shown).

HMCS Control Panel

Controls the brightness of the HMCS symbology projected onto the
helmet visor. Rotating the knob clockwise increases the brightness
intensity of the symbology and rotating it to the OFF position removes
the HMCS symbology from the visor.

EAGLE DYNAMICS 55
 DCS [F-16C Viper]

ALT GEAR Handle

The Alternate Gear Handle releases the landing gear in case of a hydraulic failure or inability
to lower the main landing gear handle. (N/I)

Right Auxiliary Console

Magnetic Compass FUEL Quantity Indicator

System A & B HYD PRESS Indicators

Pilot Fault List Display (PFLD)

EPU Fuel Quantity

Caution Light Panel

Mechanical Clock

Cabin Pressure

Magnetic Compass
The magnetic compass is a self-contained indicator which shows the heading of the
aircraft in relation to magnetic north.

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 [F-16C Viper] DCS

FUEL Quantity Indicator

The FUEL Quantity Indicator displays total remaining fuel in all tanks via the totalizer
numerical readout in pounds (lbs) of fuel. Two analog needles indicate fuel in Aft and
Left (AL) and Forward and Right (FR) tanks in 100-pound increments.
The FUEL QTY SEL knob can be used to change which internal or external fuel tanks
the analog needles are referencing to display calculated fuel quantity.
If the two needles become too divergent, indicating a fuel imbalance, red will be shown
at the base of a needle. In such a case, the ENGINE FEED knob on the FUEL Control
Panel can be used to correct the imbalance.

Pilot Fault List Display (PFLD)

The Pilot Fault List Display, or PFLD, lists all FLCS detected faults.
Two types of PFLDs are displayed: WARNING level and CAUTION
level. Warnings are associated with the FLCS and have a bracket
around them. Cautions are associated with other FLCS elements,
engine, and avionics systems.
When a PFLD item is displayed, its corresponding caution light
indicator will illuminate, and the MASTER CAUTION light will be lit. To clear a PFLD fault, the fault acknowledge
(F-ACK) button is pressed.

Caution Light Panel

The Caution Light panel consists of multiple indicator lights
associated with possible detected fault conditions.
FLCS FAULT. A dual malfunction has occurred in the Flight
Control Computer (FLCC) electronics, the leading-edge flaps
(LEF) are locked, or the FLCS BIT has failed.
ENGINE FAULT. An engine-related fault has been detected.
Extinguishes when the fault is acknowledged.
AVIONICS FAULT. An avionics-related fault has been
detected or the Multiplex Bus (MUX) has lost communication
with the engine or the FLCC.
SEAT NOT ARMED. The ejection seat arming lever is in the
dis-armed (up) position.
ELEC SYS. An electrical fault has been detected and an associated indicator light is illuminated on the ELEC
Control Panel.
SEC. Engine is operating in Secondary control mode.
EQUIP HOT. Cooling air temperature or pressure to the avionics bay is insufficient. Automatically interrupts
electrical power to the FCR.
NWS FAIL. A failure in the nose wheel steering system has occurred.
PROBE HEAT. Air flow to the pitot, fuselage air data, or AoA probes has decreased to a level that may indicate
an icing condition; or a probe heater or the monitoring system has failed.

EAGLE DYNAMICS 57
 DCS [F-16C Viper]

FUEL/OIL HOT. Fuel supplied to the engine or the engine oil has become excessively hot.
RADAR ALT. The radar altimeter has malfunctioned.
ANTI SKID. The Anti-Skid switch has been set to the OFF position or a malfunction has been detected in the
braking system while ground speed is >5 knots.
CADC. A malfunction in the Central Air Data Computer has been detected.
INLET ICING. Ice accumulation has been detected by the engine inlet ice detector or the inlet ice detector has
failed.
IFF. The IFF system has received a Mode 4 interrogation but cannot reply due to Mode 4 replies being inhibited
by the RF switch on the Instrument Panel or the MODE 4 REPLY switch on the IFF control panel, or the Mode 4
has been zeroized.
HOOK. The emergency arresting hook is not up and locked in its stowed position.
STORES CONFIG. The STORES CONFIG switch is in the wrong position.
OVERHEAT. An overheat condition has been detected in the engine compartment, main landing gear wheel
wells, ECS bay, or EPU bay.
NUCLEAR. (Not implemented)
OBOGS. ECS air pressure is <10 PSI.
ATF NOT ENGAGED. No function.
EEC. No function.
CABIN PRESS. Cockpit pressure altitude is >27,000 feet.
FWD FUEL LOW. Forward reservoir fuel quantity is <400 lb.
BUC. No function.
AFT FUEL LOW. Aft reservoir fuel quantity is <250 lb.

System A and System B HYD PRESS Indicators

The Hydraulic Pressure gauges indicate the current pressures for hydraulic systems A and
B respectively, in 500 PSI increments from 0 to 4000 PSI. Normal operation is between
2,850 and 3,250 PSI.

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 [F-16C Viper] DCS

EPU Fuel Quantity Indicator

The EPU Fuel Quantity gauge indicates the remaining supply of hydrazine as a
percentage in 5% increments. At 100%, the EPU can run for approximately 10-15
minutes.

Cabin Pressure
The Cabin Pressure gauge indicates the current cockpit pressure expressed as an
altitude, in 1,000-foot increments from 0 to 50,000 feet.
As an example, an indication of 7 on this gauge indicates the cockpit pressure is equal
to a pressure altitude of 7,000 feet.

Mechanical Clock
The mechanical clock is an 8-day, manually wound clock. The clock
time can be adjusted by pulling the knob and rotating it until the 1. “Day” Hand
time is set as desired.
2. “Hour” Hand
1. “Day” Hand. One full revolution equals 8 days.
3. “Minute” Hand
2. “Hour” Hand. One full revolution equals 12 hours, indicated
by the inner clock ring.
4. Wind/Control Knob
3. “Minute” Hand. One full revolution equals 60 minutes,
indicated by the outer clock ring.
4. Wind/Control Knob. Rotating this knob clockwise winds the clock spring. Rotating this knob in either
direction while pulled adjusts the clock to the desired time.
NOTE: The mechanical clock is automatically set to local time at mission start.

EAGLE DYNAMICS 59
 DCS [F-16C Viper]

Left Console

MANUAL CANOPY DEFOG Lever CANOPY JETTISON T-Handle ENG & JET START Control Panel
CONTROL Handcrank

FUEL Control Panel EPU Control Panel MANUAL PITCH

FLT CONTROL Panel Override Switch

UHF Backup Control Panel

TEST Panel

IFF Control Panel

MANUAL TRIM Panel ELEC Control Panel

ANTI-G TEST Button EXT LIGHTING Control Panel AVTR Control Panel ECM Control Panel AUDIO 1 & 2 Control Panels

The UHF Backup Control Panel is described in the Radio Communications chapter. The ECM Control Panel is
described in the Defensive Systems chapter.

TEST Panel
The Test panel includes several controls
for performing built-in tests (BIT) of
several F-16C systems and test all
cockpit indicator lights. 1. FIRE & OHEAT
3. MAL & IND
DETECT Test Button
LTS Test Button
1. FIRE & OHEAT DETECT Test
Button. Tests the circuit continuity
of the fire and overheat detection 2. OBOGS BIT Switch
systems. This will cause the ENG 6. FLCS
FIRE warning light and the PWR Lights
OVERHEAT caution lights to 4. PROBE HEAT Switch

illuminate. This will in turn trigger

the MASTER CAUTION light.
5. EPU/GEN Test Switch
2. OBOGS BIT Switch. Tests the 7. FLCS PWR
On-Board Oxygen Generation TEST Switch
System (OBOGS). Moving this
switch momentarily to the OBOGS
BIT position will cause the OXY
LOW eyebrow warning light to illuminate for 10 seconds. If no faults are detected within the OBOGS
monitoring system, the light will extinguish. If the OXY LOW warning light remains illuminated, a fault has
been detected.

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3. MAL & IND LTS Test Button. Illuminates all warning, caution, and indication lights to verify their function,
as well as audio voice messages.
4. PROBE HEAT Switch. Controls the external air data probes and probe heat monitoring system when on
the ground. When in flight, the pitot, fuselage air data, AoA, and total temperature probes and the probe
heat monitoring system are always active.
• HEAT. Enables heating of the pitot, fuselage air data, AoA, and total temperature probes when on the
ground. Also enables the probe heat monitoring system.
• OFF. Disables heating of the data probes when on the ground.
• TEST. Performs a test of the probe heat monitoring system. The PROBE HEAT caution light will flash
on the Caution Light Panel following a successful test. If it does not illuminate or does not flash, the
probe heat monitoring system is inoperative.
5. EPU/GEN Switch. Momentarily pressing this switch to the TEST position tests the EPU generator and EPU
PMG (Permanent Magnet Generator) output to the FLCS channels without using hydrazine while on the
ground.
6. FLCS PWR Lights. Illuminates to indicate power output to each of the four redundant flight control
channels (A, B, C and D) when the FLCS PWR switch is set to TEST.
7. FLCS PWR TEST Switch. Tests power output to the FLCS (pronounced “flick-iss”) when MAIN PWR switch
is set to BATT or MAIN PWR positions.
• TEST. Tests power output to the FLCS channels.
• NORM. Tests EPU PMG availability when EPU/GEN switch is set to TEST and MAIN PWR switch is set
to MAIN PWR.
• MAINT. Used for maintenance tests by ground personnel.

FLT CONTROL Panel

The Flight Control panel controls manual settings 1. DIGITAL 2. MANUAL TF
of the flight control systems. This panel is BACKUP Switch FLY-UP Switch
normally not used due to the automated nature
of the F-16C’s flight control systems.
3. ALT FLAPS Switch
1. DIGITAL BACKUP Switch. Selects the
FLCC backup software. When enabled, the
DBU ON warning light on the right eyebrow
panel will illuminate and the HUD will 4. FLCS RUN/FAIL
display a flashing WARN message. Indicator Lights

2. ALT FLAPS Switch. Controls manual

deployment of the trailing edge flaps.
7. FLCS BIT Switch
• EXTEND. Manually deploys the
trailing-edge flaps (TEF) at low speeds
prior to landing if the trailing edge 5. LE FLAPS Switch 6. FLCS RESET Switch
flaps have failed to deploy with the
landing gear.
• NORM. Enables automatic scheduling of trailing-edge flaps based on FLCS commands

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3. MANUAL TF FLY-UP Switch. This is a terrain-following radar function and is not used in the Block 50 F-
16.
4. FLCS RUN/FAIL Indicator Lights. When a FLCS BIT is initiated, the green RUN light illuminates and will
extinguish when the test is complete. If a problem is encountered during the BIT, the red FAIL light
illuminates, and the failure will be displayed on the Pilot Fault List Display (PFLD).
5. LE FLAPS Switch. Controls manual deployment of the leading-edge flaps. (N/I)
• LOCK. Manually locks the trailing-edge flaps in position and illuminates the FLCS warning light. This
might be used in the case of a leading-edge flap failure with asymmetric flap settings.
• AUTO. Enables automatic scheduling of leading-edge flaps based on FLCS commands.
6. FLCS RESET Switch. Resets the FLCS warning lights and servo/electrical failures within the FLCS system.
Resets FLCS warning light, MASTER CAUTION light, CADC caution light, FLCS caution light, and clears PFLD
if the associated faults are actually cleared.
7. FLCS BIT Switch. Commands a BIT test of the FLCS if there is weight-on-wheels and ground speed is <28
knots. Setting the switch to the BIT position will initiate the flight control surface test sequence and is
performed during start-up. The test will run for approximately 45 seconds, during which time the switch is
magnetically held in the BIT position. When the test is complete the switch is released and will return to the
OFF position.

MANUAL TRIM Panel

The Manual Trim panel controls manual trim values in pitch, roll 1. ROLL TRIM 4. TRIM/AP
and yaw. This might be used in the case of a malfunction with Trim Wheel & Indicator DISC Switch

Switch on the Side Stick Controller (SSC). This panel is normally

not used since the F-16C’s flight control systems provide automatic
trim in pitch, and the pilot can trim in pitch and roll using the 4-
way trim switch on the SSC.
1. ROLL TRIM Wheel & Indicator. Trims aircraft in the roll axis
and indicates the degree of manual trim applied.
2. YAW TRIM Knob. Trims aircraft in the yaw axis. The degree
of manual yaw trim applied is indicated by the outside dot pattern.
3. PITCH TRIM Wheel & Indicator. Trims aircraft in the pitch
axis and indicates the degree of manual trim applied.
2. YAW TRIM Knob 3. PITCH TRIM
4. TRIM/AP DISC Switch. Controls source of trim inputs and Wheel & Indicator
autopilot engagement.
• NORM. Pitch/Roll trim is controlled using either the 4-way Trim Switch on the SSC or this panel.
Autopilot engagement is permitted.
• DISC. Pitch/Roll trim is exclusively controlled using this panel. Trim Switch on the SSC is disabled.
Autopilot engagement is inhibited.

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FUEL Control Panel

The Fuel panel includes controls for tank pressurization and 1. FUEL MASTER Switch 3. ENG FEED Knob
fuel system management.
1. FUEL MASTER Switch. Opens/closes the main fuel
shutoff valve to the engine. This is normally kept in the
MASTER position with the guard closed.
2. TANK INERTING Switch. When set to the TANK
INERTING position, non-volatile halon gas is pumped into
the fuel tanks to reduce internal pressure and reduce risk
2. TANK INERTING Switch 4. AR REFUEL Switch
of fire during an emergency (e.g., from battle damage).
3. ENGINE FEED Knob. Energizes or de-energizes the fuel pumps and maintains the center-of-gravity with
fuel loading. If an imbalance is indicated on the fuel quantity indicator by a divergence between the two
fuel needles, the AFT and FWD positions allow selective control for the pumps on the respective fuel tanks
to manually shift the center-of-gravity.
• OFF. Disables both fuel pumps. Engine is supplied fuel via the Fuel Flow Proportioner (FFP), which is
powered by the Hydraulic system A.
• NORM. Enables both fuel boost pumps. Engine is supplied fuel from the forward and aft fuel tanks.
Aircraft center-of-gravity (CG) is maintained automatically through fuel balancing.
• AFT. Enables aft fuel boost pump. Engine is supplied fuel from the aft fuel tank only. Fuel is transferred
from the aft tanks to the forward tanks. Aircraft CG is shifted forward.
• FWD. Enables forward fuel boost pump. Engine is supplied fuel from the forward fuel tank only. Fuel
is transferred from the forward tanks to the aft tanks. Aircraft CG is shifted rearward.
4. AIR REFUEL Switch. Controls the aerial refueling door, associated exterior lighting, and fuel tank
pressurization for aerial refueling operations. If the aircraft is less than 400 knots airspeed, when switch is
set to OPEN the FLCS gains are set to takeoff/landing configuration.
• OPEN. Opens aerial refueling door, reduces internal tank pressurization and depressurizes external
tanks. Activates fuselage- and tail-mounted AR floodlights, which can be adjusted using the AERIAL
REFUELING knob on the EXT LIGHTING control panel.
• CLOSE. Closes aerial refueling door, increases internal tank pressurization and repressurizes external
tanks. Extinguishes fuselage- and tail-mounted AR floodlights.

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IFF Control Panel

The IFF panel provides backup control of 1. MASTER Knob 2. M-4 CODE Switch 3. C & I Knob
essential CNI functions and some primary
functions of the APX-113 Advanced IFF
transponder/interrogator system.
1. MASTER Knob. Selects the mode the
6. MODE 4
APX-113 AIFF system operates. This knob REPLY Switch
functions regardless of the C&I knob
position. (N/I)
7. MODE 4
• OFF. Transponder and IFF MONITOR Switch
interrogation functions are powered
off.
• STBY. Transponder functions are 4. ENABLE Switch 5. MODE 1 & MODE 3 Thumbwheel Selectors
inhibited but the IFF interrogator will
function normally.
• LOW/NORM. Transponder and IFF interrogation functions are operating.
• EMER. Transponder will reply with an emergency transponder code when interrogated.
2. M-4 CODE Switch. Manages the security of the Mode 4 encrypted codes. (N/I)
• A/B. Enables normal Mode 4 coded replies. Switch is spring-loaded to this position.
• ZERO. Momentarily placing switch in this position will erase encrypted codes from the IFF internal
memory.
• HOLD. Momentarily placing switch in this position prior to placing the MASTER knob to OFF will retain
the Mode 4 encrypted codes in the IFF internal memory. Otherwise, the encrypted codes will be erased
after the IFF is powered off or the aircraft is shut down.
3. C & I Knob. Controls how the pilot interacts with the IFF system and UHF radio.
• UFC. Pilot controls primary IFF functions and UHF radio using the Upfront Controls (ICP and DED).
• BACK UP. Pilot controls all IFF functions using the IFF control panel itself. The UHF Backup control
panel is used to control the UHF radio.
4. Enable Switch. Selects between using Mode 3 and Mode S codes or Mode 1 and Mode 3 codes when the
C&I knob is set to the BACK UP position. (N/I)
• M3/MS. Mode 3/A and Mode S are enabled.
• OFF. Mode 1, Mode 3/A, Mode 4 and Mode S are disabled.
• M1/M3. Mode 1 and Mode 3/A are enabled.
5. MODE 1 & MODE 3 Thumbwheel Selectors. Allows the pilot to input Mode 1 and Mode 3 codes when
the C&I knob is set to the BACK UP position. Note that only the first two digits of Mode 3 can be entered in
this manner. The third and fourth digits are internally set to zero, permitting only Mode 3 codes ending in
“00” to be used. (N/I)
6. MODE 4 REPLY Switch. Allows the pilot to select how the IFF system should reply to Mode 4 interrogations
when the C&I knob is set to the BACK UP position. (N/I)
• A. The first IFF encrypted code is used to reply to Mode 4 interrogations.

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• B. The second IFF encrypted code is used to reply to Mode 4 interrogations.

• OUT. Replies to Mode 4 interrogations are inhibited.
7. MODE 4 MONITOR Switch. Allows the pilot to control the audio tone notification for Mode 4 replies. (N/I)
• AUDIO. An audio tone will sound whenever the IFF transponder system sends an encrypted reply to
a Mode 4 interrogation.
• OUT. Mode 4 audio tone is disabled.

EXT LIGHTING Control Panel

The Exterior Lighting panel controls all externally mounted lights on the aircraft.

Anti-collision Light
FORM Knob

White Position Light

AR Refuel Lights

Red Position Light

Fuselage Light
(both sides)

Green Position Light

Formation Lights Green Position Light

1. POSITION – FLASH/STEADY 4. ANTI-COLL Knob 1. FLASH/STEADY Switch 2. WING/TAIL Switch

Switch. Toggles the WING/TAIL
position lights between flashing and
steady modes.
2. POSITION – WING/TAIL Switch. 3. FUSELAGE Switch
This switch sets the wingtip and intake
red/green and the tail mounted white
position lights to fixed brightness levels
of bright or dim. If the switch is set to
OFF, the wingtip mounted red/green
position lights revert to the brightness
level set by the FORM knob
5. FORM Knob 6. MASTER Knob 7. AERIAL REFUELING Knob
3. FUSELAGE Switch. This switch
controls the fuselage mounted lights that illuminate the vertical tail.

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4. ANTI-COLL Knob. This switch can be set to OFF or one of 7 options that vary the flash pattern of the anti-
collision light.

1 A
1 1 1 1 1 1 2 1 2
2 B
2 2 2 2 1 3 1 3
3 C
3 3 3 6 6
4
4 4
ANTI-COLL Knob - Flash Patterns

5. FORM Knob. Controls the brightness of the red and green formation lights on each wingtip and the white
formation lights on the top and bottom of the center fuselage. The FORM knob functionality is only active
for the wingtip lights when the POSITION – WING/TAIL switch is set to OFF.

All lights on and set to bright All lights off except FORM knob;
FORM knob set to minimum

6. MASTER Knob. Sets the exterior lighting master mode. The table below details how each position of the
MASTER knob enables or overrides the respective lighting system’s switch or knob.
COVERT COVERT COVERT
OFF ALL
ALL A-C FORM
ANTI-COLL Off Off Off Switch Switch
WING/TAIL Off Off Switch Off Switch
FUSELAGE Off Off Switch Off Switch
FORM Off Off Knob* Off Knob*
AERIAL REFUELING Off Knob** Knob** Knob** Knob**
*Requires the WING/TAIL switch to be set to OFF to control the brightness of each wingtip light
**Requires the AR REFUEL switch on the FUEL Control Panel to be set to OPEN
7. AERIAL REFUELING Knob. Sets the brightness of the lights that illuminate the dorsal refueling receptacle
to assist the air refueling boom operator during night refueling operations. The AERIAL REFUELING knob
functionality is only active when the AR REFUEL switch on the FUEL control panel is set to OPEN.

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EPU Control Panel

The Emergency Power Unit is a bleed air- and/or hydrazine- 1. EPU Switch 2. EPU Run Light 3. AIR Light
powered, self-contained unit that can provide emergency
hydraulic and electrical power for approximately 10 to 15
minutes. In the case of an engine failure, the EPU provides
power to the Hydraulic system A and electrical systems.
1. EPU Switch. Sets the EPU to automatic operation or
manually commands the EPU on/off.
• OFF. Manually commands the EPU off during ground
operations. Manually commands the EPU off in flight 4. HYDRAZN Light
unless both the main and standby generators have
failed. EPU operation will be inhibited in flight if the switch has remained in the OFF position since
takeoff.
• NORM. Used during normal operations. If set to NORM at any time since takeoff, the EPU will be
commanded on automatically if power from the main and standby generators has been lost, or both
hydraulic systems have failed. If aircraft is on the ground and the engine is shut down, the EPU will
not automatically be commanded to on.
• ON. Manually commands the EPU to on.
2. EPU Run Light. Illuminates when the EPU is operating and EPU-driven hydraulic pump discharge pressure
is >2,000 PSI.
3. AIR Light. Illuminates when the EPU is operating using engine bleed air.
4. HYDRAZN Light. Illuminates when the EPU is operating using hydrazine, which is typically required when
engine RPM drops below 82%-90%, depending on pressure altitude, or if the engine fails completely.

ELEC Control Panel

The Electrical panel provides controls for the selecting 1. MAIN PWR Switch 2. ELEC CAUTION RESET Button
electrical power sources and indications of malfunctions Switch

within the electrical system and electrical supply to the FLCS

channels. 3. FLCS PMG Light

1. MAIN PWR Switch. Selects the electrical power 4. MAIN GEN Light
source for the aircraft.
5. STBY GEN Light
• MAIN PWR. Connects main engine generator or
external power to the electrical system. Enables
the standby generator. If AC power is not 6. EPU GEN Light
available, battery power is supplied to the battery
bus only. 7. EPU PMG Light

• BATT. Disconnects main generator and external

power from the electrical system and resets main 8. FAIL Light
generator. Disables the standby generator.
Battery power is supplied to the battery bus only.
9. TO FLCS Light 10. FLCS RLY Light
• OFF. If in flight, disconnects power from main
generator and disables the standby generator. If

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on the ground, disconnects main generator and external power from the electrical system and disables
the standby generator.
2. ELEC CAUTION RESET Button. Clears MASTER CAUTION and ELEC SYS caution lights and resets the
main and standby generators.
3. FLCS PMG Light. Illuminates in flight if none of the FLCS branches are receiving power from the FLCS
Permanent Magnet Generator. Illuminates on the ground after 60 seconds of weight-on-wheels if one or
more of the FLCS branches aren’t receiving power from the FLCS PMG.
4. MAIN GEN Light. Illuminates when there is no external or main generator power connected to the non-
essential AC buses.
5. STBY GEN Light. Illuminates when standby generator power is not available.
6. EPU GEN Light. The Illuminates when the EPU has been commanded on but is not providing power to
both emergency buses. Light is inhibited if EPU switch is set to OFF and aircraft is weight-on-wheels with
the engine is running.
7. EPU PMG Light. Illuminates when the EPU has been commanded on, but the EPU Permanent Magnet
Generator is not providing power to all branches of the FLCS.
8. ACFT BATT – FAIL Light. Illuminates in flight to indicate a battery failure (20 volts or less). Illuminates
on the ground after 60 seconds of weight-on-wheels to indicate a batter failure or battery charger failure.
9. ACFT BATT – TO FLCS Light. Illuminates in flight if one or more FLCS branches are receiving power from
the batter bus of 25 volts or less. Illuminates on the ground if battery power is going to one or more FLCS
branches.
10. ACFT BATT – FLCS RLY Light. Illuminates if one or more FLCS branches are receiving less than 20 volts
from the battery bus or if one or more FLCS branches are not connected to the battery bus. May be reset
using the FLCS RESET switch on the FLT CONTROL panel.

AVTR Control Panel

The Airborne Video Tape Recorder, or AVTR, records the HUD
and MFDs or the HMCS and MFDs depending on the setting.
(N/I)

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ENG & JET START Control Panel

The Engine & Jet Start panel governs the start system for the
F110-GE-129 engine and related controls. 1. RUN Light

1. JET FUEL – RUN Light. Illuminates within 30 seconds

after JFS initiation to indicate the Jet Fuel Starter (JFS)
2. JFS Switch
is operating at its governed speed.
2. JET FUEL – JFS Switch. The JET FUEL switch uses one
or both brake/JFS accumulators to drive the hydraulic
starter motor of the Jet Fuel Starter. Note that the JFS 3. ENG CONT Switch
can still be started even if the MASTER switch on the
FUEL control panel is set to OFF.
• START 1. A single brake/JFS accumulator is used
to spool up the JFS into operation.
• OFF. Turns off the Jet Fuel Starter. During ground 4. AB RESET Switch
starts, the JFS will automatically switch OFF when
the engine RPM attains 55%. During in-flight
restarts the JFS will not automatically shut down
and must be manually switched to OFF.
• START 2. Both brake/JFS accumulators are used to
5. MAX POWER Switch
spool up the JFS into operation.
3. ENG CONT Switch. Manually selects the engine control
mode.
• PRI. Sets engine operation to Primary control mode. This position is used for normal operations, which
utilizes the Digital Electronic Control (DEC) to manage the functions of the engine and the afterburner.
The DEC is an electronic computer that controls fuel flow, fan and core speed limiting, turbine
temperature limiting, pressure ratios, nozzle position, and ensures stable operation throughout all
altitudes, airspeeds, and maneuvers to prevent compressor stalls or engine damage.
• SEC. Sets engine operation to Secondary control mode and illuminates the SEC caution light on the
Caution Light panel. This system uses only the hydromechanical fuel scheduling of the Main Engine
Control (MEC) in case of a malfunction or failure in the DEC. This mode may be entered automatically
by the DEC or manually selected by the pilot. When operating in Secondary mode the afterburner will
be unavailable, the nozzle will be fixed in the closed position, temperature and speed limiting will be
disabled, and overall thrust will be reduced but the engine will produce higher thrust at idle power.
4. AB RESET Switch. Spring-loaded to the NORM position and used to record engine diagnostic data. (N/I)
• AB RESET. This switch position is not functional in F-16s equipped with the F110-GE-129 engine.
• NORM. Normal position.
• ENG DATA. Momentarily moving switch to this position records 8 seconds of engine data into the
Engine Monitoring System Computer (EMSC), starting with 6 seconds prior to the switch being moved
to the ENG DATA position to 2 seconds following.
5. MAX POWER Switch. This switch is not functional in F-16s equipped with the F110-GE-129 engine.

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AUDIO 1 & AUDIO 2 Control Panels

The AUDIO 1 panel controls the 1. COMM 1 2. COMM 2 5. SECURE VOICE
volume of the UHF and VHF Power/Volume Knob Power/Volume Knob Volume Knob

radios, missile audio feedback,

and RWR threat warning audio. It
also includes controls for selecting 6. MSL Volume Knob
squelch and GUARD operating
3. COMM 1
modes for the UHF and VHF Mode Knob 7. TF Volume Knob
radios.
The AUDIO 2 panel controls the 4. COMM 2 8. THREAT
Mode Knob Volume Knob
volume of the intercom, TACAN
and ILS, along with the power of
9. INTERCOM
the ILS receiver. Volume Knob
12. Microphone Switch

1. COMM 1 Power/Volume
Knob. Rotating this knob 10. TACAN Volume Knob 11. ILS Power/Volume Knob
clockwise will increase the
audio volume from the UHF radio. Rotating this knob fully counterclockwise will disable the UHF radio.
2. COMM 1 Mode Knob. Controls the squelch and GUARD functions of the UHF radio.
• OFF. Disables squelch.
• SQL. Enables squelch.
• GD. The UHF radio is tuned to 243.0 MHz and the dedicated GUARD receiver is disabled. This knob
position has no effect if C & I knob on IFF control panel is set to BACK UP.
3. COMM 2 Power/Volume Knob. Rotating this knob clockwise will increase the audio volume from the VHF
radio. Rotating this knob fully counterclockwise will disable the VHF radio.
4. COMM 2 Mode Knob. Sets the VHF radio
• OFF. Disables squelch.
• SQL. Enables squelch.
• GD. The VHF radio is tuned to 121.5 MHz.
5. SECURE VOICE Volume Knob. No function.
6. MSL Volume Knob. Rotating this knob clockwise will increase the audio volume from the currently selected
AIM-9 missile.
7. TF Volume Knob. No function.
8. THREAT Volume Knob. Rotating this knob clockwise will increase the audio volume from the ALR-56M
radar warning receiver.
9. INTERCOM Volume Knob. Rotating this knob clockwise will increase the audio volume from the intercom
system. The intercom system is used to communicate directly to ground crews or the boom operator of an
aerial refueling tanker through the refueling boom itself. This knob will also affect the volume of the landing
gear and low speed warning tones and avionics voice messages. (N/I)
10. TACAN Volume Knob. Rotating this knob clockwise will increase the audio volume from the TACAN
receiver. This is used to identify the station the TACAN receiver is tuned to by monitoring the morse code
identifier broadcast over the TACAN frequency itself.

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11. ILS Power/Volume Knob. Rotating this knob clockwise will increase the audio volume from the currently
tuned ILS localizer station. This is used to identify the localizer the ILS receiver is tuned to by monitoring
the morse code identifier broadcast over the ILS frequency itself. Rotating the knob full counterclockwise to
OFF will disable the ILS receiver.
12. HOT MIC CIPHER Switch. Controls the operating mode of the intercom and radios. (N/I)
• HOT MIC. Activates direct communication to the ground crew or the boom operator of the aerial
refueling aircraft when the boom is seated in the aerial refueling receptacle. Transmitting over the UHF
or VHF radios will override this direct communication while transmissions are occurring.
• OFF. Disables HOT MIC and CIPHER functions.
• CIPHER. Placing the switch in this position filters out non-secure radio signals over the UHF and/or
VHF radios if secure voice is enabled.

Manual Pitch Override Switch

In case of a deep stall departure, the Manual Pitch Override (MPO) switch allows the
pilot to command greater authority from the horizontal stabilators to reinforce pitch
oscillations until sufficient pitch rates are present for recovery into controlled flight. The
guards on either side of the switch allow the pilot to better grip the switch in case of an
inverted departure when hanging upside down from the seat straps.
• NORM. Normal operation. The switch is spring-loaded to this position.
• OVRD. When held to this position, the horizontal stabilator authority is
increased to assist with recovery. Note that pilot roll and yaw commands from the Side Stick Controller
(SSC) are inhibited when the switch is held in this position, however the rudder pedals will still retain
yaw input authority.

Canopy Switch & Canopy Handle

The Canopy Switch controls the canopy actuator to raise
and lower the canopy. The Canopy Handle locks/unlocks 1. Canopy Switch 2. Canopy Lever (Unlocked Position)
the canopy and inflates/deflates the canopy pressure
seal.
1. Canopy Switch. Controls the canopy actuator.
• Up. When the Canopy Lever is in the unlocked
position, this position raises the canopy
actuator to full extension. The switch will
automatically snap back to the center position
when the canopy actuator reaches full
extension.
• Center. The canopy actuator stops canopy
motion.
• Down. This position lowers the canopy actuator to full retraction. The switch is spring-loaded to center
from this position and must be held to lower and close the canopy.
2. Canopy Lever. Prevents the canopy from un-latching and controls the canopy pressure seal.

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• Unlocked (open, pulled outward). The canopy pressure seal is deflated, and the CANOPY eyebrow
warning light illuminates. The Canopy Lever should be placed in this position prior to lowering the
canopy. The Canopy Lever also physically limits the full travel of the throttle lever.
• Locked (closed, up against cockpit wall). The canopy is locked and the pressure seal is inflated.

Canopy Jettison T-Handle

In case of an emergency, the CANOPY JETTISON T-handle provides an
alternate means to separate the canopy from the aircraft. This can be used
if the primary ejection handle is pulled but the canopy fails to separate,
preventing ejection.

DEFOG Lever
The DEFOG lever can be moved forward and back to provide de-fogging to
the canopy.
• MIN. Most of the airflow is diverted to the vents behind the seat.
• MAX. Most of the airflow is diverted to the forward canopy area
and the air vent at the bottom of the center instrument panel.
o When set to the full MAX position with the TEMP knob
set to AUTO, the air flow will be set to full warm for 3 minutes. Retarding the lever and
returning it to MAX will restart this 3-minute period of full warm.

Right Console

NUCLEAR CONSENT Switch PLAIN/CIPHER Switch

ENGINE ANTI-ICE Switch

SEAT ADJ Switch Interior LIGHTING Control Panel

AIR COND Control Panel

Utility Light

HUD Control Panel

ANT SEL Panel

KY-58 Panel

SNSR PWR Control Panel DTU Panel

ZEROIZE Switch Arm Rest AVIONICS POWER Panel

VOICE MESSAGE Switch OXYGEN Regulator Panel

The HUD Control Panel is described in a dedicated section following the Hands-On Controls (HOTAS).

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SNSR PWR Control Panel

The Sensor Power panel consists of four switches that enable 1. LEFT HDPT Switch 3. FCR Switch
power to the primary sensors.
1. LEFT HDPT Switch. Powers the sensor mounted to the left
“chin” hardpoint. This will normally be the AN/ASQ-213 HARM
Targeting System (HTS) pod.
2. RIGHT HDPT Switch. Powers the sensor mounted to the
2. RIGHT HDPT Switch 4. RDR ALT Switch
right “chin” hardpoint. This will normally be the AN/AAQ-28
LITENING II targeting pod (TGP).
3. FCR Switch. Powers the AN/APG-68 Fire Control Radar.
4. RDR ALT Switch. Powers the radar altimeter.
• RDR ALT. The radar altimeter is set to transmit.
• STBY. The radar altimeter is powered on but will not transmit.
• OFF. The radar altimeter is powered off

Interior LIGHTING Control Panel

The Interior Lighting panel consists of five knobs that control 1. PRIMARY – 2. PRIMARY – 3. PRIMARY – DATA
the brightness of the cockpit instruments, switch panel CONSOLES Knob INST PNL Knob ENTRY DISPLAY Knob
backlighting, and flood lights. Most of the lighting is green to
support night vision systems.
1. PRIMARY – CONSOLES Knob. Controls the
brightness of the panel backlighting on the left auxiliary
console, left console and right console.
2. PRIMARY – INST PNL Knob. Controls the brightness
of the panel backlighting on the instrument panel and
right auxiliary console.
3. PRIMARY – DATA ENTRY DISPLAY Knob. Controls
the brightness of the DED and PFLD displays.
4. FLOOD – CONSOLES Knob. Controls the flood light
intensity on the left auxiliary console, left console and 4. FLOOD – 5. FLOOD – 6. MAL & IND
CONSOLES Knob INST PNL Knob LTS Switch
right console.
5. FLOOD – INST PNL Knob. Controls the flood light intensity on the instrument panel and right auxiliary
console.
6. MAL & IND LTS Switch. Sets the malfunction and indicator lights and the CMDS expendable inventory
counters to either BRT (Bright) or DIM. BRT is automatically selected if the FLOOD – CONSOLES knob is
moved past the HIGH INT detent, if the PRIMARY – INST PNL knob is rotated fully counterclockwise, or if
emergency DC power is lost.

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AIR COND Control Panel

The Air Conditioning panel controls the environmental control
systems.
1. TEMP Knob. Controls cockpit temperature. (N/I)
2. AIR SOURCE Knob. Selects the air source for ventilation of
the cockpit and avionics. Note that placing the knob in OFF or
RAM will prevent fuel from being transferred from external
fuel tanks. 1. TEMP Knob 2. AIR SOURCE Knob

• OFF. Closes all engine bleed air valves. All air conditioning and cooling functions cease. Pressurization
functions are disabled, including G-suit and pressure breathing, OBOGS, canopy seal, and fuel tank
pressurization.
• NORM. Sets environmental control and pressurization systems to automatic operation.
• DUMP. Dumps cockpit pressure and uses conditioned bleed air to ventilate the cockpit and avionics.
• RAM. Dumps cockpit pressure and closes engine bleed air valves. All air conditioning and cooling
functions cease. Pressurization functions are disabled, including G-suit and pressure breathing, OBOGS,
canopy seal, and fuel tank pressurization. Uses external ram air to ventilate cockpit and avionics.

KY-58 Secure Voice Panel

The KY-58 secure voice system is used to provide encryption of
voice communications. (N/I)

PLAIN/CIPHER Switch
The Plain/Cipher switch toggles between using
unencrypted or encrypted communications over
either the UHF or VHF radio. (N/I)

OXYGEN Regulator Panel

The Oxygen Regulator panel controls the flow of O2 to the 1. OXYGEN REGULATOR FLOW 2. OXYGEN SUPPLY Indicator
pilot’s facemask and the oxygen system’s mode of
operation.
1. OXYGEN REGULATOR FLOW Indicator. Alternates
between white and black indications. White indicates
oxygen flow; black indicates no oxygen flow.
2. OXYGEN SUPPLY Indicator. Indicates oxygen
pressure, with normal operation between 10 and 55
PSI.
3. EMERGENCY Lever 4. Diluter Lever 5. SUPPLY Lever
3. EMERGENCY Lever. Controls positive pressure mode
of oxygen supply system. (N/I)

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• EMERGENCY. Provides maximum amount of oxygen under positive pressure. Used by the pilot to test
for leaks.
• NORMAL. Positive pressure is provided if cockpit pressure altitude exceeds 28,000 feet.
• TEST MASK. Provides maximum amount of oxygen under positive pressure. Used by life support
personnel to test for leaks.
4. Diluter Lever. Controls the mixture of cockpit air and pure oxygen. (N/I)
• 100%. Maximum amount of oxygen is provided to the pilot.
• NORM. Regulated mix of cockpit air and oxygen is provided to the pilot based on cockpit pressure
altitude.
5. SUPPLY Lever. Controls mode of operation for the oxygen supply system. When set to PBG (Pressure
Breathing for G), the oxygen regulator provides pressure breathing above 4 G’s to enhance G tolerance and
reduce pilot fatigue.
• PBG. Oxygen is supplied to pilot’s facemask. Pressure breathing based on G-force is available.
• ON. Oxygen is supplied to pilot’s facemask. Pressure breathing is not available.
• OFF. Turns off the oxygen supply to pilot’s facemask.

ANTI ICE & ANT SEL Switches

The engine Anti-Ice system prevents ice buildup within the 1. ANTI-ICE ENGINE Switch 2. ANT SEL – IFF Switch
engine intake and includes an inlet ice detector.
1. ANTI-ICE ENGINE Switch. Controls automatic or manual
activation of the inlet anti-ice heating elements, and
enables/disables the inlet ice detector.
• ON. Manually activates the engine anti-ice system and
3. ANT SEL – UHF Switch
inlet strut heater. The inlet ice detector will still
illuminate the INLET ICING caution light on the Caution
Light panel if ice accumulation is detected.
• AUTO. If ice accumulation is detected by the inlet ice detector, the engine anti-ice system and inlet
strut heater will automatically activate and the INLET ICING caution light will illuminate on the Caution
Light panel.
• OFF. The inlet ice detector, engine anti-ice system, and inlet strut heater are disabled.
The Antenna Select panel is used to select the upper, lower, or both antennas for transmissions from the UHF
radio and IFF system.
2. ANT SEL – IFF Switch. Selects automatic or manual antenna selection for IFF interrogation replies.
• UPPER. Upper IFF antenna is used to receive and reply to IFF interrogation signals.
• NORM. The IFF antenna automatically selects which antenna is used to reply to IFF interrogation
signals based on which antenna is receiving the strongest signal.
• LOWER. Lower IFF antenna is used to receive and reply to IFF interrogation signals.
3. ANT SEL – UHF Switch. Selects single or both UHF antennas for radio transmission.
• UPPER. Upper UHF antenna is used to transmit and receive UHF radio signals.

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• NORM. Both antennas are used to transmit in a cyclic pattern to provide omnidirectional radio
transmissions.
• LOWER. Lower UHF antenna is used to transmit and receive UHF radio signals.

AVIONICS POWER Control Panel

The Avionics Power panel enables/disables 2. ST STA Switch 3. MFD Switch 4. UFC Switch 5. MAP Switch
power to the various avionics systems and
controls the alignment functions of the Inertial
Navigation System (INS). 1. MMC Switch

1. MMC Switch. Powers the Modular Mission

Computer.
2. ST STA Switch. Powers the underwing
and fuselage centerline stores stations.
8. INS Knob
3. MFD Switch. Powers the two cockpit
Multi-Function Displays (MFD).
6. GPS Switch 7. DL Switch 9. MIDS LVT Knob
4. UFC Switch. Powers the Upfront Controls
(ICP and DED).
5. MAP Switch. Not functional in the Block 50 F-16.
6. GPS Switch. Powers the GPS receiver.
7. DL Switch. Powers the Improved Data Modem (IDM). (N/I)
8. INS Knob. Sets the operating mode of the Inertial Navigation System (INS) and determines the method of
alignment when necessary. While the INS is performing an alignment on the ground, it is imperative that
the aircraft is not moved or repositioned in any way, to include reconfiguring externally mounted equipment
or arming/re-arming weapons stations. (See INS Alignment for more information.)
• OFF. Removes power from the INS. The INS knob should remain in this position on aircraft power for
a minimum of 10 seconds before moving the INS knob from off or shutting down the aircraft.
• ALIGN – STOR HDG. Initiates an alignment of the INS using a stored heading reference. This allows
the alignment process to be completed more rapidly than NORM but requires that the aircraft not be
moved after the INS is powered off (assuming the INS had a good alignment prior to the power being
removed).
• ALIGN – NORM. Initiates a normal gyrocompass alignment of the INS from manually entered position
data. This alignment mode requires more time to complete but allows the aircraft to regain position
confidence if the aircraft has been repositioned by ground crews since the last time the INS was
powered with a good position fix.
• NAV. Sets the INS to normal navigation functionality after an alignment is complete.
• CAL. No function.
• IN FLT ALIGN. In-Flight Alignment mode performs an INS alignment in flight but requires the pilot to
maintain a stable attitude on a constant heading while the alignment proceeds. When the INS knob is
initially moved to IN FLT ALIGN, the INS will automatically enter Attitude mode until a coarse alignment
can be completed, and the pilot must input the current compass heading into the DED.

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• ATT. Attitude mode provides pitch, roll, and heading information only and is used as a degraded mode
of operation when the situation dictates. No navigational information will be available except TACAN.
9. MIDS LVT Knob. The Multifunctional Information Distribution System (MIDS LVT) knob enables/disables
or zeroizes the MIDS LVT terminal.
• ZERO. Zeroizes sensitive data within MIDS LVT terminal’s internal memory.
• OFF. Removes power from the MIDS LVT terminal.
• ON. Powers the MIDS LVT terminal.

VOICE MESSAGE Switch

The Voice Message switch is used to silence all aircraft voice messages when set to INHIBIT. This
is normally only performed when a voice message is repeating in an erroneous manner.

ZEROIZE Switch
In an emergency, the ZEROIZE switch can erase all sensitive data from the systems such as
secure voice encryption, GPS keys, and others.

SEAT ADJ Switch

The Seat Adjustment switch controls an electric
motor that raises or lowers the pilot seat. This SEAT ADJ Switch
function allows the pilot to ensure their sitting height
corresponds with a comfortable view of the
instrument panel and alignment of their viewpoint
through the HUD. The seat can also be raised during
landing for increased visibility over the nose, if
NUCLEAR CONSENT Switch
desired.
The switch is spring-loaded to the center “off”
position, and must be held up or down to adjust the
seat height.

NUCLEAR CONSENT Switch

This switch is not implemented.

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Ejection Seat Controls

Ejection Handle
The Ejection Handle is pulled to
initiate the ejection sequence in an
emergency where continued flight or
a safe landing is no longer possible
or is in doubt. Pulling the handle
jettisons the canopy, followed by
igniting a rocket motor mounted to
the seat, expelling the seat itself
along with the pilot to descend to the
surface under a parachute.
The ejection handle itself is not
implemented in DCS: F-16C. The Ejection Handle
ejection sequence can be initiated by
pressing [LCtrl]+[E].

Ejection Seat Arming Lever

The Ejection Seat Arming lever arms the Ejection Handle and
associated mechanisms for performing an ejection from the cockpit Ejection Seat Arming
Lever (Disarmed position)
in an emergency.
When the handle is placed in the upright position, the ejection seat
is disarmed, and the SEAT NOT ARMED caution light illuminates on
the Caution Light Panel.
When the handle is rotated aft and down so that it is flush with the
ejection seat surface, the ejection seat is armed and the SEAT NOT
ARMED caution light extinguishes.

Ejection Seat Arming

Lever (Armed position)

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Emergency Manual Chute Lever

The Emergency Manual Chute lever allows the pilot to
manually initiate seat separation and deployment of
his/her parachute following an ejection sequence. (N/I)
This may be necessary if the separation and deployment
EMERGENCY MANUAL
sequence does not initate automatically or malfunctions. CHUTE Lever

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HANDS-ON CONTROLS (HOTAS)

The Hands-On Controls, sometimes referred to as Hands on Throttle and Stick (HOTAS), allows the pilot to
interact with the fire control system and various weapons delivery functions without taking his or her hands off
the flight controls. Some of these switches are multipurpose and their function at any given time depends upon
the aircraft master mode, weapons delivery mode, and/or the selected Sensor-Of-Interest (SOI).

Side Stick Controller (SSC)

The primary function of the Side Stick Controller is to provide pitch and roll commands to maneuver the aircraft.
Pushing and pulling on the SSC affects aircraft pitch (moves the horizontal tails) and moving the SSC from side-
to-side affects roll (moves the wing trailing edge flaperons and horizontal tails; and to a lesser extent, the vertical
rudder).
The SSC has several buttons and multi-position switches that permit manipulation of the key systems.

Weapon Release Button Trim Switch (4-way)

Target Management Display Management

Switch (4-way) Switch (4-way)

Missile Step Button

Trigger (2-position)

Countermeasures
Management Switch (4-way)

Paddle Switch

Expand/FOV Button

Weapon Release Button. Press and hold to fire air-to-air missiles or release any air-to-ground munition.
Trigger. Squeezing to the first detent fires the laser designator for accurate ranging if a targeting pod is equipped
and in Air-to-Ground (A-G) mode. Squeezing the trigger to the second detent fires the gun if selected and armed.
Trim Switch. Positioning the button forward and aft trims the aircraft nose up (Trim switch aft) and nose down
(Trim switch forward). Positioning the button left and right trims the aircraft left wing down and right wing down
respectively.
Missile Step Button. This button has different functions depending on the state of the aircraft.
• Nose-wheel Steering. On the ground, momentarily pressing the button activates nose-wheel
steering via the rudder pedals. Pressing the button a second time disables nose-wheel steering.

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• AR Disconnect. When in flight and the AIR REFUEL switch is in the OPEN position, pressing the button
manually disconnects the refueling boom from the aircraft’s dorsal refueling receptacle.
• Missile Step. When in flight and in Air-to-Air, Missile Override or Dogfight modes, a short press (<0.5
sec) will select the next missile station of that type, and a long press (>0.5 sec) will cycle to the next
missile type. When in flight and in Air-to-Ground (A-G) mode, pressing the button normally cycles
between CCIP, DTOS and CCRP bombing modes. However, if in Air-to-Ground mode and an AGM-65
or AGM-88 SMS profile is selected, pressing this button selects the next missile station of that type.
MISSILE AIR-TO- AGM-65 AGM-88
AIR-TO-AIR DOGFIGHT
OVERRIDE GROUND PROFILE PROFILE
Cycles CCIP-
SHORT Missile Step Missile Step
DTOS-CCRP
LONG Missile Type (No Action)

Display Management Switch (DMS). The DMS is used to control Sensor-Of-Interest (SOI) selection. Short
press duration is <0.5 second; long press duration is >0.5 second.

HUD SOI HMCS SOI FCR SOI HSD SOI HAD SOI TGP SOI WPN SOI
Short (No Action) SOI to HUD
FWD
Long (No Action)

Short Next Left MFD Format

LEFT
Long (No Action)

Short Next Right MFD Format

RIGHT
Long (No Action)

Short SOI to MFD Swap SOI between MFDs

AFT
Long Enable/Disable HMCS

Target Management Switch (TMS). The TMS controls target designation and data management for the
selected Sensor-Of-Interest (SOI). Short press duration is <0.5 second; long press duration is >0.5 second. The
exception to the long press duration is TWS/RWS Swap, which requires a full 1 second press duration.

HUD SOI HMCS SOI FCR SOI HSD SOI HAD SOI TGP SOI WPN SOI
DTOS/VIS Designate / Point Track /
Short Designate Designate Designate Track
Designate ACM BORE MAV Handoff
FWD
RWS
Long SOI to HMCS
Spotlight
TV/FLIR/ MAV Polarity /
Short Interrogate All DED to SEAD
FLIR Polarity DED to HARM
LEFT
Interrogate
Long
Target
Target step / Area Track / HARM Target
Short Target Step
ACM HUD MAV Handoff Step
RIGHT
TWS/RWS
Long
Swap (1 sec)
Target Reject Target Reject Target Reject INR Track / Target Reject
Short Target Reject Drop
/ SOI to HUD / ACM VERT / DED to CNI Cursor Zero / Cage MAV
AFT
Long

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Countermeasures Management Switch (CMS). The CMS controls deployment of countermeasures and
operation of the ECM pod (if installed). (See Defensive Systems for more information.)

CMDS FUNCTION ECM FUNCTION

FWD Dispenses Manual Program 1-4 as selected by CMDS PRGM knob (No Action)

LEFT Dispenses Manual Program 6 (No Action)

RIGHT Disables dispense of Auto Program & interrupts current program in AUTO mode Disables ECM emission

AFT Dispenses Auto Program in SEMI mode / Enables Auto program dispense in AUTO mode Enables ECM emission

Expand/FOV Button. Pressing this button cycles through the available fields-of-view for the sensor or system
that is currently selected as SOI.
Paddle Switch. Pressing and holding this switch interrupts the autopilot authority to the flight controls, allowing
the pilot to manually maneuver the aircraft as necessary. When the switch is released, the autopilot authority will
regain control over the applicable flight control axes and new reference values will be established by any active
hold modes. This may be used to adjust the altitude of an orbit when using Altitude Hold or adjust the pitch
attitude in a climb when using Attitude Hold.

Throttle
The engine is controlled by a throttle mounted above the left console with detents at OFF, IDLE, MIL, and MAX
AB. The OFF position terminates engine ignition and fuel flow. The IDLE position commands minimum thrust and
is used for all ground starts and air starts. From IDLE to MIL, the throttle controls the output of the engine.
Forward of the MIL position, the throttle controls the operation of the afterburner.
The throttle has several multi-position switches and knobs that permit manipulation of the key systems. As with
the Side Stick Controller, the Hands-On Controls functions on the throttle vary in functionality depending on the
state and operational modes of the aircraft.

Throttle Cutoff Release UHF VHF Transmit Switch (4-way)

MAN RNG/UNCAGE Knob

(Rotate, Depress)

DOG FIGHT Switch

(3-position)

ANT ELEV Knob

(Rotate, Center Detent)
RDR CURSOR/ENABLE Switch
(Multi-directional, Depress)
SPD BRK Switch
(3-position, Aft-Momentary)

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UHF VHF Transmit Switch. The switch initiates UHF (aft) and VHF (forward) radio transmissions. Pressing
inboard or outboard using short presses (<0.5 sec) controls datalink filters on the FCR. Pressing inboard or
outboard with long presses (>0.5 sec) controls transmissions to flight/team members over the selected datalink.

DATALINK FUNCTION
Short Toggles Datalink Information on FCR
LEFT
Long (No Action)

Short Cycles Datalink Filter Type on FCR

RIGHT
Long Transmits selected steerpoint or HAD emitter as L16 markpoint to flight members

MAN RNG/UNCAGE Control. The Manual Range/Uncage knob has different functions depending on the master
mode and selected system. Rotating the knob controls manual zoom level for targeting pod video. Depressing
the control commands the AIM-9 or AGM-65 seeker to uncage, the TGP to enter/exit LSS mode, or declutters the
HUD when landing. When the aircraft is airborne with the landing gear down, depressing UNCAGE will remove
the Roll Indicator and ILS Bars from the HUD and re-position the Heading Scale to the top portion of the HUD.

NAV MODE AIM-9 PROFILE AGM-65 PROFILE TGP SOI

DEPRESS Declutters HUD Uncages AIM-9 Seeker Uncages AIM-65 Seeker Toggles Laser Spot Search

DOG FIGHT Switch. The Dogfight/Missile Override switch is a three-position switch that overrides any mode
except emergency jettison. Returning the switch to the center returns to the last selected Master Mode.
• Dogfight (outboard). This position will automatically select ACM radar mode, but the radar will go
to standby until commanded to transmit. The HUD will display symbology for 20mm gun engagement
along with the targeting reticles for AIM-9 or AIM-120, depending on which missile is selected. “DGFT”
is displayed in the HUD Master Mode Status.
• Missile Override (inboard). This position will automatically select RWS radar mode and display HUD
symbology for A-A missile delivery. Gun will be unavailable for selection. “MRM”, “SRM” or “HOB” will
be displayed in the HUD Master Mode Status, depending on which missile type is selected. If no air-to-
air missiles have been loaded, “MSL” is displayed in the HUD Master Mode Status.
ANT ELEV Knob. The Antenna Elevation knob is used to manually set the radar antenna elevation angle.
RDR CURSOR/ENABLE Control. Used for slewing the cursor on the FCR, HSD, and HAD pages; the cursor on
the WPN page when AGM-88 is selected in HAS mode; slewing the TGP sensor; or slewing the AGM-65 seeker.
When in A-A master mode, pressing and holding this control swaps the BORE/SLAVE option for the AIM-9 missiles
while the control is depressed. When in A-G master mode with AGM-65 missiles selected, pressing this control
will step through PRE/VIS/BORE mode options.

HUD / HMCS SOI FCR / HSD / HAD / WPN (HAS) SOI TGP SOI MAV SOI
SLEW Slews TD Box / Mark Cue Slews MFD Cursor Slews TGP Sensor Slews MAV Seeker

AIR-TO-AIR MISSILE OVERRIDE DOGFIGHT AGM-65 PROFILE

DEPRESS Swaps AIM-9 BORE/SLAVE (for duration of press) Cycles PRE-VIS-BORE

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SPD BRK Switch. The aft position extends the speedbrakes and the forward position retracts the speedbrakes,
with the switch spring-loaded out of the aft position back to center. Extension and retraction movement occurs
for as long as the SPD BRK switch is held in either position, allowing the speedbrakes to be stopped at any
intermediate position as desired.
The speedbrakes are limited to their full extension of 60° when the right main landing gear is not down and
locked. When the right main landing gear is down and locked, the speedbrakes are limited to 43° to prevent the
lower speedbrake surfaces from striking the ground upon landing. This limitation can be temporarily overridden
by holding the SPD BRK switch to the open (aft) position. When the nose landing gear compresses after landing,
the speedbrakes may once again be fully opened without needing to hold the SPD BRK switch aft.

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HEADS-UP DISPLAY (HUD)

The Heads-Up Display, or HUD, is one of the most important instruments and provides valuable information
regarding aircraft flight performance, navigation, targeting, and visual cues for weapons employment. All
information is displayed on a combining glass mounted in the forward field-of-view at eye level. The display
surface field of view is 25° in diameter and extends down to a line 10.5° below the field-of-view center, with the
symbology focused at infinity and superimposed upon the outside world along the flightpath of the aircraft.

1. Great Circle Steering Cue

11. Attitude Bars
2. Current G
12. Boresight Cross
3. Diamond Symbol
13. Flight Path Marker
4. Horizon Line

5. Velocity & Velocity Scale 14. Altitude & Altitude Scale

6. Master Arm Status 15. Radar Altitude

7. Mach Number 16. Altitude Low Setting

8. Maximum G 17. Slant Range

9. Master Mode Status 18. Time To Go

10. Ownship Bearing & 19. Distance to Steerpoint/

Distance from Bullseye Steerpoint Number
20. Roll Indicator 21. Heading Scale

Some elements of the HUD symbology are always present, others will be displayed or removed based on the
selected master mode, available sensor(s), or weapon profile; and some elements can be optionally displayed or
removed based on pilot preference. (See HUD Control Panel for more information.)

HUD Symbology Elements

1. Great Circle Steering Cue. Provides a lateral steering indication to the selected steerpoint. The steering
cue functions using the great circle method, in that the most direct route across a 3-dimensional sphere is
used to determine the course to the destination instead of a fixed heading across a 2-dimensional surface.
The line extending from the cue indicates the relative bearing of the selected steerpoint from the nose. If
the line is pointed to the 12 o’clock, the steerpoint is directly ahead. If the line is pointed to the 3 or 9
o’clock, the steerpoint is 90 to the right or left respectively. If the line is pointed to the 6 o’clock, the
steerpoint is behind the aircraft. (See Steerpoint Navigation for more information.)
2. Current G. Displays the current aircraft G-load value. The G value is displayed to the nearest tenth of a G,
and ranges from +9.9 to -9.9 G’s.

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3. Diamond Symbol. Displays the 3-dimensional position of the selected steerpoint, in both position and
altitude. When the Diamond Symbol is out of the HUD field-of-view an X is superimposed across the symbol.
(See Steerpoint Navigation for more information.)
4. Horizon Line. The Horizon Line is an element of the Attitude Bars that indicates 0° pitch, relative to the
Boresight Cross.
5. Velocity & Velocity Scale. Velocity is displayed in knots, between 60 to 900 knots CAS. When below 60
knots CAS, the HUD will display 0 knots. Each major tick mark on the Velocity Scale represents 50 knots and
is accompanied by a 2-digit label, and each minor tick mark represents 10 knots.
The Velocity can be set to calibrated airspeed (CAS), true airspeed (TAS), or ground speed (GND SPD) using
the Velocity Switch on the HUD Control Panel. A “C” is displayed to the right of the Velocity Scale when set
to calibrated airspeed, a “T” is displayed when set to true airspeed, and a “G” is displayed when set to
ground speed. The Velocity Scale will automatically revert to calibrated airspeed if in Dogfight mode or if
the landing gear are down.
6. Master Arm Status. Displays the position of the MASTER ARM Switch on the MISC panel.
• ARM. The MASTER ARM Switch is in the MASTER ARM position.
• (Blank). No text is displayed if the MASTER ARM Switch is in the OFF position.
• SIM. The MASTER ARM Switch is in the SIMULATE position.
7. Mach Number. Displays the current Mach number to the hundredths value.
8. Maximum G. Displays the maximum G-loading measured during the flight.
The Drift Cut-Out/Warning Reset switch on the ICP can be used to reset this value to 1.0 when placed
momentarily in the WARN RESET position.
9. Master Mode Status. Displays the current master mode or sub-mode.
• NAV. Navigation mode.
• AAM. Air-to-Air Missile mode with no missile type selected.
• MRM. Medium Range Missile type selected in Air-to-Air Missile/Missile Override mode.
• SRM. Short Range Missile type selected in Air-to-Air Missile/Missile Override mode.
• HOB. High-Angle Off-Boresight missile type selected in Air-to-Air Missile/Missile Override mode.
• EEGS. Enhanced Envelope Gun Sight, Air-to-Air Guns mode.
• MSL. Missile Override mode with no missile type selected.
• DGFT. Dogfight mode.
• CCIP. Continuously Computed Impact Point, Air-to-Ground sub-mode.
• CCRP. Continuously Computed Release Point, Air-to-Ground sub-mode.
• DTOS. Dive Toss, Air-to-Ground sub-mode.
• LADD. Low Altitude Drogue Delivery, Air-to-Ground sub-mode.
• MAN. Manual, Air-to-Ground sub-mode.
• STRF. Strafe, Air-to-Ground Gun mode.
• PRE. Pre-planned designation, Air-to-Ground sub-mode.

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• VIS. Visual designation, Air-to-Ground sub-mode.

• BORE. Boresight designation, Air-to-Ground sub-mode.
• HARM. HARM Missile designation, Air-to-Ground sub-mode.
• HTS. HARM Targeting System designation, Air-to-Ground sub-mode.
• JETT. Selective Jettison/Emergency Jettison mode.
10. Ownship Bearing & Distance from Bullseye. Displays the azimuth and distance as measured from the
Bullseye location to the aircraft.
The Ownship Bearing & Distance from Bullseye can be toggles using the BULL DED page.
11. Attitude Bars. A series of horizontal bars (including the Horizon Line) spaced at 5° intervals to indicate
aircraft pitch attitude, relative to the Boresight Cross. At pitch angles greater than 60, the attitude bar
intervals are spaced at 10 intervals. Positive pitch angles are indicated by a solid attitude bar, and negative
pitch angles are indicated by a dashed bar. Each bar includes a small line along the outside pointing toward
the Horizon Line.
The Attitude Bars are caged to the Flight Path Marker in azimuth, which may occur in high crosswinds or
lateral drift. The Drift Cut-Out/Warning Reset switch on the ICP can be used to cage the Attitude Bars and
FPM to the center of the HUD when set to the DRIFT C/O position.
12. Boresight Cross. The Boresight Cross is displayed in all master modes and represents the fuselage
reference line.
13. Flight Path Marker. The Flight Path Marker (FPM) consists of a circle with three lines extending outward
from the circumference at the 12, 3, and 9 o’clock positions. The FPM indicates the aircraft inertial velocity
vector.
When the FPM is out of the HUD field-of-view, which may occur in high crosswinds, lateral drift or high
angles-of-attack, an X is superimposed across the symbol. The Drift Cut-Out/Warning Reset switch on the
ICP can be used to cage the Attitude Bars and FPM to the center of the HUD when set to the DRIFT C/O
position.
When in Air-to-Ground mode, the FPM will flash when a weapon is released.
14. Altitude & Altitude Scale. The Altitude & Altitude Scale is in feet, to the nearest 10 feet. Each major tick
mark on the Altitude Scale represents 500 feet and is accompanied by a 2-digit label, and each minor tick
mark represents 100 feet.
15. Radar Altitude. The Radar Altitude is displayed within a box marked by an “R”, to the nearest 10 feet. If
the radar altimeter is set to standby or is otherwise not transmitting, the display will be blank.
16. Altitude Low Setting. Displays the current CARA ALOW setting in feet. When the radar altimeter indicates
an altitude less than this setting, this data field will flash and will be accompanied by an
“ALTITUDE…ALTITUDE” voice message alert.
17. Slant Range. The Slant Range is the direct, straight-line distance from the aircraft to the current target or
SPI location. For range values greater than 1.0 NM, the range is displayed as a four-digit value to the nearest
tenth of a nautical mile (i.e., 15.2 NM is displayed as “015.2”). For range values less than 1.0 NM, the range
value is displayed as a three-digit value to the nearest hundred feet (i.e., 5500 feet is displayed as “055”).
The letter on the left of the display indicates the method the range is determined.
• B. The slant range is determined based on the barometric altitude and steerpoint elevation.
• R. The slant range is determined based on the radar altimeter.

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• F. The slant range is determined based on ranging data from the FCR.
• M. A Manual range is being used in an air-to-air mode or in air-to-ground CCIP mode.
18. Time to Go. Displays the time that is estimated to elapse before arriving at the selected steerpoint, based
on the current ground speed. (See Steerpoint Navigation for more information.)
19. Distance to Steerpoint/Steerpoint Number. The distance to the selected steerpoint is displayed to the
left of the chevron in 1 nautical mile increments. The selected steerpoint number is displayed to the right of
the chevron. (See Steerpoint Navigation for more information.)
20. Roll Indicator. The Roll Indicator consists of increment marks at 0°, 10°, 20°, 30° and 45° bank angles.
As the aircraft rolls in either direction, the caret symbol will rotate along the indicator arc to indicate the
current bank angle.
21. Heading Scale. The Heading Scale indicates the magnetic heading of the aircraft. A fixed lubber line along
the top of the scale and a digital readout below the scale displays the magnetic heading. Each major tick
mark on the tape represents 10° of magnetic heading and is accompanied by a 2-digit label, and each minor
tick mark represents 5° of magnetic heading.
When the Velocity Scale is set to ground speed, a triangle symbol is presented along the Heading Scale
indicating the aircraft’s course track across the ground.
22. Bank Angle Indicator. The Bank Angle Indicator consists of increment marks at 15°, 30°,
45°, and 60° bank angles. The increment marks are caged to the Flight Path Marker and
the FPM wings are used as indicators of the bank angle.
The Bank Angle Indicator is displayed in place of the Roll Indicator and is only displayed in
NAV master mode and when the Scales Switch is in the VV/VAH position on the HUD Control Panel.
23. Vertical Velocity Scale. The Vertical Velocity Scale is displayed to the left of the Altitude
Scale when in NAV master mode. Each major tick mark on the Vertical Velocity Scale
represents 1000 feet per minute, and each minor tick mark represents 500 feet per minute.
The Vertical Velocity Scale is only displayed in NAV master mode and when the Scales Switch
is in the VV/VAH position on the HUD Control Panel.
24. Manual Bombing Reticle. The Manual Bombing Reticle is displayed using the
Primary or Secondary reticle patterns. Using the RET DEPR knob on the ICP,
the reticle can be positioned vertically from 0 to -260 mils with respect to the
Boresight Cross, and it is fixed horizontally on the HUD center line and not wind-
corrected.
• Primary Reticle. The primary reticle consists of a 2-milliradian dot
surrounded by a dashed 50-milliradian inner circle and a solid 100-
milliradian dotted outer circle. Reticle Depression Setting

• Secondary Reticle. The secondary reticle consists of a 2-milliradian dot

surrounded by dotted 50-milliradian inner circle and a dotted 100-
milliradian outer circle. Four 6-milliradian tick marks are positioned along
the outer circle marking the 12, 3, 6, and 9 o’clock locations.
• Manual Reticle Depression Setting. Indicates the current reticle
depression setting of the Manual Bombing Reticle, as set by the RET DEPR
knob on the ICP.
Additional HUD symbology elements associated with the various sensors and weapons are described in the
applicable chapters of this manual.

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HUD Control Panel

The HUD Control Panel provides the pilot with the ability
to tailor which HUD symbology elements are displayed at
any given time to suit the current mission, situation, or
personal preference.
In Navigation master mode, with no targets being tracked
by the FCR, the HUD can be de-cluttered as shown in the
image to the right.

2. Flightpath 3. DED/PFLD 4. Depressible

1. Scales Switch Marker Switch Switch Reticle Switch

Roll Indicator

5. Velocity Switch 6. Altitude Switch 7. Brightness 8. Test Switch

Control Switch

1. Scales Switch. Enables/disables the display of

analog scales for primary flight data. Bank Angle Indicator Vertical Velocity Scale

• VV/VAH. Vertical Velocity, Velocity, Altitude,

Velocity Scale Altitude Scale
and Heading scales are displayed. If the Flight
Path Marker (FPM) is displayed, the Roll
Indicator is removed and the Bank Angle
Indicator is placed around the FPM.
• VAH. Velocity, Altitude and Heading scales are
displayed. The Vertical Velocity scale is removed.
• OFF. Removes all scales, leaving only the digital
readouts for velocity, altitude, and heading.
Heading Scale

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2. Flightpath Marker Switch. Enables/disables the

display of attitude and flight path information.
• ATT/FPM. Displays the Attitude Bars (horizon Steering Cue
line and pitch ladder), the Flight Path Marker
(FPM), and the Steering Cue Attitude Bars

• FPM. Displays the Flight Path Marker and

Steering Cue. The Attitude Bars are removed.
Flight Path Marker
• OFF. The Attitude Bars, Flight Path Marker, and
Steering Cue are removed.

3. DED/PFLD Switch. Enables/disables the display of

PFLD or DED information in the lower portion of the
HUD.
• DED DATA. Removes the Roll Indicator and
displays a data repeater of the DED.
• PFL. Removes the Roll Indicator and displays a
data repeater of the Pilot Fault List Display
(PFLD).
• OFF. Displays the Roll Indicator.

DED Data

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4. Depressible Reticle Switch. Controls the display of

the Manual Bombing Reticles and Manual Reticle
Primary Reticle
Depression Setting.
• STBY. Displays the Standby Reticle and Manual
Reticle Depression Setting. Removes all other
HUD elements.
• PRI. Displays the Primary Reticle and Manual
Reticle Depression Setting. All HUD symbology
elements are retained.
• OFF. Removes the Primary/Standby Reticle and
the Manual Reticle Depression Setting.
Manual Reticle
Depression Setting

5. Velocity Switch. Controls the velocity scale

displayed in the HUD. The velocity selection indicator
is only displayed when the Scales switch is in the
Velocity Selection Indicator
VV/VAH or VAH positions.
• CAS. Displays calibrated airspeed, indicated by
a “C” next to the Velocity Scale. The HUD will
automatically revert to CAS if in Dogfight mode
or if the landing gear are down.
• TAS. Displays true airspeed, indicated by a “T”
next to the Velocity Scale.
• GS. Displays ground speed, indicated by a “G”
next to the Velocity Scale. A triangle symbol will
be displayed on the Heading Scale, if shown, to
indicate the current ground track of the aircraft.

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6. Altitude Switch. (N/I)

7. Brightness Control Switch. Controls HUD brightness intensity automatically or manually.
• DAY. HUD brightness is manually selected to day intensity level.
• AUTO BRT. HUD brightness is automatically adjusted based on ambient light levels. (N/I)
• NIGHT. HUD brightness is manually selected to night intensity level.
8. Test Switch. (N/I)

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UPFRONT CONTROLS (UFC)

The Upfront Controls (UFC) include the Integrated Control Panel (ICP) and the Data Entry Display (DED). These
components provide a method of quick access for navigation control, communications, fire control system modes,
and data entry throughout the mission. The most commonly used functions are available on the ICP itself; but
less frequently used functions, such as power and audio volume, are located on console panels.
Data accessed through the ICP is displayed on the DED.

Integrated Control Panel (ICP)

Data Entry Display (DED)

The Upfront Controls are available when the C & I knob is set
to the UFC position on the IFF control panel. During normal
operations, the Upfront Controls are used for various data
entry and system management functions of communications,
navigation, and IFF. In the event there is a failure with the
Upfront Controls, the C & I knob can be set to the BACK UP
position, which allows control of the UHF radio and IFF through
the use of the UHF Backup panel and the IFF control panel.
Note that even when the C & I knob is set to the UFC position,
the MASTER knob on the IFF control panel is still used to
enable/disable operation of the APX-113 Advanced IFF
transponder/interrogator system.

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Integrated Control Panel (ICP)

The Integrated Control Panel fills the top center portion of the instrument panel and is one of the core components
for interfacing with the communications, navigation, and IFF systems (also called CNI) of the F-16C. In addition
to the CNI-related functions, the ICP provides master mode selection, controls for manipulating and entering data
into the DED, and HUD symbology brightness control.
1. Override Buttons 2. Master Mode Buttons

10. RCL Button

3. SYM Knob
11. ENTR Button

12. RET DEPR Knob

4. Priority Function/
Data Entry Buttons
13. TFR/FLIR Controls
(No function)

5. BRT Knob
(No function)

14. CONT Knob

(No function)
6. DED Increment/
Decrement Rocker

7. DED Data Control 8. DRIFT C/O & 9. M-SEL Button

Switch (DCS) WARN RESET Switch

1. Override Buttons. Four override buttons provide quick selection and control of high priority systems. These
override the current DED page to show the page that corresponds to the pressed button. Pressing the button
a second time returns to the previous page.
• COM 1. Selects the UHF DED page.
• COM 2. Selects the VHF DED page.
• IFF. Selects the IFF DED page.
• LIST. Selects the List DED page. The List page displays less frequently used DED pages.
2. Master Mode Buttons. Pressing these buttons selects the Air-to-Air or Air-to-Ground master mode. This
configures the aircraft systems and displays for the selected attack mode in one easy step. Pressing the
same button a second time returns to the previous mode.
3. SYM Knob. Rotating this knob up/down will increase/decrease the HUD symbology brightness.
4. Priority Function/Data Entry Buttons. Pressing one of the nine labeled buttons on the ICP keypad
selects the associated DED page for that frequently used function. The buttons are also used to enter data
into the DED as necessary.
5. BRT Knob. The HUD raster intensity knob is not used in the Block 50 F-16.
6. DED Increment/Decrement Rocker. This switch increases or decreases values for the field selected on
the current DED page. Values that can be increased or decreased are identified by an up and down arrow
next to them on the display. The DCS is used to cycle between available fields.

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 [F-16C Viper] DCS

7. Data Control Switch (DCS). This switch is used to move the asterisks or the increment/decrement symbol
on the various DED pages, sequence through different data fields, and return to the CNI page from other
DED pages. It’s specific functionality for each DED page is described in each respective DED page section.
8. DRIFT C/O) & WARN RESET Switch.
• DRIFT C/O. Setting the switch to this position will horizontally cage the Flight Path Marker to the
center of the HUD and the Attitude Bars to the Boresight Cross. This may be used if the FPM and
Attitude Bars drift out of view from crosswinds or sideslip, or if a failure or degradation has occurred
in the INS and it is operating in Attitude mode.
• NORM. Spring-loaded to this position from WARN RESET. Allows the FPM and Attitude Bars to drift
left or right with the aircraft’s true flight path.
• WARN RESET. Resets warnings presented on the HUD and their associated voice messages. Resets
the HUD Maximum G indicator to 1.0.
9. Mode Select (M-SEL) Button. This button is used on some DED pages to cycle through available modes.
The button is also used to enter data into the DED as necessary.
10. Recall (RCL) Button. Press this button once to erase the last digit of new data that was entered, (i.e., like
a Backspace key). Press it a second time to reject the new data entered and restore the original data.
11. Enter (ENTR) Button. Press this button to accept and enter new data into the highlighted data field.
12. Reticle Depression (RET DEPR) Control. This knob raises and lowers the depressible reticle when it is
displayed on the HUD during MAN bombing mode. Values from 0 to 260 milliradians can be set.
13. TFR/FLIR Controls. The TFR WX button, FLIR Increment/Decrement rocker, and FLIR GAIN/LVL/AUTO
switch are not used in the Block 50 F-16.
14. CONT Knob. The HUD raster contrast knob is not used in the Block 50 F-16.

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Data Entry Display (DED)

The Data Entry Display is an LED-display that allows the pilot to view and edit a variety of system settings and
data within the F-16C. Each of the DED page labels in the figure below and on the following page can be left-
clicked to immediately move to the corresponding manual section describing the function of that page.
The CNI page can be considered the “home” page, in that it is commonly displayed during a mission when the
DED is not in active use, and most DED pages can only be accessed by first returning to the CNI page. Any time
the Data Control Switch (DCS), also called the “Dobber” switch, is moved to the RTN position, the DED is returned
to the CNI page, and any data that was entered on the previous DED page but not accepted will be erased. The
ICP Priority Function buttons can call up their respective pages when the CNI is displayed on the DED.
Any time the UHF, VHF, IFF or LIST pages are called up using their respective Override buttons along the top of
the ICP, pressing the button a second time will return the DED to the previous state.

COM 1 UHF COM 2 VHF IFF IFF LIST LIST

RTN CNI

1 T-ILS 2 ALOW

4 STPT 5 CRUS 6 TIME

7 MARK 8 FIX 9 A-CAL

Data Entry Display – Priority Functions

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 [F-16C Viper] DCS

Less frequently used DED pages can be accessed by pressing the LIST Override button, and then use the ICP
keypad to select the corresponding page displayed on the DED page. An additional list of miscellaneous DED
pages can be accessed through the LIST page by pressing the 0/M-SEL button on the ICP keypad.

LIST LIST

1 DEST 2 BNGO 3 VIP R INTG

4 NAV 5 MAN 6 INS E DLNK

7 CMDS 8 MODE 9 VRP 0 MISC

1 CORR 2 MAGV 3 OFP R HMCS

4 INSM 5 LASR 6 GPS E HTS

7 DRNG 8 BULL 0 HARM

Data Entry Display – Secondary and Miscellaneous Functions

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CNI Page
The CNI (Communications, Navigation, IFF) page displays the current radio frequencies or channels the UHF and
VHF radios are tuned to, the current navigation steerpoint, TACAN data, wind data, time, and IFF status. The
CNI page is displayed at power-up and can be accessed from any DED page by pressing the “Dobber” switch to
the RTN (Return) position.
8. Increment/Decrement Symbol

1. Active UHF Channel/Frequency 9. Selected Steerpoint

2. UHF Radio Status 10. Wind Direction/Speed

3. Active VHF Channel/Frequency 11. System Time

4. VHF Radio Status 12. Hack Time

5. Enabled IFF/Transponder Modes 13. TACAN Channel/Band

6. Mode 3 Transponder Code 7. IFF Status

*Cycle to next steerpoint Moves Increment/Decrement

Access Priority Function DED pages **Cycle to next radio channel Symbol to the previous data field

Toggle display of
No function
Wind Direction/Speed

Operate *Cycle to previous steerpoint Move Increment/Decrement

**Cycle to previous radio channel Symbol to the next data field

* Cycles to next/previous steerpoint when the Increment/Decrement Symbol is set to the Selected Steerpoint
data field.
** Cycles to next/previous UHF or VHF preset radio channel when the Increment/Decrement Symbol is set to
the corresponding radio data field and that radio is already set to a preset channel.
1. Active UHF Channel/Frequency. Displays the preset radio channel or the manual radio frequency to
which the ARC-164 UHF radio is currently tuned.
2. UHF Radio Status. Displays the operating mode of the ARC-164 UHF radio.
• (Nothing Displayed). Radio is powered on and controlled via the Upfront Controls (UFC).
• GRD. Radio is powered on and tuned to the UHF GUARD frequency 243.0.
• BUP. Radio is powered on and controlled via the UHF Backup control panel.
• OFF. Radio is powered off.
3. Active VHF Channel/Frequency. Displays the preset radio channel or the manual radio frequency to
which the ARC-222 VHF radio is currently tuned.
4. VHF Radio Status. Displays the operating mode of the ARC-222 VHF radio.
• (Nothing Displayed). Radio is powered on and controlled via the Upfront Controls (UFC).
• GRD. Radio is powered on and tuned to the VHF GUARD frequency 121.5.
• BUP. Radio is powered on but cannot be controlled in BACK UP mode.

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 [F-16C Viper] DCS

• OFF. Radio is powered off.

5. Enabled IFF/Transponder Modes. (N/I)
6. Mode 3 Transponder Code. (N/I)
7. IFF Status. Displays the operating mode of the APX-113 Advanced IFF system.
• (Nothing Displayed). IFF is controlled via the Upfront Controls (UFC) via the IFF DED page.
• BUP. IFF is controlled via the IFF control panel.
8. Increment/Decrement Symbol. Indicates which data field the Increment/Decrement rocker will modify.
9. Selected Steerpoint. Displays the currently selected navigational steerpoint.
10. Wind Direction/Speed. Displays the current magnetic wind direction and speed as calculated by the
CADC. When the winds cannot be determined by the CADC, DFLT will be displayed to the left of the wind
direction, indicating default values are currently displayed in the data field.
11. System Time. Displays the internal system time in a 24-hour time format based on Zulu time (UTC). System
time is automatically entered into the avionics system based on GPS data. No manual entering of time is
required.
12. Hack Time. Displays the current Hack time as set on the TIME DED page.
13. TACAN Channel/Band. Displays information regarding the TACAN receiver.
• TACAN is powered and set to REC or T/R mode. Tuned channel and band (X/Y) are displayed.
• TACAN is powered and set to A/A T/R mode. Distance measurement to the paired TACAN
station is displayed between 00.1 and 99.9 NM.
• TACAN is powered and set to A/A T/R mode. No distance measurement available.
(See TACAN Navigation for more information.)

UHF & VHF Pages

The UHF and VHF DED pages are accessed by pressing the COM 1 or COM 2 override buttons (respectively) on
the ICP, regardless of the currently displayed DED page. Pressing the same button a second time will return the
DED to the previous page. (See Radio Communications for more information.)

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IFF Page
The Identification-Friend-or-Foe DED page is accessed by pressing the IFF override button on the ICP, regardless
of the currently displayed DED page. Pressing the IFF button a second time will return the DED to the previous
page.

This page is not implemented.

LIST Page
The List DED page is accessed by pressing the LIST override button on the ICP, regardless of the currently
displayed DED page. Pressing the LIST button a second time will return the DED to the previous page. The LIST
page displays a list of secondary DED pages that may be accessed. The ICP keypad is used to select a page from
the list.

An additional list of miscellaneous DED pages may be accessed by pressing the 0/M-SEL button on the ICP keypad
while the LIST page is displayed.

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 [F-16C Viper] DCS

Priority Function DED Pages

When the CNI page is displayed on the DED, the buttons on the keypad are used to access eight frequently used
DED pages. Each button is labeled with the corresponding DED page that will be accessed when the button is
pressed.

RTN CNI

1 T-ILS 2 ALOW

4 STPT 5 CRUS 6 TIME

7 MARK 8 FIX 9 A-CAL

Data Entry Display – Priority Functions

The following Priority Function DED pages are detailed in the applicable sections:
• T-ILS – TACAN Navigation & Instrument Landing System (ILS)
• FIX – Navigation Fixes and Updates
• A-CAL – Navigation Fixes and Updates
The remaining Priority Function DED pages are detailed below.

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ALOW Page
The Altitude Low DED page is accessed by pressing the 2/ALOW button on the ICP keypad when the CNI page
is displayed on the DED. Two low altitude warnings can be set; one that is triggered by the Combined Altitude
Radar Altimeter (CARA) and the other that is triggered by the barometric altimeter.

3. Selected Steerpoint

1. CARA ALOW
4. DED Asterisks

2. MSL FLOOR

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED
Accept No function
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. CARA ALOW. Displays the altitude at which the Combined Altitude Radar
Altimeter will trigger a low altitude warning. May be modified by placing the Altitude Low Setting
DED asterisks over the data field and entering a different value using the
ICP keypad and then pressing ENTR.
When the radar altimeter indicates the aircraft is below this altitude, the
Altitude Low Setting will flash in the HUD and an accompanying
“ALTITUDE…ALTITUDE” voice message will be heard.
Note that this setting is based on the altitude above ground level (AGL) and
requires the radar altimeter to be powered on and transmitting for this
warning to function. If the landing gear is down, the voice message is inhibited.
2. MSL FLOOR. Displays the altitude at which the altimeter will trigger a low altitude warning. May be modified
by placing the DED asterisks over the data field and entering a different value using the ICP keypad and
then pressing ENTR.
When the barometric altimeter indicates the aircraft is below this altitude, an “ALTITUDE…ALTITUDE” voice
message will be heard.
Note that this setting is based on the altitude above mean sea level (MSL). If the landing gear is down, the
voice message is inhibited.
3. Selected Steerpoint. Displays the selected steerpoint. The ICP Increment/Decrement rocker may be used
to cycle to a different steerpoint.
4. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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STPT Page
The Steerpoint DED page is accessed by pressing the 4/STPT button on the ICP keypad when the CNI page is
displayed on the DED. This page displays the position and elevation of the currently selected steerpoint, along
with the desired Time-Over-Steerpoint (TOS), all of which can be modified from this page.
1. Selected Steerpoint

2. Steerpoint Latitude 6. Steerpoint Sequencing

3. Steerpoint Longitude
7. DED Asterisks

4. Steerpoint Elevation

5. Desired Time-Over-Steerpoint

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject
Toggle display
Return DED between MGRS
Accept
to CNI page and Lat/Long
(21-25 only)

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Selected Steerpoint. Displays the selected steerpoint. The ICP Increment/Decrement rocker may be used
to cycle to a different steerpoint. The selected steerpoint can also be changed by placing the DED asterisks
over the data field and entering the steerpoint number using the ICP keypad and then pressing ENTR.
2. Steerpoint Latitude. Displays the latitude (in DD° MM.MMM’ format) of the selected steerpoint. May be
modified using the ICP keypad.
3. Steerpoint Longitude. Displays the longitude (in DDD° MM.MMM’ format) of the selected steerpoint. May
be modified using the ICP keypad.
4. Steerpoint Elevation. Displays the elevation (in feet) of the selected steerpoint. May be modified using
the ICP keypad.
5. Desired Time-Over-Steerpoint. Displays the desired Time-Over-Steerpoint (TOS) of the selected
steerpoint. May be modified using the ICP keypad.
6. Automatic Steerpoint Sequencing. Automatically selects the next steerpoint in sequence when the
aircraft is within 2 nautical miles of the selected steerpoint and range is decreasing. The steerpoints will only
be automatically sequenced through steerpoints 1-20. When set to MAN, the steerpoints must be manually
sequenced by the pilot.
To toggle between Automatic and Manual steerpoint sequencing, use the DCS Up/Down positions to place
the DED Asterisks over AUTO/MAN data field and press the 0/M-SEL button on the ICP.
7. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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STPT Page – Modify the latitude of the selected steerpoint

1. Use the DCS Up/Down positions to place the DED Asterisks over the LAT data field.
2. Press 2 on the ICP keypad to enter N (North).
or
2. Press 8 on the ICP keypad to enter S (South).
3. Use the ICP keypad to enter the Latitude. DD° MM.MMM’ format is the only format that is accepted, which
are entered as DDMMMMM in a continuous string of 7 characters without decimals.
4. Press ENTR to accept the new Latitude coordinates into the data field or press RCL twice to reject it.

STPT Page – Modify the longitude of the selected steerpoint

1. Use the DCS Up/Down positions to place the DED Asterisks over the LNG data field.
2. Press 6 on the ICP keypad to enter E (East).
or
2. Press 4 on the ICP keypad to enter W (West).
3. Use the ICP keypad to enter the Longitude. DDD° MM.MMM’ format is the only format that is accepted,
which are entered as DDDMMMMM in a continuous string of 8 characters without decimals.
4. Press ENTR to accept the new Longitude coordinates or press RCL twice to reject it.

STPT Page – Modify the elevation of the selected steerpoint

1. Use the DCS Up/Down positions to place the DED Asterisks over the ELEV data field.
2. Use the ICP keypad to enter the elevation in feet, and
3. Press ENTR to accept the new elevation data or press RCL twice to reject it.

STPT Page – Modify the desired Time-Over-Steerpoint (TOS) of the selected steerpoint
1. Use the DCS Up/Down positions to place the DED Asterisks over the TOS data field.
2. Use the ICP keypad to enter the desired Time-Over-Steerpoint. A 24-hour time format of HH:MM:SS is the
only format that is accepted, which is entered as HHMMSS in a continuous string of six characters.
3. Press ENTR to accept the new TOS data or press RCL twice to reject it.

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STPT Page (MGRS to Lat/Long Conversion)

MGRS (Military Grid Reference System) is a UTM-derived coordinate system used as an alternative to
Latitude/Longitude and is the primary coordinate system used by many military ground forces. While the majority
of the F-16C steerpoints are displayed in Lat/Long degrees/minutes/decimal format, steerpoints 21-25 can also
be displayed in MGRS format. Additionally, these steerpoints can be entered using MGRS coordinates, and then
converted to Lat/Long format.
Steerpoints 26-30 are reserved as markpoints but can be used to display MGRS coordinates as well. These
steerpoints can only be entered or modified using the Lat/Long coordinate format, and cannot be converted from
MGRS. However, they will display the equivalent MGRS coordinate formats on the MARK DED page for reference.
(See MARK DED Page for more information.)

STPT Page – Toggle between Lat/Long and MGRS

All steerpoints must be in Lat/Long (degrees/minutes/decimal) format to be stored within the navigation
database. If the steerpoint already contains Lat/Long coordinates, the STPT page can be toggled to display the
equivalent MGRS location by pressing the DCS (“Dobber” switch) to the SEQ position. After a 3-second delay, the
MGRS coordinates will be shown.

STPT Page – Lat/Long format (Left) and MGRS format (Right)

(right)
The DED will display the MGRS Grid, Square, and Easting/Northing values, as well as the steerpoint elevation.
If a steerpoint is to be entered using MGRS, the STPT page must first be toggled to MGRS format using the DCS
SEQ position, the MGRS coordinates entered, and then a conversion must be manually commanded by selecting
the CNVRT data field and pressing ENTR. If CNVRT is not commanded before the STPT page is toggled back to
Lat/Long format, the conversion will not occur, the MGRS coordinates that were entered will not be stored for
that steerpoint, and the Lat/Long coordinates will not correctly correspond with the MGRS location.
The Time-Over-Steerpoint (TOS) and elevation (ELEV) data fields are not required to contain valid data for the
conversion to occur. However, elevation can be entered on either format of the STPT page.
The following page illustrates the entire process for entering a location via MGRS into steerpoints 21-25.

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STPT Page – Convert MGRS to Lat/Long

To enter a steerpoint using MGRS, a steerpoint must be selected within the range of 21-25.
1. Use the DCS SEQ position to toggle the STPT page
Empty steerpoint
to MGRS format.
2. Use the DCS Up/Down positions to place the DED
Asterisks over the GRID data field.
3. Use the ICP keypad to enter the two numerical
digits of the Grid, and press ENTR to accept the
data or RCL to reject it.
4. Use the Increment/Decrement rocker to GRID entry

change the final Grid character to the correct letter,

and press ENTR to accept the data.
5. Use the DCS Up/Down positions to place the DED
Asterisks over the SQUARE data field, and press
ENTR to enable editing of the data field.
6. Use the Increment/Decrement rocker to
SQUARE entry
change the first Square character to the correct
letter, and press ENTR to accept the data or RCL
to reject it.
7. Use the Increment/Decrement rocker to
change the second Square character to the correct
letter, and press ENTR to accept the data or RCL
to reject it.
EAST/NORTH entry
8. Use the DCS Up/Down positions to place the DED
Asterisks over the EAST/NORTH data field.
9. Use the ICP keypad to enter the Easting/Northing
in a continuous string of ten characters, and press
ENTR to accept the data or RCL to reject it.
10. Use the DCS Up/Down positions to place the DED
Asterisks over the ELEV data field. CNVRT selection

NOTE: Elevation data is not required for the

conversion process to successfully complete, and
can be entered separately or not at all.
11. Use the ICP keypad to enter the elevation in feet,
and press ENTR to accept the data or press RCL
to reject it.
12. Use the DCS Up/Down positions to place the DED
Asterisks over the CNVRT data field, and press
ENTR to initiate the conversion to Lat/Long
coordinates. When the conversion is complete, the
DED Asterisks will automatically be placed around
Conversion complete
the steerpoint data field. At this point, the STPT
page can be sequenced back to Lat/Long format.

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CRUS TOS Page

The Cruise DED page is accessed by pressing the 5/CRUS button on the ICP keypad when the CNI page is
displayed on the DED. There are four CRUS modes that can be displayed, each with their own page on the DED.
If any of the CRUS modes are enabled, the DED will open to the CRUS page for that mode first. Only one CRUS
mode can be enabled at any given time.
The first CRUS DED page is the CRUS Time-Over-Steerpoint page, which displays the desired Time-Over-
Steerpoint (TOS) of the selected steerpoint, and the current Time-Over-Steerpoint (ETA) based on the current
ground speed, and what ground speed is required in order to arrive at the steerpoint at the desired TOS.
1. TOS Mode Select

2. System Time 6. Selected Steerpoint

3. Desired Time-Over-Steerpoint 7. DED Asterisks

4. Estimated Time-of-Arrival

5. Required Ground Speed

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject
Return DED Cycle DED to
Accept next CRUS page
to CNI page

Enable

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. TOS Mode Select. Displayed in highlighted

text when enabled using the 0/M-SEL button.
When enabled, the CRUS Time-Over-Steerpoint Speed Caret
mode displays an airspeed caret on the HUD
Velocity Scale (if shown) that corresponds with
the calculated speed required to arrive at the
selected steerpoint’s desired TOS, if flown
Estimated Time-of-Arrival
directly toward the steerpoint. The HUD Time
to Steerpoint data field will be replaced with the
Estimated Time-of-Arrival (ETA) to that
steerpoint at the current ground speed. If the TOS Mode Select
landing gear is down, the speed caret is
removed from the HUD.
2. System Time. Displays the aircraft internal
system time in a 24-hour time format.
3. Desired Time-Over-Steerpoint. Displays the desired time to arrive over the selected steerpoint, in a 24-
hour time format. This can be used to synchronize tactical actions with other forces on or over the battlefield.
4. Estimated Time-of-Arrival. Displays the time that the aircraft will arrive over the selected steerpoint at
the current ground speed if flown directly toward the steerpoint, in a 24-hour time format.

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5. Required Ground Speed. Displays the ground speed that is required to be flown in order to arrive over
the selected steerpoint at the desired TOS, if flown directly toward the steerpoint.
6. Selected Steerpoint. Displays the currently selected navigational steerpoint.
7. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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CRUS RNG Page

The second CRUS DED page is the CRUS Range page, which displays the estimated remaining fuel onboard when
the aircraft arrives at the selected steerpoint, and displays a maximum range speed caret on the HUD.
1. RNG Mode Select

2. Selected Steerpoint

5. DED Asterisks
3. Fuel Remaining at Steerpoint

4. Wind Direction & Speed

Cycle to next steerpoint No function

Return DED Cycle DED to

to CNI page next CRUS page

Enable

Operate Cycle to previous steerpoint No function

1. RNG Mode Select. Displayed in highlighted

text when enabled using the 0/M-SEL button.
When enabled, the CRUS Range mode displays
Speed Caret
an airspeed caret on the HUD Velocity Scale (if
shown) that corresponds with the speed that
will result in the maximum range based on the
current altitude and wind data. If the landing
gear is down, the speed caret is removed from
the HUD.
2. Selected Steerpoint. Displays the currently RNG Mode Select
selected navigational steerpoint.
3. Fuel at Steerpoint. Displays the estimated
remaining fuel onboard when the aircraft
arrives at the selected steerpoint based on the
current ground speed, range to the selected
steerpoint, current fuel consumption, winds, and altitude. If the landing gear is down, this data field will
remain at the last calculated value.
4. Wind Direction/Speed. Displays the current magnetic wind direction and speed as calculated by the
CADC. If the landing gear is down, this data field will remain at the last calculated value.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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CRUS HOME Page

The third CRUS DED page is the CRUS Home page, which displays the estimated remaining fuel onboard when
the aircraft arrives at the home steerpoint, the optimum cruising altitude, and displays optimum speed and
altitude carets on the HUD.
1. HOME Mode Select

2. Home Point

3. Fuel at Home Point 6. DED Asterisks

4. Optimum Cruise Altitude

5. Wind Direction/Speed

Cycle home point to

next steerpoint No function

Return DED Cycle DED to

to CNI page next CRUS page

Enable

Operate Cycle home point to No function

previous steerpoint

1. HOME Mode Select. Displayed in highlighted

text when enabled using the 0/M-SEL button.
When enabled, the CRUS Home mode displays Speed Caret
airspeed and altitude carets on the HUD
Altitude Caret
Velocity and Altitude Scales (if shown) that
corresponds with the speed and altitude profile
that will return to the Home point using the
minimum amount of fuel. If the landing gear is
down, the speed and altitude carets are
removed from the HUD.
HOME Mode Select
The profile includes a minimum fuel climb at
military power or an descent at idle power to
Fuel at Home Point
the optimum altitude, a cruise climb in which
the altitude increases as fuel is burned, and a
final descent at idle power to a point 5,000 feet
over the Home Point.
2. Home Point. Displays the steerpoint to which optimum flight profile calculations are being performed.
When CRUS Home mode is enabled, the Home point becomes the selected steerpoint.
3. Fuel at Home point. Displays estimated fuel remaining onboard upon arrival at the steerpoint set as the
Home point, if flown directly toward the steerpoint at optimum Mach number and altitude. If the landing
gear is down, this data field will remain at the last calculated value.
This value is also displayed on the HUD below the Master Mode, in hundreds of pounds.
4. Optimum Cruise Altitude. Displays the altitude that will result in the most fuel efficient flight profile based
on the current gross weight and corresponding angle-of-attack required to maintain level flight. As fuel is

110
 [F-16C Viper] DCS

burned and weight decreases, this altitude will also increase due to the increased fuel efficiency for lower
angles-of-attack. If the landing gear is down, this data field will remain at the last calculated value.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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CRUS EDR Page

The fourth CRUS DED page is the CRUS Endurance page, which displays the estimated time until the onboard
fuel reaches Bingo, the optimum Mach number, and displays a maximum endurance speed caret on the HUD.
1. EDR Mode Select

2. Selected Steerpoint

3. Time to Bingo 6. DED Asterisks

4. Optimum Mach

5. Wind Direction & Speed

Cycle to next steerpoint No function

Return DED Cycle DED to

to CNI page next CRUS page

Enable

Operate Cycle to previous steerpoint No function

1. EDR Mode. Displayed in highlighted text when

enabled using the 0/M-SEL button. When
enabled, the CRUS Endurance mode displays
an airspeed caret on the HUD Velocity Scale (if Speed Caret
shown) that corresponds with the speed that
will result in the maximum endurance (flight
time) based on the current altitude. If the
landing gear is down, the speed caret is
removed from the HUD.
2. Selected Steerpoint. Displays the currently EDR Mode Select
selected navigational steerpoint.
3. Time to Bingo. Displays the estimated time
remaining until the onboard fuel reaches the
Bingo fuel entered on the BNGO DED page,
based on the current Mach number and
altitude. If the landing gear is down, this data field will remain at the last calculated value.
4. Optimum Mach. Displays the Mach number that will result in the maximum endurance based on the current
altitude. If the landing gear is down, this data field will remain at the last calculated value.
5. Wind Direction/Speed. Displays the current magnetic wind direction and speed as calculated by the
CADC. If the landing gear is down, this data field will remain at the last calculated value.
6. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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TIME Page
The Time DED page is accessed by pressing the 6/TIME button on the ICP keypad when the CNI page is
displayed on the DED. This page displays the aircraft’s internal system time and date, and allows the pilot to set
an additional time reference and adjust the Time-Over-Steerpoint (TOS) for all steerpoints simultaneously.

1. System Time

2. Hack Time
5. DED Asterisks
3. Delta Time-Over-Steerpoint

4. Date

Start/Stop Move DED asterisks to

Modify Hack Time progression the previous data field

Reject

Return DED
Accept No function
to CNI page

Operate Reset Hack time and Move DED asterisks

remove from CNI page to the next data field

1. System Time. Displays the internal system time in a 24-hour time format based on Zulu time (UTC). System
time is automatically entered into the avionics system based on GPS data. No manual entering of time is
required.
2. Hack Time. Displays an additional time reference independent of System Time. This can be used as a
separate time reference for the local time zone, or as a stopwatch for low-level navigation or vulnerability
periods.
3. Delta Time-Over-Steerpoint. This data field is used to update the Time-Over-Steerpoint for all
steerpoints at once. When a Delta TOS is accepted into this page, it will automatically increase or decrease
all valid TOS entries for each steerpoint. This can be used if a coordinated strike or tactical action needs to
be dynamically adjusted mid-mission, where the entire mission timeline needs to be refined at once.
As an example, if the required time adjustment is 5 minutes, a Delta TOS would be entered as -00:05:00 or
00:05:00, depending on whether the 5 minute adjustment was to an earlier time or a later time. Valid Delta
TOS entries range from -23:59:59 to 23:59:59 in HHMMSS format. To enter a negative value (to adjust each
TOS to an earlier time), press 0/M-SEL first to enter a negative symbol, followed by the desired time
adjustment.
4. System Date. Displays the internal system date. System date is automatically entered into the avionics
system based on GPS data. No manual entering of the date is required.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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MARK Page
The Markpoint DED page is accessed by pressing the 7/MARK button on the ICP keypad when the CNI page is
displayed on the DED. There are five methods of storing a markpoint into steerpoints 26-30, depending on the
method best suited to the current tactical situation and the available sensors onboard the aircraft.
Markpoints are steerpoints that can be stored during the mission for the purposes of navigation at some point
later in the mission, recording a location of interest during reconnaissance, or for follow-on targeting of sensors
and/or weapons. Markpoints can be stored by slewing the Mark Cue on the HUD or HMCS to the desired location,
by the FCR in Fixed Target Track in an air-to-ground mode, by the Targeting Pod (TGP) when in Point Track
mode, or by performing a direct overflight of the desired location. In addition, a markpoint can be manually
stored (or edited) by using the ICP keypad to enter Latitude/Longitude coordinates.
1. Sensor Option

2. Markpoint Latitude 6. Displayed Markpoint

3. Markpoint Longitude
7. DED Asterisks
4. Markpoint Elevation

5. Markpoint MGRS Location

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject
Return DED Cycle to next
Accept Sensor Option
to CNI page

Select

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Sensor Option. Displays the sensor that will be used to determine the location of the next markpoint. The
next available option can be selected by momentarily positioning the DCS (“Dobber” switch) to the SEQ
position.
2. Markpoint Latitude. Displays the latitude (in DD° MM.MMM’ format) of the displayed markpoint. May be
modified using the ICP keypad.
3. Markpoint Longitude. Displays the longitude (in DDD° MM.MMM’ format) of the displayed markpoint. May
be modified using the ICP keypad.
4. Markpoint Elevation. Displays the elevation (in feet) of the displayed markpoint. May be modified using
the ICP keypad.
5. Markpoint MGRS Location. Displays the MGRS location of the displayed markpoint. May be modified
using the ICP keypad.
6. Displayed Markpoint. Displays the steerpoint number that corresponds with the Lat/Long and MGRS
coordinates currently displayed on the DED. When a new markpoint is stored, this number will automatically
increment up to the next steerpoint number. Markpoints can only be stored in steerpoints 26-30, in
sequential order. If a markpoint is already stored in steerpoint 30, the next markpoint will be stored in 26,
overwriting the previous markpoint coordinates. Each subsequent markpoint that is stored will overwrite
steerpoints 26-30 in a cyclic fashion.

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 [F-16C Viper] DCS

7. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

Any time the markpoint that is currently displayed on the MARK page is also the selected steerpoint, a highlighted
STPT will appear in the top right corner of the DED page.

Markpoint to Steerpoint

The markpoint currently displayed on the MARK DED page can be set as the selected steerpoint directly from
MARK page by setting the DED Asterisks around the Sensor Option data field and pressing the 0/M-SEL button.
NOTE: After designating a markpoint using the TGP or FCR, which will incur a “system delta” if slewed from the
selected steerpoint, it will be necessary to use the Cursor Zero command to remove any “system delta” values
that currently exists. This can be commanded by pressing CZ (OSB 9) on the TGP or FCR MFD formats, or CZ
(OSB 10) on the HSD MFD format.
See LITENGING II Targeting Pod and APG-68 Fire Control Radar for more information on how to use the TGP or
FCR for targeting and designation.

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MARK Page – Store a markpoint using the HUD

The HUD can be used to designate a location on the ground to store a markpoint using the HUD Mark Cue. When
the HUD Sensor Option is selected on the MARK DED page, VIS sub-mode will be entered, the HUD will be
selected as SOI, and the FCR will enter AGR mode for accurate ranging.
If DMS Aft is used to select a different SOI, VIS mode will be exited and the aircraft will return to the previous
master mode and sub-mode. To re-enable the HUD Mark Cue, the Sensor Option on the MARK page must be
cycled back to HUD using the DCS SEQ position.
1. Use the DCS SEQ position to select HUD in
the Sensor Option data field on the MARK
DED page.
2. Use the throttle’s RDR CURSOR/ENABLE 3/5. Target Management
switch to slew the Mark Cue to the desired Switch (4-way)
1. Data Control
location within the HUD field-of-view. Switch (4-way)

3. Press TMS Forward-Short on the SSC to

ground stabilize the Mark Cue.
4. Use the throttle’s RDR CURSOR/ENABLE
switch to make any final adjustments to the
Mark Cue’s ground stabilized position, as
necessary.
5. Press TMS Forward-Short on the SSC to
designate the location as a markpoint.
2/4. RDR CURSOR/ENABLE
or Switch (Multi-directional, Depress)

5. Press TMS Aft-Short to cage the Mark Cue to the HUD FPM without designating the markpoint.

3. Mark Cue slewed to desired

HUD is SOI Mark Cue caged to FPM location and TMS Forward
pressed to ground stabilize

5. TMS Forward pressed

2nd time to designate
VIS Sub-mode 1. HUD Sensor Option and Markpoint stored

Markpoint Designation – HUD Sensor Option

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 [F-16C Viper] DCS

MARK Page – Store a markpoint using the HMCS

The HMCS can be used to designate a location on the ground to store a markpoint, as an extension of the HUD
Sensor Option. As such, it uses the same logic as the HUD. Once the HUD Sensor Option is selected on the MARK
DED page, TMS Forward-Long is used to slave the Mark Cue to the HMCS crosshairs. To return the Mark Cue to
the HUD, the Mark Cue must be caged back to the HMCS crosshairs, after which TMS Aft-Short will return the
Mark Cue to the HUD FPM.
1. Use the DCS SEQ position to select HUD in
the Sensor Option data field on the MARK
DED page.
2. Press TMS Forward-Long to select the
2/4/6. Target Management
HMCS as SOI. 1. Data Control Switch (4-way)
Switch (4-way)
3. Place the HMCS Aiming Cross over the
desired location by head movement.
4. Press TMS Forward-Short on the SSC to
ground stabilize the Mark Cue.
5. Use the throttle’s RDR CURSOR/ENABLE
switch to make any final adjustments to the
Mark Cue’s ground stabilized position, as
necessary.
6. Press TMS Forward-Short on the SSC to 5. RDR CURSOR/ENABLE Switch
designate the location as a markpoint. (Multi-directional, Depress)

or
6. Press TMS Aft-Short to cage the Mark Cue to the HMCS Aiming Cross without designating the markpoint.

2. TMS Forward-Long sets 4. Mark Cue slewed to desired

the SOI from HUD to HMCS location and TMS Forward
pressed to ground stabilize

1. HUD Sensor Option 6. TMS Forward pressed

2nd time to designate
and Markpoint stored

Markpoint Designation – HUD Sensor Option (using HMCS)

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 DCS [F-16C Viper]

MARK Page – Store a markpoint using the TGP

When set to Point Track, the TGP can designate a location on the ground to store a markpoint. If the TGP is
already in Point Track when the MARK DED page is selected, only Steps 2 and 5 are necessary.
1. Use the DCS SEQ position to select TGP in
the Sensor Option data field on the MARK
DED page.
2. Press DMS Down-Short to select the TGP 4/5. Target Management
as SOI on the applicable MFD format. Switch (4-way)
1. Data Control
Switch (4-way)
3. Use the throttle’s RDR CURSOR/ENABLE 2. Display Management
Switch (4-way)
switch to slew the TGP crosshairs to the
desired location.
4. Press TMS Forward-Short on the SSC to
switch the TGP to Point Track.
5. Press TMS Forward-Short on the SSC to
designate the Point Track location as a
markpoint.
or 3. RDR CURSOR/ENABLE Switch
(Multi-directional, Depress)
5. Press TMS Right-Short on the SSC to
switch back to Area Track without designating the markpoint.

2. DMS Aft pressed 3. TGP crosshairs slewed 4. TMS Forward pressed

to set TGP as SOI to desired location to enter Point Track

1. TGP Sensor Option

5. TMS Forward pressed 2nd time
to designate and Markpoint stored

Markpoint Designation – TGP Sensor Option

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 [F-16C Viper] DCS

MARK Page – Store a markpoint using the FCR

When set to Fixed Target Track (FTT), the FCR can designate a location on the ground to store a markpoint. If
the FCR is already in FTT when the MARK DED page is selected, only Steps 2 and 5 are necessary.
1. Use the DCS SEQ position to select FCR in the
Sensor Option data field on the MARK DED
page.
2. Press DMS Down-Short to select the FCR as 4/5. Target Management
SOI on the applicable MFD format. Switch (4-way)
1. Data Control
Switch (4-way)
2. Display Management
3. Use the throttle’s RDR CURSOR/ENABLE
Switch (4-way)
switch to slew the FCR cursor to the desired
location.
4. Press TMS Forward-Short on the SSC to
switch the FCR to Fixed Target Track (FTT).
5. Press TMS Forward-Short on the SSC to
designate the FTT location as a markpoint.
or
3. RDR CURSOR/ENABLE Switch
5. Press TMS Aft-Short on the SSC to reject the (Multi-directional, Depress)
Fixed Target Track (FTT) without designating
the markpoint.

2. DMS Aft pressed 3. FCR crosshairs slewed 4. TMS Forward pressed to

to set FCR as SOI to desired location enter Fixed Target Track (FTT)

1. FCR Sensor Option

5. TMS Forward pressed 2nd time
to designate and Markpoint stored

Markpoint Designation – FCR Sensor Option

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 DCS [F-16C Viper]

MARK Page – Store a markpoint using OFLY

A markpoint can be designated by directly overflying the intended location and using the aircraft’s current position
to designate the markpoint.
NOTE: If the master mode is set to Air-to-Air, Dogfight, or Missile Override, the OFLY Sensor Option will be the
only functional Sensor Option.
NOTE: If OFLY is displayed in the Sensor Option data field, TMS Forward will designate a markpoint regardless
of the selected SOI.
1. Use the DCS SEQ position to select OFLY in
the Sensor Option data field on the MARK DED
page.
(Only required if in NAV or Air-to-Ground 3. Target Management
Switch (4-way)
master modes) 1. Data Control
Switch (4-way)
2. Maneuver the aircraft as necessary to ensure
the flight path will take it over the intended 2. Fly the aircraft
markpoint location.
3. Press TMS Forward-Short on the SSC to
designate the location as a markpoint as the
aircraft passes directly overhead the intended
location.

1. OFLY Sensor Option 3. Markpoint stored

Markpoint Designation – OFLY Sensor Option

MARK Page – Modify a markpoint using manual entry of latitude/longitude coordinates and elevation
A markpoint can be manually entered on the MARK page by inputting latitude, longitude, and elevation data using
the ICP. This procedure functions identically to such manual data entry on the STPT or DEST pages. Additionally,
position data of existing markpoints can be edited in a similar manner, if necessary.
NOTE: MGRS coordinates cannot be converted to Lat/Long on the MARK DED page. As such, a markpoint cannot
be manually entered via MGRS. Only steerpoints 21-25 can be entered via MGRS and subsequently converted to
Lat/Long format. (See STPT DED page or DEST DED page for more information.)

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LIST DED Pages

The LIST page displays a list of secondary DED pages that may be accessed by pressing the corresponding
buttons on the ICP keypad. An additional list of miscellaneous DED pages may be accessed by pressing the 0/M-
SEL button on the ICP keypad while the LIST page is displayed.

LIST LIST

1 DEST 2 BNGO 3 VIP R INTG

4 NAV 5 MAN 6 INS E DLNK

7 CMDS 8 MODE 9 VRP 0 MISC

Data Entry Display – Secondary Functions

The following LIST DED pages are detailed in the applicable sections:
• VIP – VIP & VRP
• NAV – Navigation Fixes and Updates
• INS – INS Alignment
• DLNK – Link16 Datalink
• CMDS – Defensive Systems
• VRP – VIP & VRP
The following LIST DED pages are not implemented: INTG
The remaining LIST DED pages are detailed below.

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DEST Page
The Destination DED page is accessed by pressing the 1/T-ILS button on the ICP keypad when the LIST DED
page is displayed on the DED. This page is similar to the STPT DED page, in that it displays the position, elevation,
and TOS of steerpoints within the navigational database. However, unlike the STPT page, the DEST page permits
review and modification of steerpoint data fields without selecting that steerpoint for navigation.
The first DEST DED page is the UTM Destination page, which may display steerpoints 21-25 only for the purposes
of MGRS coordinate entry. MGRS (Military Grid Reference System) is a UTM-derived coordinate system used as
an alternative to Latitude/Longitude and is the primary coordinate system used by many military ground forces.
All steerpoints must be in Lat/Long (degrees/minutes/decimal) format to be stored within the navigation
database. If a steerpoint is entered using MGRS, then a conversion must be manually commanded by selecting
the CNVRT data field and pressing ENTR. If CNVRT is not commanded before the DED page is changed (by
viewing a different steerpoint or changing the DED page), the conversion will not occur, the MGRS coordinates
that were entered will not be stored for that steerpoint, and the Lat/Long coordinates will not correctly correspond
with the MGRS location. (See STPT DED page for detailed steps regarding MGRS entry and conversion.)
1. Steerpoint Number

2. Steerpoint Grid Zone Designator 6. DED Asterisks

3. Steerpoint Square Identifier

7. Convert to Lat/Long

4. Steerpoint Easting/Northing
8. Page Number
5. Steerpoint Elevation

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED Cycle DED to

Accept next DEST page
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Steerpoint Number. Displays the destination steerpoint number. The ICP Increment/Decrement rocker
may be used to cycle to a different steerpoint. The destination steerpoint can also be changed by placing
the DED asterisks over the data field and entering the steerpoint number using the ICP keypad and then
pressing ENTR.
2. Steerpoint Grid Zone Designator. Displays the MGRS Grid Zone Designator of the destination steerpoint.
May be modified using the ICP keypad and Increment/Decrement rocker.
3. Steerpoint Square Identifier. Displays the MGRS Square Identifier of the destination steerpoint. May be
modified using the Increment/Decrement rocker.
4. Steerpoint Easting/Northing. Displays the MGRS Easting & Northing of the destination steerpoint. May
be modified using the ICP keypad.
5. Steerpoint Elevation. Displays the elevation (in feet) of the destination steerpoint. May be modified using
the ICP keypad.

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6. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
7. Convert to Lat/Long. Converts the MGRS coordinates to the equivalent Lat/Long format, which will update
the stored position of the destination steerpoint.
8. Page Number. Displays the DED page number and indicates that additional pages may be viewed.

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DEST DIR Page

The second DEST DED page is the Destination Direct page, which displays the position and elevation of the
currently selected steerpoint, along with the desired Time-Over-Steerpoint (TOS), all of which can be modified
from this page in the same manner as the STPT DED page.
1. Steerpoint Number

2. Steerpoint Latitude 6. DED Asterisks

3. Steerpoint Longitude

4. Steerpoint Elevation
7. Page Number
5. Desired Time-Over-Steerpoint

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED Cycle DED to

Accept next DEST page
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Steerpoint Number. Displays the destination steerpoint number. The ICP Increment/Decrement rocker
may be used to cycle to a different steerpoint. The destination steerpoint can also be changed by placing
the DED asterisks over the data field and entering the steerpoint number using the ICP keypad and then
pressing ENTR.
2. Steerpoint Latitude. Displays the latitude (in DD° MM.MMM’ format) of the destination steerpoint. May
be modified using the ICP keypad.
3. Steerpoint Longitude. Displays the longitude (in DDD° MM.MMM’ format) of the destination steerpoint.
May be modified using the ICP keypad.
4. Steerpoint Elevation. Displays the elevation (in feet) of the destination steerpoint. May be modified using
the ICP keypad.
5. Desired Time-Over-Steerpoint. Displays the desired Time-Over-Steerpoint (TOS) of the destination
steerpoint. May be modified using the ICP keypad.
6. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
7. Page Number. Displays the DED page number and indicates that additional pages may be viewed.

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DEST OA1 & OA2 Pages

The third and fourth DEST DED pages are the Destination Offset Aimpoint 1 and Offset Aimpoint 2 pages
respectively, which display the relative distance, relative direction, and elevation of the destination steerpoint’s
offset aimpoints. Each offset aimpoint and its respective values can be modified from these pages, but if the
steerpoint itself is modified to a new position, the offset aimpoints will move with their associated steerpoint
accordingly.
1. Steerpoint Number

6. DED Asterisks

2. Relative Range

3. Relative Bearing
7. Page Number
4. Offset Aimpoint Elevation

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED Cycle DED to

Accept next DEST page
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Steerpoint Number. Displays the destination steerpoint number. The ICP Increment/Decrement rocker
may be used to cycle to a different steerpoint. The destination steerpoint can also be changed by placing
the DED asterisks over the data field and entering the steerpoint number using the ICP keypad and then
pressing ENTR.
2. Relative Range. Displays the relative distance (in feet) of the offset aimpoint from the destination
steerpoint. May be modified using the ICP keypad.
NOTE: Depending on the method used for determining the desired distance from the steerpoint to place
the offset aimpoint, the following values may be used for conversion to feet:
• 1 Nautical Mile (NM) = 6,076 feet
• 1 Kilometer (km) = 3,280 feet
3. Relative Bearing. Displays the relative bearing (in degrees, Magnetic) of the offset aimpoint from the
destination steerpoint. May be modified using the ICP keypad.
4. Offset Aimpoint Elevation. Displays the elevation (in feet) of the offset aimpoint. May be modified using
the ICP keypad.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
6. Page Number. Displays the DED page number and indicates that additional pages may be viewed.

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BNGO Page
The Bingo DED page is accessed by pressing 2/ALOW on the ICP keypad when the LIST DED page is displayed
on the DED. A Bingo fuel setting may be entered that will notify the pilot when the onboard fuel level reaches
the Bingo quantity.

3. Selected Steerpoint
1. Bingo Setting

2. Total Fuel 4. DED Asterisks

Modify Cycle to next steerpoint No function

Reject

Return DED
Accept No function
to CNI page

Operate Cycle to previous steerpoint No function

1. Bingo Setting. Displays the currently set Bingo

quantity. When the remaining fuel onboard
decreases below this value, FUEL will be displayed
in the lower left corner of the HUD, accompanied by
a “BINGO…BINGO” voice message. In addition, a Flashing FUEL Warning
FUEL warning will flash in the center of the HUD,
which may be acknowledged by momentarily setting
the Drift Cut-Out/Warning Reset switch to the
WARN RESET position, or may reset by setting a
Bingo quantity to a lower value than the Total Fuel
quantity.
DED Data
NOTE: The Bingo fuel warning and associated voice FUEL Advisory
message are triggered any time either the combined
fuselage fuel tanks or total fuel quantities fall below
the Bingo setting. If the Bingo quantity is set to any
amount over ~6070 pounds when the Fuel Quantity Select knob on the FUEL QTY SEL panel is in the NORM
position, or if set to any amount over 6667 pounds when the Fuel Quantity Select Knob is in any position
other than NORM, the Bingo fuel warning and voice message will be triggered.
2. Total Fuel. Displays the total onboard fuel (to include external fuel tanks) in pounds.
NOTE: It may be advantagous to have the total fuel quantity displayed
in the HUD when engaged with hostile aircraft in close-range air combat
maneuvers; or when performing aerial refueling. In both cases, it could
be hazardous to look down inside the cockpit, even if only for a few
seconds, at the Fuel Quantity Indicator. If it becomes apparent that an
air-to-air engagement is about to enter the WVR (Within Visual Range)

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arena, or when behind an aerial refueling tanker in the Pre-contact position, it may be useful to set the DED
to the BNGO page and switch the DED/PFLD switch on the HUD control panel to the DED DATA position.
3. Selected Steerpoint. Displays the currently selected navigational steerpoint.
4. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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MAN Page
The Manual DED page is accessed by pressing 5/CRUS on the ICP keypad when the LIST DED page is displayed
on the DED. This page is used to adjust the wingspan settings of the EEGS sub-mode or ballistics data for air-to-
ground weapons that lack an integrated SMS profile within the F-16C avionics.

1. Wingspan 4. Selected Steerpoint

2. Range
5. DED Asterisks
3. Time-Of-Fall

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED
Accept No function
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Wingspan. Displays the manual target wingspan in use by the EEGS sub-mode. This value adjusts the
width of the EEGS Funnel to account for aircraft of different wingspans. When the target wings are perfectly
bracketed within the EEGS Funnel, an optimal air-to-air gun solution has been obtained.
This is particularly important when engaging a hostile aircraft when using the Enhanced Envelope Gun Sight
(EEGS) in Level II, in which case a passive ranging solution is necessary due to lack of an FCR-derived
weapon solution. (See Air-to-Air Gunnery for more information.)
2. Range. Displays the horizontal distance a free-fall weapon is expected to travel under specific conditions.
(N/I)
3. Time-Of-Fall. Displays the time that is expect to elapse between the time of weapon release and the
surface impact under specific conditons. (N/I)
4. Selected Steerpoint. Displays the currently selected navigational steerpoint.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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MODE Page
The Mode DED page is accessed by pressing 8/FIX on the ICP keypad when the LIST DED page is displayed on
the DED. This page is used as a backup method to change the master mode between NAV, A-A, or A-G, in case
there is a failure of the physical Master Mode buttons on the ICP itself.

1. Mode Select 2. DED Asterisks

Operate No function No function

Return DED Toggle between

to CNI page A-A and A-G mode

Enable

Operate No function No function

1. Mode Select. Displays the master mode (“A-A” or “A-G”) that will be entered if the 0/M-SEL button is
pressed. Momentarily setting the DCS (“Dobber switch”) to the SEQ position or pressing any button on the
ICP keypad will toggle the DED page between A-A and A-G modes. If the current master mode matches the
mode displayed on the DED Mode page, the text between the DED Asterisks will be highlighted. Pressing
the 0/M-SEL button when the DED Mode Select data field is highlighted will set the master mode to NAV.
NOTE: This page is not functional if the Dogfight switch on the throttle is set to the outboard (Dogfight) or
inboard (Missile Override) positions.
2. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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MISC DED Pages

The MISC page extends the LIST page by displaying additional DED pages that may be accessed by pressing the
corresponding buttons on the ICP keypad.

LIST LIST 0 MISC

1 CORR 2 MAGV 3 OFP R HMCS

4 INSM 5 LASR 6 GPS E HTS

7 DRNG 8 BULL 0 HARM

Data Entry Display – Miscellaneous Functions

The following MISC DED pages are detailed in the applicable sections:
• MAGV – Navigation Fixes and Updates
• HMCS – Joint Helmet-Mounted Cueing System
• LASR – LITENING II Targeting Pod
• HTS – HARM Targeting System
• BULL – Tactical Systems
• HARM – AGM-88 HARM
The following MISC DED pages are not implemented: CORR, OFP, INSM, GPS, DRNG.

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MULTI-FUNCTION DISPLAYS (MFD)

Two color Multi-Function Displays (MFD) provide video and text presentations to the pilot for the aircraft’s various
sensors. The MFDs also serve as the primary interface to the aircraft’s external stores, data transfer and loading
equipment, and diagnostics for the aircraft systems and flight controls.
Each sensor or aircraft system can be accessed via their respective MFD “format”. Some MFD formats will include
multiple “pages” that can be selected to access additional options or settings. The options and settings associated
with the systems of each format or page are controlled through Option Select Buttons (OSBs) around the display
bezel of each MFD. Each OSB interacts with the text displayed next to it to toggle through functions or select a
different page.
Additionally, four rocker buttons are present on each MFD that allows the pilot to adjust the appearance of the
video and text on the MFD screen itself.
1. OSB 1→5

2. GAIN Rocker 3. SYM Rocker

1. OSB 16 ↑ 20 1. OSB 6 ↓ 10

5. CON Rocker
4. BRT Rocker

1. OSB 11←15

1. Option Select Button (OSB). Selects the option corresponding with the displayed text adjacent to the
MFD button itself.
• OSB 1-5. The top row of Option Select Buttons are numbered from 1 starting on the far left to 5 on
the far right.
• OSB 6-10. The right column of Option Select Buttons are numbered from 6 starting at the top to 10
at the bottom.
• OSB 11-15. The bottom row of Option Select Buttons are numbered from 11 starting on the far right
to 15 on the far left.

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• OSB 16-20. The left column of Option Select Buttons are numbered from 16 starting at the bottom to
20 at the top.
2. GAIN Rocker. Adjusts the brightness of the FCR video when in GM, GMT, SEA or BCN operating modes.
The video is adjusted independently of the symbology intensity or overall brightness/contrast settings of the
MFD itself. If held continuously to either position, the video will continuously increment to the minimum or
maximum allowable brightness settings.
3. SYM Rocker. Adjusts the intensity of the MFD symbology independently of the FCR video or overall
brightness/contrast settings of the MFD itself. If held continuously to either position, the symbology intensity
will continuously increment to the minimum or maximum allowable settings.
4. BRT Rocker. Adjusts the overall brightness setting of the MFD display. If held continuously to either
position, the brightness setting will continuously increment to the minimum or maximum allowable settings.
5. CON Rocker. Adjusts the overall contrast setting of the MFD display. If held continuously to either position,
the contrast setting will continuously increment to the minimum or maximum allowable settings.

Format Selection Master Menu Page

The Format Selection Master Menu page is used to assign a specific MFD format to the Format Select buttons
(OSB 13, OSB 14, and OSB 15). Additionally, the RESET MENU page is accessed from Master Menu page, which
can be used to reset the MFD symbology, brightness and contrast settings to their default values.
1. BLANK Format 2. HAD Format 3. RCCE Format 4. RESET MENU Page

5. FCR Format 10. SMS Format

6. TGP Format 11. HSD Format

7. WPN Format 12. DTE Format

8. TFR Format 13. TEST Format

9. FLIR Format 14. FLCS Format

15. Swap Button 16. Format Select Buttons 17. Declutter Button

1. BLANK Format. Assigns the BLANK MFD format to the highlighted Format Select button. When a Format
Select button is assigned to the BLANK format, no text will be displayed above the OSB. The format selection

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corresponding with that OSB will be removed from the MFD format selection cycle when the DMS Left and
DMS Right commands are used on the Side Stick Controller (SSC).
2. HAD Format. Assigns the HAD MFD format to the highlighted Format Select button. The HARM Attack
Display format is used to operate the externally mounted HARM Targeting System pod. The HTS pod is used
for detection, classification, and geo-location of ground-based and maritime threat radar systems. The HTS
pod is most commonly used during the Suppressbion of Enemy Air Defenses (SEAD) mission and can hand-
off specific threat radar emitters to AGM-88 HARM anti-radar missiles for engagement. However, the HTS
pod can also be used to generate targeting data for engagement by other weapons, aircraft, or other allied
forces. (See HARM Targeting System for more information.)
3. RCCE Format. The Reconnaissance MFD format is not functional in the F-16C variant that is simulated by
DCS: F-16C Viper.
4. RESET MENU Format. Displays the Reset Menu page. This page includes options to reset the MFD to the
default or pre-programmed values for symbology intensity, brightness and contrast. (N/I)
5. FCR Format. Assigns the MFD FCR format to the highlighted Format Select button. The Fire Control Radar
format is used to operate the APG-68 radar system. The APG-68 is used in air-to-air mode for detection,
tracking and engagement of hostile aircraft; and in air-to-ground mode for ground mapping, ranging, and
detection and targeting of ground vehicles or maritime vessels. (See APG-68 Fire Control Radar for more
information.)
6. TGP Format. Assigns the MFD TGP format to the highlighted Format Select button. The Targeting Pod
format is used to operate externally mounted electro-optical sensor pods such as the LITENING II. Targeting
pods are used for medium to high altitude reconnaissance; optical detection and tracking of ground targets;
or for designation of ground targets for engagement by precision guided munitions (PGM). (See LITENING
II Target Pod for more information.)
7. WPN Format. Assigns the MFD WPN format to the highlighted Format Select button. The Weapon format
is used to relay sensor video and targeting data from munitions such as the AGM-65 TV/IR guided missiles
or the AGM-88 HARM anti-radar missile so the pilot can directly control the respective missile’s targeting
systems prior to weapons release. (See AGM-65 Maverick and AGM-88 HARM for more information.)
8. TFR Format. The Terrain Following Radar MFD format is not functional in the F-16C variant that is simulated
by DCS: F-16C Viper.
9. FLIR Format. The Forward Looking Infrared MFD format is not functional in the F-16C variant that is
simulated by DCS: F-16C Viper.
10. SMS Format. Assigns the SMS MFD format to the highlighted Format Select button. The Stores
Management System format is used to select different munitions for employment, select and modify weapon
release profiles, set warhead fuzing, and adjust terminal attack parameters. (See Tactical Systems for more
information.)
11. HSD Format. Assigns the HSD MFD format to the highlighted Format Select button. The Horizontal Situation
Display format provides the pilot with a top-down view of the battlespace around the aircraft to include
navigational data, airspace and tactical boundaries, air defense threats, and fuses onboard radar data with
tactical information derived from allied aircraft (such as other flight members and AWACS). (See Tactical
Systems for more information.)
12. DTE Format. Assigns the MFD DTE format to the highlighted Format Select button. The Data Transfer
Equipment format is used to load mission planning data from the DTU into the MMC. (N/I)
13. TEST Format. Assigns the TEST MFD format to the highlighted Format Select button. The Test format is
used to display the Maintenance Fault List (MFL) and perform Built-In Tests (BIT) during system diagnostics
and maintenance procedures. (N/I)

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14. FLCS Format. Assigns the FLCS MFD format to the highlighted Format Select button. The Flight Control
System format is used to display data from of Flight Control Computer (FLCC). (N/I)
15. Swap Button. Pressing this button will swap the currently displayed MFD formats between the left and
right MFDs. In addition, the MFD formats assigned to each Format Select Button will be swapped as well.
16. Format Select Buttons. Selects the corresponding MFD format for display on the MFD. When the Format
Selection Master Menu page is displayed, selecting the OSB will highlight the text above it and enable a new
format to be assigned to that button. If the text displayed above the OSB is already highlighted, pressing
the same OSB will leave the Format Selection Master Menu page and display the MFD format that is assigned
to that button.
17. Declutter Button. Removes the text symbology adjacent to each corresponding OSB on the MFD.
However, the associated commands for each OSB will still remain. (N/I)

Re-assigning MFD Formats

Each of the seven avionics master modes (Navigation, Air-to-Air, Air-to-Ground, Missile Override, Dogfight,
Selective Jettison, and Emergency Jettison) are initialized with pre-configured MFD formats assigned to each
Format Select button of each MFD. These MFD format assignments can be re-configured by the pilot at any time
via the Format Selection Master Menu page.
To assign a different format to a Format Select button (OSB 12, OSB 13 or OSB 14) on either MFD, set the
avionics to the master mode that is meant to be edited.
1. If the MFD text above the Format Select OSB that is to be re-
assigned to a different MFD format is already highlighted,
press that same OSB to open the Format Selection Master
Menu page.
If the MFD text above the Format Select OSB that is to be re-
assigned to a different MFD format is not highlighted, press
that same OSB to highlight the corresponding text above it,
and then press that same OSB a second time to open the
Format Selection Master Menu page.
OSB 13 is highlighted
and pressed
If the Format Select OSB that is to be re-assigned to a
different MFD format is assigned the BLANK format with no
corresponding text above it, press that same OSB to highlight
the empty text field above it, and then press that same OSB
a second time to open the Format Selection Master Menu
page.

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2. The MFD format that is already assigned to the currently

selected Format Select OSB will be highlighted among the
available formats displayed on the Master Menu page. Pre ss
the OSB next to the corresponding MFD format in the menu
to assign that format to the currently selected Format Select
OSB. The MFD will exit the Master Menu page and display the
assigned format for that Format Select button.
If the pilot does not wish to change the MFD format of the
currently selected Format Select OSB, selecting the format TGP format is selected
that is already assigned to that Format Select button or from Master Menu page
selecting any of the Format Select buttons themselves along
the bottom of the MFD will exit the Master Menu page with no
changes made.

NOTE: In any given master mode, an MFD format can only

be assigned to one Format Select button on either MFD at a
time. The exception to this limitation is the BLANK format,
which can be assigned to multiple Format Select buttons. It is
possible that all six Format select buttons on the MFDs could
be assigned to the BLANK format for a given master mode,
despite the impracticality of it.
If an MFD format is assigned from the Master Menu page that
is already assigned to another Format Select button on either
TGP format is
MFD, that format will be removed from the other Format assigned to OSB 13
Select button and assigned to the currently highlighted OSB,
and the BLANK format will be assigned to the former.

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PROCEDURES
PROCEDURES

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ENGINE START
There are two methods you can use to start a cold and dark aircraft. The first, and easiest, is the Auto-Start. By
pressing [LWin]+[Home], the aircraft will be started automatically for you. To cease the Auto-Start, you can
press [LWin]+[End].
Being a DCS title though, the aircraft really shines when you take advantage of the detailed systems modeling,
like manually starting the aircraft.

1 MAIN PWR switch BATT

Keyboard Command: N/A
a. Verify the FLCS RLY light is on
The amount of power available from the battery is limited so do not leave
the MAIN PWR switch in BATT or MAIN PWR for more than 5 minutes.
Start the engine or apply external power if more time is needed.

2 FLCS PWR TEST switch TEST and hold

Keyboard Command: N/A
a. Verify lights on ELEC Panel:
• FLCS PMG on
• TO FLCS on
• FLCS RLY light turns off
b. Verify lights on TEST Panel:
• FLCS PWR (4) on
This test verifies operation of the Flight Control Computer with the aircraft
battery as the power source.

3 FLCS PWR TEST switch Release

Keyboard Command: N/A

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4 MAIN PWR switch MAIN PWR

Keyboard Command: N/A
Verify lights on:
• ENGINE
• HYD/OIL PRESS
• ELEC SYS
• SEC
• FLCS RLY

5 EPU GEN and EPU PMG lights Confirm off

Keyboard Command: N/A
Illumination of either light indicates criteria for EPU activation are met. The
EPU will activate and create a hazardous condition if the EPU safety pin is
removed by the ground crew.
If either of these lights are illuminated, turn MAIN PWR switch to OFF and
abort the aircraft (re-start the mission).

6 JFS switch START 2

Keyboard Command: N/A
The JFS RUN light illuminates within 30 seconds indicating the Jet Fuel
Starter is operational. Engine rpm should start to increase.
Power is applied to the Flight Control System relays when the JFS Switch
is set to either position. The FLCS RLY light should turn off and the FLCS
PMG light and ACFT BATT TO FLCS light should illuminate.

7 SEC caution light Off

Keyboard Command: N/A
The SEC caution light goes off at 20 percent rpm.

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8 Throttle Advance to IDLE

Keyboard Command: [RShift]+[Home]

Advance throttle to IDLE after SEC caution light is extinguished.

The engine should light-off within 10 seconds and engine RPM and FTIT
should increase. Only the RPM and FTIT indicators function until the
standby generator is online.

9 ENGINGE warning Light Off

Keyboard Command: N/A
The standby generator becomes operational at approximately 60% RPM.
This should extinguish the ENGINE warning light.
Five to ten seconds after the standby generator comes online, the main
generator comes online, and the standby generator goes offline.
Checking the SEAT NOT ARMED caution light and three green WHEELS
down lights are on prior to the main generator coming online confirms the
emergency busses are being powered by the standby generator.

10 JFS switch Confirm Off

Keyboard Command: N/A
The JFS should have automatically shut down at approximately 55% RPM.
Turn the JFS off if that did not occur.

11 Engine instruments Check

Keyboard Command: N/A
Normal indications after engine start are:
• HYD/OIL PRESS warning light – Off
• FUEL FLOW – 700-1700 pph
• OIL pressure – 15 psi (minimum)
• NOZ POS – Greater than 94 percent
• RPM – 62-80 percent
• FTIT – 650⁰ C or less
• HYD PRESS A & B – 2850-3250 psi

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12 PROBE HEAT Check

Keyboard Command: N/A
a. PROBE HEAT switch – PROBE HEAT
• Verify PROBE HEAT caution light off.
• Illumination means one or more probe heaters are inoperative
or a failure of the monitoring system has occurred.
b. PROBE HEAT switch – TEST
• PROBE HEAT caution light should flash 3-5 times per second.
• The probe heat monitoring system is inoperative if this does not
occur.
c. PROBE HEAT switch – OFF

13 FIRE & OHEAT DETECT button Test

Keyboard Command: N/A
Verify ENG FIRE warning light and OVERHEAT caution light illuminated
when button is pushed.
This checks for continuity of the fire and overheat detection loops.

14 MAL & IND LTS button Test

Keyboard Command: N/A
All cockpit warning, caution and indicator lights should illuminate when the
button is pressed.
Voice Message System (VMS) audio alerts should play in priority sequence
(PULLUP, ALTITUDE, WARNING, etc.). A brief LG warning horn should be
heard prior to the WARNING and CAUTION words.

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15 AVIONICS POWER Panel Set

Keyboard Command: N/A

a. MMC Switch – MMC

b. ST STA Switch – ST STA
c. MFD Switch – MFD
d. UFC Switch – UFC
e. GPS Switch – GPS
f. DL Switch – DL
g. MIDS LVT Knob – On
This applies power to the aircraft’s avionics and begins running built-in-
test (BIT) checks.

16 INS Knob ALIGN NORM

Keyboard Command: N/A
This begins alignment of the INS ring laser gyro navigation system. A
normal alignment takes eight minutes or less to accomplish if the aircraft
remains stationary.
The knob should be set to NAV prior to taxi.
(See INS Alignment for more information.)

17 SNSR PWR Panel Set

Keyboard Command: N/A

a. LEFT HDPT Switch – As Required

b. RIGHT HDPT Switch – As Required
c. FCR Switch – FCR
d. RDR Alt switch – RDR ALT
Set LEFT HDPT to On if an HTS pod is installed on the hardpoint.
Set RIGHT HDPT to On if a targeting pod is installed on the hardpoint.
Radar transmission is inhibited until the aircraft becomes airborne.
Activation of the radar may be delayed until just before takeoff if desired.

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18 HUD Control Panel As Desired

Keyboard Command: N/A
Set switches to display the desired HUD symbology and format.
(Ensure the SYM knob on the ICP is rotated up to increase HUD brightness
as necessary.)

19 C&I Knob UFC

Keyboard Command: N/A
This enables control of primary communications, navigation, and
identification functions from the Upfront Controls (UFC).

20 ECM panel As Required

Keyboard Command: N/A
Set ECM power switch to STBY if an ECM pod is installed on fuselage
station 5 or wing station 4 or 7.

21 Throttle SPD BRK switch Cycle and Close

Keyboard Command: N/A
This verifies proper operation on the speedbrakes. Confirm visually and
monitor speedbrake indicator.

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22 WHEELS down lights Check three green

Keyboard Command: N/A
This indicates all three landing gear are down and locked.

23 SAI Set
Keyboard Command: N/A
Pull and rotate knob to uncage the stand-by attitude indicator.

24 Engine SEC Mode Check

Keyboard Command: N/A

a. ENG CONT switch – SEC

b. SEC caution light – On
c. RPM – Stabilized.
RPM may drop up to 10 percent from PRI value before stabilizing.
Stabilized SEC idle rpm may be up to 5 percent lower than that in
PRI.
d. Throttle - Snap to MIL and then snap to IDLE when rpm reaches 85
percent. Check for normal indications and smooth operation.
e. NOZ POS - 10 percent or less within 30 seconds after selecting SEC
f. ENG CONT switch – PRI
g. SEC caution light – Off
h. NOZ POS – Greater than 94%
This checks engine operation in the Secondary Engine Control (SEC)
mode. This mode is selected in the case of failure of the engine-
mounted digital computer that controls scheduling of engine fuel
flow.

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25 FLCS BIT Initiate and Monitor

Keyboard Command: N/A

a. Flight Controls – Cycle

This is done in preparation for running the Flight Control System
(FLCS) bit check. Maximum SSC inputs remove air bubbles from and
warm the hydraulic fluid.
b. Position BIT switch to BIT.
The RUN light on FLCP illuminates. At successful completion of BIT
(approximately 45 seconds), the RUN light goes off, the BIT switch
returns to OFF, and the FAIL light and FLCS warning light remain off.
A BIT pass message appears on the FLCS MFD page.
Other tasks may be completed while the FLCS BIT runs.

26 FUEL QTY SEL knob Check

Keyboard Command: N/A

a. TEST - FR, AL pointers indicate 2000(±100) pounds and totalizer

indicates 6000 (±100) pounds. FWD and AFT FUEL LOW caution
lights illuminate.
b. NORM - AL pointer indicates approximately 2810 pounds. FR pointer
indicates approximately 3250 pounds.
c. RSVR - Each reservoir indicates approximately 480 pounds.
d. INT WING - Each wing indicates approximately 550 pounds.
e. EXT WING - Each external wing tank indicates approximately 2470
pounds for full tanks.
f. EXT CTR - FR pointer indicates approximately 1800/1890 pounds for
full tank. AL pointer drops to zero.
g. FUEL QTY SEL knob - As desired

27 DBU Check
Keyboard Command: N/A

a. DIGITAL BACKUP switch - BACKUP. Verify that DBU ON warning light

illuminates.
b. Operate controls - All surfaces respond normally.
c. DIGITAL BACKUP switch - OFF. Verify that DBU ON warning light goes
off.
This checks operation of the digital backup software. It is used if problems
arise with the primary FLCS software.

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28 Trim Check
Keyboard Command: N/A

a. TRIM/AP DISC switch - DISC

• SSC TRIM button - Activate in roll and pitch
• No control surface motion
• No TRIM wheel or indicator motion
b. TRIM/AP DISC switch - NORM
• SSC TRIM button - Check and center
• Control surface motion
• TRIM wheel and indicator motion
c. Rudder trim check.
• YAW TRIM knob - Check and center

29 MPO Check
Keyboard Command: N/A

a. SSC - Full forward and hold; note horizontal tail deflection.

b. MPO switch - OVRD and hold; confirm that horizontal tail trailing
edges move farther down.
c. SSC and MPO switch – Release; confirm that the horizontal tail
returns to its original position.

30 EPU FUEL quantity Check 95%–102%

Keyboard Command: N/A
This indicates the percentage of hydrazine remaining.

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31 EPU Check
Keyboard Command: N/A

a. OXYGEN - 100%
b. Engine rpm - Increase 10 percent above normal idle
c. EPU/GEN TEST switch - EPU/GEN and hold. Check lights:
• EPU AIR light – On
• EPU GEN and EPU PMG lights - Off (may come on momentarily
at start of test)
• FLCS PWR lights - On
• EPU run light - On for a minimum of 5 seconds
d. EPU/GEN TEST switch – OFF
e. Throttle – IDLE
f. OXYGEN – NORMAL
This check verifies EPU electrical power is available in case of an
emergency. It may be delayed until just before takeoff if desired.

32 Avionics Program as required

Keyboard Command: N/A
Use the time on the ground as the INS aligns to check and set avionics
systems for the assigned mission. Things to consider include SMS pages
and profiles, radio channels and frequencies, navigation data, bingo fuel
settings, ALOW settings and any other system applicable to the mission.

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TAXI
Whether you have completed a cold start or are starting the mission in a “hot” aircraft, the next step will be to
taxi to the runway.
When ready to taxi, slowly advance the throttle [PgUp] or [Num+] and use the rudder pedals to steer left [Z]
and right [X]. Reduce throttle by pressing [PgDn] or [Num-]. Press [W] to apply wheel brakes.
Nosewheel steering gain is proportional to ground speed. As the aircraft speeds up, the rudder will become less
sensitive when controlling the nosewheel.

1 Canopy Close and Lock

Keyboard Command: [LCtrl]+[C]

2 Altimeter Set and Check

Keyboard Command: N/A
Verify altitude displayed on the HUD matches the altitude on the altimeter.
Check that the altimeter readings in ELECT and PNEU are ±75 feet of a known
elevation and are ±75 feet of one another.

3 Exterior Lights As required

Keyboard Command: N/A

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4 INS Knob NAV

Keyboard Command: N/A
Verify flashing RDY is visible on the INS DED page or flashing ALIGN is visible
on the HUD if full alignment is desired.
See INS Alignment section for details.

5 NWS Engage
Keyboard Command: N/A
Press the Missile Step button on the SSC. The NWS/AR light right of the HUD
should illuminate to indicate NWS is engaged.

6 Throttle Advance
Keyboard Command: N/A
A throttle setting just beyond idle will be required to begin rolling. Return
throttle to idle after desired speed is reached.

7 Brakes and NWS Check

Keyboard Command: N/A
Gently test the brakes and nosewheel steering immediately after the aircraft
begins to move forward.
Heat may build up quickly if brakes are used for an extended period so do not
ride the brakes to control taxi speed. Use one firm application of the toe brakes
to slow the aircraft.

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8 Heading and Flight Instruments Check

Keyboard Command: N/A
Verify aircraft heading updates as the aircraft turns and that all instruments
behave as expected.

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BEFORE TAKEOFF
A series of last-minute checks should be made just prior to entering the runway. Some airfields have arm/de-arm
areas near the runway that may be used to keep the taxiway clear for other traffic. These checks may also be
performed while parked on the taxiway.

1 PROBE HEAT switch PROBE HEAT

Keyboard Command: N/A
This should be done at least two minutes prior to takeoff if icing conditions
exist. Manual activation of probe heat on the ground when icing is not
expected may cause overheat and damage to probe components.
Probe heat is automatically active once airborne.

2 ALT FLAPS Switch Verify NORM

Keyboard Command: N/A

3 Trim Check
Keyboard Command: N/A

a. Pitch and yaw trim - Centered

b. Roll trim - As required
This is a final verification the trim settings are correct for takeoff and have
not been inadvertently changed.

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4 ENG CONT switch Verify PRI (guard down)

Keyboard Command: N/A

5 Canopy Verify closed, locked, light off

Keyboard Command: N/A

6 STORES CONFIG switch As Required

Keyboard Command: N/A
In general:
• CAT I: Air to Air loadouts without external wing tanks.
• CAT III: Air to Ground loadouts, or any loadout with external wing
tanks.

7 Speedbrakes Verify closed

Keyboard Command: N/A

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8 IFF Set and check

Keyboard Command: N/A

9 External Tanks Verify Feeding

Keyboard Command: N/A
Wing external fuel tanks should feed first and have a lower quantity than at
engine start. The internal wing tanks should be full.
If three external tanks are installed, verify that the centerline tank is feeding.
This action checks that pressurization is available to all tanks.

10 FUEL QTY SEL knob NORM

Keyboard Command: N/A
The FUEL QTY SEL knob must be set to the NORM position to allow the
automatic forward fuel transfer system, trapped fuel warning, and for the
BINGO fuel warning computation to be based on fuselage fuel.

11 Flight Controls Cycle

Keyboard Command: N/A
This is to verify freedom of movement and ensure controls are not
obstructed.

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12 OIL Pressure Check

Keyboard Command: N/A
Normal indication is 15–65 psi

13 All warning and caution lights Check

Keyboard Command: N/A
Verify no unexpected indications.

14 TGP Stow (if installed)

Keyboard Command: N/A

Targeting Pod is stowed by selecting STBY on the Targeting Pod Control

Page.
This is done prior to takeoff and before landing to prevent foreign object
damage to components.

15 Ejection safety lever Arm (down)

Keyboard Command: N/A
This arms the ejection seat and allows ejection when the ejection handle is
pulled. This is delayed for as long as possible to prevent inadvertent ejection
on the ground. Egress through other means is usually preferable.

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TAKEOFF
Once lined up for takeoff on the directed runway, perform a final run-up check:

1 Brakes Hold
Keyboard Command: N/A

2 Parking Brake Verify disengaged

Keyboard Command: N/A

3 Throttle 90% RPM

Keyboard Command: N/A
Check for normal engine indications:
• HYD/OIL PRESS warning light – Off
• OIL pressure – 25-65 psi (must increase as RPM increases)
• FTIT – 935⁰ C or less
• HYD PRESS A & B – 2850-3250 psi

4 Brakes Released
Keyboard Command: N/A

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5 Throttle Advance to desired thrust

Keyboard Command: N/A
Engine FTIT and RPM should stabilize within 5-15 seconds while on the takeoff
roll. Check for normal acceleration and normal engine indications.

6 NWS Disengage at 70 Knots

Keyboard Command: N/A

Gently pull back on the SSC and establish takeoff attitude (8–12°) at approximately 10 knots below takeoff speed
for MIL power or 15 knots below takeoff speed for AB.
Acft Weight 20,000 24,000 28,000 32,000 36,000 40,000 44,000
(lbs)
TO Speed 128 142 156 168 178 188 198
(KIAS)

Low SSC pressures are needed for rotation. Pulling back on the SSC early may lead to uncontrollability due to
early lift-off at low speed and increase the distance needed to take off.
Ensure a positive rate of climb is established and raise the landing gear. The trailing edge flaps retract at the
same time as the landing gear and may cause the aircraft to settle and scrape the runway when lift is lost.
The landing gear should be up and locked before exceeding 300 knots. Higher airspeeds may detach wiring and
other components or cause structural damage to the landing gear doors.

Crosswind Takeoff
When taking off in a crosswind, the aircraft will want to weather-vane into the wind (turn into the wind). This
will have the result of raising the upwind wing. To counteract, use a slight amount of left or right SSC pressure
into the wind direction. This will help keeping the wing level. Slight rudder inputs may be required to keep a
straight takeoff roll down the center of the runway.
During rotation, be careful to smoothly blend rudder input to establish a proper crab angle into the wind. With a
proper crab angle, the Flight Path Marker (FPM) should be aligned down the runway when becoming airborne.

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NORMAL FLIGHT
There are no specific procedures to follow once airborne. You will need to rely on your own understanding of
aircraft systems and basic flight to keep the aircraft in one piece and accomplish the mission.

In-Flight Checks
At frequent intervals, check the aircraft systems, engine instruments, cockpit pressure, and oxygen flow indicator
and system operation. Monitor fuel in each internal and external tank to verify that fuel is transferring properly
by rotating the FUEL QTY SEL knob and checking that the sum of the pointers and totalizer agree, and that fuel
distribution is correct.

Trimming the Aircraft

The Flight Control System (FLCS) does a great job of maintaining aircraft trim but there are some situations that
require manual trimming of the aircraft. When out of trim, the aircraft may tend to pitch, roll or yaw (roll being
the most common).
The trim switch is used to move the Side Stick Controller (SSC) to a new “neutral “position. For example: if the
nose wants to raise, apply nose down trim that will move the neutral point forward to a new position. This relieves
the required effort of maintaining continuous pressure on the SSC to maintain level flight when out of trim.

Trim Switch

The most common need for trim is when stores are released that cause an asymmetric configuration. For example,
releasing a bomb from a left wing station but not the right will cause a roll to the right, in the direction of the
heavier wing. Roll trim will be required for the aircraft to maintain wings level flight with no stick input.

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AIR REFUELING
Some missions may require air refueling to ensure the aircraft has enough fuel to reach the target and return
safely to base. Even if more fuel is not required, it may be wise to top off your tanks to allow more options in the
target area, like a low altitude, high speed ingress or more liberal use of the afterburner.
Tanker locations will typically be noted in the mission briefing or displayed on the Mission Planner screen. Tankers
are also equipped with air-to-air TACAN to help with the rendezvous. If in doubt, you may also request a vector
to the nearest tanker from AWACS.

Announce your intent to refuel before approaching the tanker using the communications menu.

The tanker will respond with their current altitude and airspeed and clear you to the pre-contact position. Continue
to fly the rendezvous using radar or TACAN as a guide.
The following steps should be taken to make the aircraft safe before approaching the tanker.

1 MASTER ARM Switch OFF

Keyboard Command: N/A

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2 LASER ARM Switch OFF

Keyboard Command: N/A

3 Emitters OFF/STBY
Keyboard Command: N/A
Radiation from emitters like ECM, Radar or Radar Altimeter may present a
hazard to tanker aircraft and personnel. Use them during the rendezvous
if required but turn them off prior to reaching the pre-contact position.
This can be done using the individual panels for each system or with the
RF Switch. When set to SILENT, all radiation from the aircraft is disabled,
to include the radar, radar altimeter, data link, TACAN transmit, and ECM.
In QUIET mode though, the radar, TACAN, and data link transmit but all
other emissions are inhibited.

Take the following steps to configure the aircraft for refueling.

4 AIR REFUEL Switch Open

Keyboard Command: N/A
This should be done 3-5 minutes prior to refueling with external fuel tanks
to depressurize the tanks and allow them to be filled.
Flight control gains change to takeoff and landing settings to allow fine
control.

5 AR status light Verify RDY

Keyboard Command: N/A

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6 HOT MIC / CIPHER switch HOT MIC

Keyboard Command: N/A
This allows direct communication through the refueling boom.

7 Exterior lights As required

Keyboard Command: N/A
At night, exterior lights should be set to DIM and STEADY settings and
the Anti-Collision light should be set to OFF.

8 Bingo DED Page Monitor

Keyboard Command: N/A
As a technique, you may choose to display the Bingo page on the DED
by selecting LIST→2 on the ICP. Your total fuel load will be displayed.
This allows you to verify you are tasking fuel without going heads-down
to the fuel quantity indicator.

Take the pre-contact position directly behind the boom and report you are ready to refuel.

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The boom operator will clear you to the contact position. Use small, smooth control inputs, and add a very slight
amount of throttle. Be patient and allow that power change to move you forward.
Allow the boom to pass just left or right of the canopy, about 2-3 feet above your head. This serves as a good
first check that you are at the proper height relative to the tanker. Continue to move slowly forward, maintaining
alignment with the yellow stripe painted on the bottom of the tanker.
Fly formation on the tanker and allow the boom operator to fly the boom into the refueling receptacle behind the
cockpit on your aircraft. Use the director lights on the bottom of the tanker to maintain a position within the limits
of the boom.

Centerline Stripe

D - Down F - Forward

A - Aft
U - Up

The lights are directive, meaning they tell you the direction to travel and not your current position. In other
words, preface the D, U, F and A with the word “go”. If the light moves toward the D, go down; if it moves
toward the U, go up. If the light moves toward the A, go aft; if it moves toward the F, go forward.
The boomer will announce ‘contact’ and ‘you are taking fuel’ when the connection is established. The AR/NWS
light next to the HUD will illuminate. Monitor your fuel transfer on the DED or Fuel Quantity indicator.
It is likely you will unintentionally disconnect at some point in the process, especially on your first few attempts.
If this happens, return to the pre-contact position, and try again.
Perform the following steps when refueling is complete.

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1 Missile Step button on Side Stick Controller Press

Keyboard Command: N/A
This unlatches from the boom.
Verify the DISC light is illuminated next to the HUD.

2 AIR REFUEL Switch CLOSE

Keyboard Command: N/A

3 HOT MIC / CIPHER switch OFF

Keyboard Command: N/A

4 Fuel Quantity Check

Keyboard Command: N/A
Verify proper transfer and balance after refueling is complete.

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5 AR Status Lights All OFF

Keyboard Command: N/A

6 Emitters As Required
Keyboard Command: N/A
Emitters like ECM, Radar or Radar Altimeter were turned off prior to
refueling. If this was done on the individual cockpit panels, set them back
to the desired positions.
If this was done using the RF Switch, set the switch to the desired
position.

7 MASTER ARM Switch As Required

Keyboard Command: N/A

8 LASER ARM Switch As Required

Keyboard Command: N/A

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9 Exterior lights As Required

Keyboard Command: N/A

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DESCENT/BEFORE LANDING
Configure the aircraft in preparation for landing the aircraft.

1 Fuel Check quantity/transfer/balance

Keyboard Command: N/A

2 Landing Light On
Keyboard Command: N/A

3 Altimeter Set and Check

Keyboard Command: N/A
Verify altitude displayed on the HUD matches the altitude on the altimeter.
Check that the altimeter readings in ELECT and PNEU are ±75 feet of a
known elevation and are ±75 feet of one another.

4 Attitude references Check

Keyboard Command: N/A
Attitude indications for ADI, HUD and SAI should agree.

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5 ANTI ICE Switch As required

Keyboard Command: N/A

6 TGP Stow (if installed)

Keyboard Command: N/A
Targeting Pod is stowed by selecting STBY on the Targeting Pod Control
Page.
This is done prior to takeoff and before landing to prevent foreign object
damage to components.

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LANDING
After completing a sortie, perhaps the most challenging part may still await you… the landing.

7 1

1. Initial Approach. Align the aircraft with the landing runway at 1,500 feet above ground level (AGL) and
300 knots calibrated airspeed (KCAS).
2. Overhead Break. Break left or right over the desired touchdown point, set throttle to about 80% RPM,
and open the speedbrakes. Fly the break at about 70 deg of bank and 3-4 G. Align the HUD Flight Path
Marker with the Horizon Line to maintain a level turn.
3. Downwind Leg. Roll out on the downwind leg opposite the landing heading at about 200-220 KCAS and
1,500 feet AGL. Extend the landing gear and confirm three green gear down indications. Reduce speed as
required to prevent excessive airspeed buildup in the base turn and trim to an angle of attack (AoA) of 11°.
4. Base Turn. Initiate the base turn when abeam the rollout point. Estimate this position by starting the turn
when the wingtip is at the end of the runway when viewed from the cockpit. Lower the nose to 8–10° and
fly the turn at 11° AoA.
5. Final Turn. Use the throttle to control airspeed while using the Side Stick Controller (SSC) maintain 8–10°
nose low and 11° AoA through the turn. Roll out on final and raise the nose to maintain proper glide path.
The goal is to roll out in line with the runway at approximately 300 feet AGL one mile from the touchdown
point. Align the HUD flight path marker and 2.5° pitch ladder with the runway threshold to ensure proper
glidepath while maintaining 11° AoA.

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6. Short Final. When over the overrun, the portion of the runway before the primary surface starts, shift the
flight path marker forward to a point 300-500 down the runway. Gently pull back on the SSC to flare and
reduce the descent rate but do not level off. Pull the throttle back to idle and touchdown with a maximum
AoA of 13°. More than 15° during the landing roll-out may cause the speedbrakes or engine nozzle to contact
the runway so use gentle SSC inputs to avoid overcontrolling the aircraft.
7. Roll-Out. Maintain 13° nose-up attitude for two-point aerodynamic braking until the airspeed has reduced
to approximately 100 knots. Reduce back pressure on the SSC and lower the nosewheel to the runway.
Open the speedbrakes fully and maintain full aft pressure on the SSC for maximum braking effectiveness.
Apply moderate to heavy braking to slow the aircraft. Engage nosewheel steering when below 30 knots
unless it is required earlier to prevent departure from the runway.

Crosswind Landing
When landing in a crosswind, maintain wings-level and allow the aircraft to crab through touchdown.
At touchdown, quickly correct with rudder to maintain alignment down the runway. After touchdown, the aircraft
will want to weathervane into the wind, so compensate with rudder use or differential braking. A small amount
of left or right pressure on the SSC into the wind direction may be required to help keep the wings level.
Perform the landing roll-out as described above but maintain two-point aerobraking until below 100 knots or
aircraft control becomes a problem.
High rudder pedal force may cause an abrupt yaw as nosewheel steering is engaged. Center the rudder before
engaging nosewheel steering if possible.

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AFTER LANDING
When the aircraft is safely back on the ground it is time to start powering down systems and preparing for
shutdown. These tasks may be performed as the aircraft taxis clear of the runway. They may also be performed
in the arm/de-arm areas if desired.

1 PROBE HEAT switch Verify OFF

Keyboard Command: N/A
Manual activation of probe heat on the ground when icing is not expected
may cause overheat and damage to probe components.

2 ECM Power OFF

Keyboard Command: N/A

3 Speedbrakes Close
Keyboard Command: N/A

4 Ejection safety lever Safe (up)

Keyboard Command: N/A
The ejection seat is safed after landing to prevent inadvertent ejection. A
ground egress is usually preferable to ejection in an emergency on the
ground.

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5 IFF MASTER knob STBY

Keyboard Command: N/A

6 LANDING / TAXI light As required

Keyboard Command: N/A

7 Armament Switches OFF

Keyboard Command: N/A
This should be accomplished before ground personnel approach the
aircraft.

8 Avionics Off
Keyboard Command: N/A
This may be delayed until stopped at the parking location if you wish to
record data or maintain INS alignment.

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ENGINE SHUTDOWN
Perform the following after coming to a stop in the parking location. This is much simpler than aircraft start-up
because the order is less critical and proper operation of the systems are not being checked.

1 Throttle Off
Keyboard Command: [RShift]+[End]
This terminates ignition and shuts off the fuel supply to the engine. The
engine spools down and the generator drops offline. Caution and Warning
lights are to be expected.

2 JFS RUN light Confirm Off

Keyboard Command: N/A

3 EPU GEN and EPU PMG lights Confirm off

Keyboard Command: N/A
Check after main generator power drops offline. Lights on may indicate
impending activation of the EPU and a hazardous condition.

4 MAIN PWR switch Off

Keyboard Command: N/A
Delay placing MAIN PWR switch to OFF until after engine rpm decreases
through 20 percent. This delay should allow the exhaust nozzle to remain
open and makes it easier for the crew chief to accomplish the post flight
inspection.

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5 OXYGEN REGULATOR Off and 100%

Keyboard Command: N/A
This closes the regulator valve and prevents damage from foreign objects
or small particles entering the system.

6 Canopy Open
Keyboard Command: [LCtrl]+[C]

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NAVIGATION
NAVIGATION

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INS ALIGNMENT
This section’s revision is currently a work-in-progress.
The inertial navigation system (INS) is the primary navigation system of the F-16C and provides accurate attitude,
navigation, and vertical and horizontal steering information. The Upfront Controls (UFC) are the primary interface
device to the INS. In this Navigation chapter we will discuss the practical application of using the INS for
navigation purposes.
The navigation system can be aligned by a variety of methods on the ground or in the air. This is started by
positioning the INS knob on the Avionics Power panel to the desired position. The INS knob is set to NAV when
the alignment is complete.

The Normal (NORM) Alignment is the primary alignment mode. The NORM alignment requires approximately
eight minutes to fully accomplish.
The Stored Heading (STOR HDG) Alignment allows for a quick alignment in 90 seconds or less in some
conditions. This can only be used if the aircraft has been set up specifically for this alignment beforehand.
An Inflight Alignment (INFLT ALIGN) places the INS in ATT mode and performs an in-flight alignment. The
pilot must hold the aircraft steady and level during this process.
In Attitude (ATT) mode, only attitude and heading information is given to the avionics.

Normal Gyrocompass (NORM) Alignment

A full INS alignment in the NORM position should be accomplished prior to every flight. This is normally started
just after engine start and avionics power-up to allow time for the full alignment to complete prior to taxi.
1. Position the INS knob to the NORM position.
This begins the INS alignment and calls up the INS page on the DED. The progress of the alignment may
be monitored from here.

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Time into Alignment Alignment Status

Latitude

Longitude

System Altitude
Ground Speed
True Heading

Time into Alignment. This is the elapsed time in minutes and decimal seconds since the INS alignment
began.
Alignment Status. This is an estimate of the alignment quality. Values count down from 99 with the
following meanings:
• 99 – Initialization
• 90 – Valid attitude data, coarse align begins
• 79 – Valid heading data
• 70 – Degraded navigation state, steady RDY displayed on DED, steady ALIGN displayed on HUD
• 60-20 – Circular error probability (CEP) multiplier compared to fully aligned state; 60 = 6.0 times normal
CEP, 20 = 2.0 times normal CEP
• 10 – INS fully aligned, RDY flashes on DED, ALIGN flashes on HUD
• 6 – INS fully aligned and enhanced to 0.6 times normal precision with GPS data or other techniques
Latitude. Latitude of start position.
Longitude. Longitude of start position
System Altitude. Altitude used by the fire control computer for air to ground weapons delivery
True Heading. Last known true heading or heading derived during alignment
Ground Speed. Current ground speed.
2. Enter the latitude, longitude, and altitude for the starting location.
The last known coordinates and estimate of altitude are displayed when the alignment begins, however the
data must be re-entered even if it is still correct.
If the data is accurate, use the DCS switch to highlight each line and press ENTR for each in turn. If the
data is not accurate, enter the correct data for each field with the ICP keypad.

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Failure to enter the data will flag the alignment as degraded and not allow important monitoring functions
to take place. Navigation, weapons delivery and targeting pod pointing errors may also result.
The alignment will stop and start again if the data is entered later than two minutes into the alignment.
3. Monitor alignment progress and switch INS knob to NAV.
The RDY on the DED and ALIGN on the HUD will begin to flash when the alignment is complete. This should
happen in 8 minutes or less. Position the INS knob to NAV to accept the alignment.

Alignment Status

Stored Heading (STOR HDG) Alignment

A Stored Heading alignment option is available to allow a faster INS alignment in certain situations. This can be
useful for “scramble” missions or for situations when your playtime is limited.
This alignment assumes a full gyrocompass alignment was already performed before the aircraft was last shut
down and the aircraft has not been moved. The previously computed true heading is stored in the Inertial
Navigation Unit (INU), a component of the INS, and is used to give the alignment process a head start. The new
alignment should take about 90 seconds.
1. Position the INS knob to the STOR HDG position.
This begins the INS alignment and calls up the INS page on the DED. The progress of the alignment may
be monitored from here just as on a normal alignment.
Time into Alignment Alignment Status

Latitude

Longitude
System Altitude
Ground Speed
True Heading

2. Verify, but do not enter, the latitude, longitude, altitude, and true heading for the starting
location.
3. Monitor alignment progress and switch INS knob to NAV.
The RDY on the DED and ALIGN on the HUD will begin to flash when the alignment is complete. This should
happen in about 90 seconds. Position the INS knob to NAV to accept the alignment.

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Alignment Status

Inflight (INFLT) Alignment

It is possible to lose your INS alignment inflight due to electrical failure, battle damage or switchology errors. A
new alignment may be obtained while airborne provided the INS is functional and GPS data is available. If GPS
is not available, the inflight alignment will not complete.
1. Position the INS knob to OFF for 10 seconds.
2. Maintain straight, level and unaccelerated flight.
3. Position the INS knob to the INFLT position.
This begins the inflight INS alignment and calls up the INFLT ALIGN page on the DED. No action or data
entry is required on this page if GPS data is available. An initial heading may be entered based on magnetic
compass reading or other outside sources, but this is not required.

Initial Heading

The STBY mnemonic will replace the max G indication in the HUD, showing that coarse alignment of the
inertial platform is in progress. Horizon line, pitch ladders and compass information may be displayed but
will not be accurate.

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Alignment Status

4. Maintain straight, level and unaccelerated flight for approximately one minute, until ALIGN
appears in the HUD.

Alignment Status

This indicates that coarse alignment is complete and fine alignment is in progress. Attitude information
becomes available in the HUD and ADI, and the aircraft may be maneuvered normally.
Shortly after attitude information appears, the flight path marker, steering cue, aircraft heading, and HSI
navigation data become available. Reliability of the data increases as the alignment progresses.\
5. Switch INS knob to NAV after Max-G replaces ALIGN in the HUD.
Replacement of ALIGN with Max-G shows that the alignment is complete. The mission may proceed normally
from there.

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Max-G

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NAVIGATION FIXES AND UPDATES

This section’s revision is currently a work-in-progress.

NAV Page
This page shows the status and health of the navigation system. It is accessed by selecting option (4) NAV from
the LIST menu. Cycle between the NAV STATUS and NAV COMMANDS page by toggling the DCS right to SEQ.

System Accuracy

GPS Accuracy

Mission Duration
GPS Key Status

Nav Filter Mode

GPS Reset
GPS Zeroize

System Accuracy. This is an estimation of total nav system accuracy. Possible options are HIGH (less than 50
ft), MED (less than 600 ft), or LOW (greater than 600 ft).
GPS Accuracy. This is an estimation of GPS system accuracy. Possible options are HIGH (less than 300 ft), LOW
(greater than 300 ft), and NO TRK (no satellites tracked).
Mission Duration. This is an enterable number that represents the desired number of consecutive days of GPS
keys. This affects the GPS Key Status listed below.
GPS Key Status. The validity of loaded GPS keys for the number of entered days. Possible options are KEY
VALID (valid daily keys), KEY INVALID (invalid daily keys), INSUFF KEYS (insufficient keys for entered mission
duration), KEY NOT VERIFIED (key validity unknown), EXPIRE AT 2400 HRS (keys expire at next midnight GMT),
Blank (no keys loaded).
Nav Filter Mode. Navigation system GPS filter mode. Toggles between AUTO (GPS data is integrated with INS
data using a Kalman filter) or INS (GPS data is ignored and only INS data is used).
GPS Reset. The GPS Receiver may be reset by highlighting this field and pressing the M-SEL (0) button on the
keypad.
GPS Zeroize. The GPS data may be erased (zeroized) by highlighting this field and pressing the M-SEL (0) button
on the keypad. This erases crypto data from the GPS and INS memory.

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MAGV Page
This page allows manual entry for Magnetic Variation, or number of degrees between magnetic north and true
north. This data is used by the aircraft navigation system. It is accessed by selecting option (0) MISC from the
LIST menu, then pressing 2 to select the MAGV page.

Two options are available: AUTO (automatic) and MAN (manual). These may be toggled by pressing any
number key on the ICP or positioning the DCS Switch right to SEQ.
In AUTO, magnetic variation is set based on values stored in the navigation system for the aircraft location. In
MAN, a new value may be entered manually by highlighting the field and entering the desired value.

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STEERPOINT NAVIGATION
This section’s revision is currently a work-in-progress.

HUD Indication
You can view your current heading on the top or bottom of the HUD, depending on the selected master mode.
The heading scale shows your current magnetic heading indicated by the central caret.
The Steering Cue shows the heading to your selected steerpoint. If you turn the aircraft to align the Flight Path
Marker with the Steering Cue, you will be flying to your steerpoint.

Flight Path Marker

Steering Cue

Steerpoint Symbol

Magnetic Heading

Horizontal Situation Display (HSD) Indication

When there is an active steerpoint, it will be displayed on the HSD as a solid circle. Other steerpoints will be
displayed as empty circles with lines connecting them all to show the route. The ownship marker shows your
aircraft’s current position.

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Navigation Route Steerpoints

Selected Steerpoint

Ownship Marker

Horizontal Situation Indicator (HSI) Indication

The HSI is your primary gauge to assist in navigation to steerpoints, TACAN beacons, and radio beacons. While
you will likely be using HUD symbology for most of your navigation purposes, a firm understanding of the HSI is
necessary for access to additional navigation data that is not present on the HUD or DED displays, and in case of
battle damage.

Lubber Line

Range Indicator
Course Indicator

To - From Indicator
Bearing Pointer

Course Pointer Course Deviation Indicator

Heading Bug

Aircraft Symbol
Compass Card
Course Deviation Scale
Course Set Knob
Heading Set Knob

Current Mode

Mode Selector

Compass Card. Arrayed around the periphery of the HSI, this is a compass that rotates such that the top of the
compass indicates the aircraft’s magnetic heading.

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Aircraft Symbol. In the center of the gauge is the aircraft symbol that always remains static. All HSI displays
reference this symbol.
Lubber Line. This is a fixed line that runs from the aircraft symbol to the top of the gauge. This line represents
current aircraft heading in relation to the compass card.
Range Indicator. Indicating range in nautical miles, this three-place drum indicator provides slant distance from
your aircraft to the selected steerpoint or TACAN station.
Bearing Pointer. This arrow-shaped indicator moves around the outside of the compass card and points to the
selected steerpoint or TACAN station. Located 180° from the Bearing Pointer head is the tail that represents the
reciprocal bearing.
Heading Set Knob. Located in the lower left portion of the gauge, when rotated, this knob allows you to set
the position of the Heading Marker on the compass card.
Heading Bug. Shown as two thick lines on the outside of the compass card, this marker can be moved around
the compass card using the Heading Set Knob. After being set, this marker rotates with the Compass Card to
provide a heading to the selected magnetic bearing.
Course Set Knob. Positioned in the lower right corner of the gauge, this knob, when rotated, allows you to set
the course numeric in the Course Selector Window and move the course pointer around the compass card.
Course Indicator. This window displays the course set using the Course Set Knob numerically in degrees.
Course Pointer. Set by the Course Set Knob, these two lines represent the set course and reciprocal course on
the compass card.
Course Deviation Indicator. This line that runs through the center area of the gauge provides an indication
of how accurately you are flying on the set course line. When the line runs through the aircraft symbol in the
center of the gauge, you are on course. If it is to either side, you need to correct your heading to place the
aircraft back on the course line.
To-From Indicator. These two triangles along the intended course line indicate the course the aircraft will fly
to or away from the selected TACAN station or steerpoint.

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TACAN NAVIGATION
This section’s revision is currently a work-in-progress.
The Tactical Air Navigation (TACAN) system is a world-wide array of omni-directional beacons with unique
frequency codes used primarily by military aircraft. Civilian aircraft use a similar system called VOR’s (VHF omni-
direction Beacon) on a different frequency range. Many VOR stations are collocated with a TACAN. These stations
broadcast both signals so they can be used by military and/or civilian aircraft. These stations are known as
“VORTACS”.
TACAN beacons can not only be set on the ground, but they can also be attached to aircraft and even ships
(aircraft carriers). TACAN serves as a useful means to quickly navigate to a defined location.
The TACAN is part of the MIDS terminal and must be activated by rotating the MIDS LVT knob on the Avionics
Power Panel to the ON position. TACAN audio tone volume is controlled on the AUDIO 2 panel.

The currently selected TACAN station is always displayed on the bottom right of the CNI DED page. You can see
station 1X is selected in this example.

Before navigating using TACAN though, you will want to do the following:

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T-ILS page
1. To select a new station, press the T-ILS priority function button on the ICP. That displays the TACAN/ILS
page on the DED. Information on the TACAN system is displayed on the left half of the page.

2. On the ICP, toggle the DCS switch down to highlight the CHAN field. Use the ICP keypad to type in the new
channel. Press ENTR to accept the changes.
In this example, channel 25 is entered. The system has identified it as beacon GTB, a TACAN station at
Tbilisi.

3. If required, you may change the band by typing 0 (M-SEL) into the CHAN field or scratchpad and pressing
ENTR. This toggles the band between X and Y.

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4. On the ICP, toggle the DCS right to cycle through the following options: REC, T/R, A/A REC, or A/A TR.
REC. The TACAN operates in receive mode only and provides bearing, course deviation, and station
identification.
T/R. The TACAN acts in a transceiver mode (send and receive) and provides bearing, range, deviation, and
station identification. This will be your most common selection.
A/A REC. TACAN operates in Air-to-Air mode and can only receive bearing, course deviation and station
identification for a TACAN-equipped aircraft.
A/A T/R. TACAN operates in Air-to-Air transceiver mode and provides bearing, range, deviation, and station
identification with a TACAN-equipped aircraft.
In most cases, you will keep the TACAN set to the T/R mode.

5. Toggle the DCS left to RTN. This will return you to the CNI page where your new TACAN channel is displayed
at the bottom right.

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Navigate to Selected TACAN Station

Once a valid TACAN station has been entered on the DED, the station is within operative range, steering
information is available on the HSI.
Press the Mode selector until TCN is displayed in the Current Mode field. Operation is identical to steerpoint
navigation except the bearing pointer points to the TACAN station instead of the steerpoint.

Lubber Line

Range Indicator
Course Indicator

To - From Indicator
Bearing Pointer

Course Pointer Course Deviation Indicator

Aircraft Symbol

Course Deviation Scale

Compass Card
Heading Marker
Course Set Knob
Heading Set Knob

Current Mode

Mode Selector

Note: TACANs are considered reliable for only 130 nm, so the maximum distance between TACAN stations is
generally 260 nm.

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INSTRUMENT LANDING SYSTEM (ILS)

This section’s revision is currently a work-in-progress.
The landing approach using the Instrumented Landing System (ILS) is generally used under Instrument Flight
Rules (IFR) conditions due to night or bad weather. When used, the ILS provides vertical and horizontal steering
information to help you fly down the correct glide slope and heading to a safe landing. The ILS frequency is set
using the Upfront Controls (UFC) and ILS steering is selected on the HSI. Steering information is then presented
on the HUD, ADI and HSI instruments. The ILS provides steering for a straight in approach.
In addition to the instrument indications, the ILS has a localizer audio signal. The ILS provides an audio cue when
flying over either the outer or inner marker beacons. You can control the audio levels on the Audio 2 control
panel.
Most, but not all runways, allow landings from either direction but will depend on the wind direction. The ILS
system should be used for the appropriate landing runway as directed by ATC.
The ILS system must be activated by rotating the ILS knob on the Audio 2 Control Panel out of the OFF position.

The ILS operates between 108.1 and 111.95 MHz. The frequency for any runway equipped for ILS may be seen
on the Mission Planner map before mission start or in-game using the F10 map view. Click any airfield and the
information will be displayed.

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In the next example, we will set the system up for a landing at Vaziani runway 31, using frequency 108.75.

T-ILS page
1. To select a new station, press the T-ILS priority function button on the ICP. That displays the TACAN/ILS
page on the DED. Information on the ILS system is displayed on the right half of the page.

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2. On the ICP, toggle the DCS switch down to highlight the FREQ field. Use the ICP keypad to type in the new
frequency.
Press ENTR to accept the changes.
3. Then, toggle the DCS switch down to highlight the CRS field. Use the ICP keypad to type in the localizer
course.
Press ENTR to accept the changes.

In this example, we set the system up for a landing at Vaziani runway 31, using frequency 108.75. CMD STRG is
highlighted indicating the ILS signal is being received.

Navigate with ILS Glide Slope and Localizer

Once a valid ILS station has been entered, the station is within operative range, and ILS is selected as the activate
navigation mode, you will be provided steering information on the ADI and HSI to the selected station (much like
TACAN).
Selecting one of the PLS (Precision Landing System) modes on the HSI is required before ILS deviation data
(localizer and glide slope) can be displayed on the HSI, HUD, and ADI.

HUD Indications
The HUD also shows your position in relation to the glideslope. Command Steering guidance is also provided if
CMD STRG is highlighted on the ILS DED page.

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Localizer and Glideslope

Deviation Command Steering

Flightpath Marker

Command Steering Symbol. This symbol will be displayed on the HUD to guide you through the approach
when valid localizer data is received. A tic mark appears on the symbol when nearing the center of the glideslope
to indicate the pitch steering data is valid.
Localizer and Glide Slope Bars. These bars serve the same function as those on the ADI. When the horizontal
bar is centered on the Flight Path Marker (FPM), you are flying down the glide slope projected by the ILS
vertical steering component. If the bar is above the center of the FPM, it indicates that you are below glide slope
and you need to increase altitude. The vertical localizer bar indicates if you are left or right of runway alignment.
If the bar is right of FPM center, fly to the right to center it. For a proper glide slope approach, you want the two
bars centered and forming a perfect cross on the FPM (aka “center the bars”).

ADI Indications
The ADI provides indications that show your position in relation to the glideslope.

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Glideslope Localizer and Glideslope Deviation

Deviation Scale

Glideslope
Indicator

Localizer and Glide Slope Deviation. When the horizontal bar is centered on the ADI, you are flying on glide
slope. If the bar is above the center of the ADI, it indicates that you are below glide slope and you need to
increase altitude. The vertical localizer bar indicates if you are left or right of runway alignment. If the bar is right
of ADI center, fly to the right to center it, then resume localizer course. For a proper glide slope approach, you
want the two bars centered and forming a perfect cross on the ADI (aka “center the bars”).
Glide Slope Deviation Scale and Glide Slope Indicator. Located along the left side of the ADI, this fixed
scale and moving caret indicator displays the position of the glide slope in relation to the aircraft. Basically, the
caret is the glide slope. If it is high, you are low. For example: if the caret is on the bottom dot, you are above
the glide slope. The common terminology would be “you are 2 dots high”. Conversely, if the caret is on the first
dot above middle you are below the glide slope. The term would be “you are 1 dot low”. It is a general rule that
if you go more than 1 dot low or more than 2 dots high you go missed approach and try again.
Glide Slope and Localizer Warning Flags (not visible). When displayed, this indicates that there is a
problem in receiving adequate ILS glide slope or localizer signal.

HSI Indications
Press the Mode Select button on the HSI until either PLS NAV or PLS TCN mode is displayed.

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Manually Selected Course

Range to STPT or
TACAN

STPT or TACAN Bearing

Localizer Deviation
Indicator Course Pointer

PLS Mode Indicator

Mode Selector

Operation is identical to steerpoint navigation except the bearing pointer points to the ILS localizer instead of the
steerpoint.

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AUTOPILOT
This section’s revision is currently a work-in-progress.
The two autopilot switches allow you to set and hold pitch and roll. Any combination of switch settings may be
used.

PITCH – ALT HOLD. This maintains the aircraft at a constant altitude. The autopilot will attempt to maintain
the current altitude from when the switch is set but may not be able to capture the desired altitude if the aircraft
is in a climb or dive. An altitude within the control authority of the autopilot will be commanded. The altitude may
be changed by pressing the paddle switch, flying to a new altitude, and releasing the paddle switch.
PITCH – ATT HOLD. This maintains the aircraft’s current pitch attitude, nose up or nose down. The autopilot
will not engage if the pitch angle exceeds ±60°, however, the switch may remain engaged. The Side Stick
Controller (SSC) may be used to change the attitude in this mode.
ROLL – HDG SEL. This causes the aircraft to fly the heading selected on the HSI. Roll commands are limited to
a 30° bank or a 20° per second roll rate to capture the desired heading. The autopilot will not engage if the roll
angle exceeds ±60°, however, the switch may remain engaged.
ROLL – ATT HOLD. This maintains the aircraft’s current roll attitude. The autopilot will not engage if the roll
angle exceeds ±60°, however, the switch may remain engaged. The SSC may be used to change the attitude in
this mode.
The switches are held in place until they are returned to the OFF position or any of these situations occur:
• air refueling door opened
• alt flaps extended below 400 knots
• A/P FAIL PFL
• AoA exceeds 15°
• DBU on
• landing gear extended
• low-speed warning
• MPO switch in OVERRIDE
• STBY GAIN PFL
• TRIM/AP DISC switch set to DISC
Holding the paddle switch presses disengages the autopilot until the switch is released.

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RADIO COMMUNICATIONS
RADIO COMMUNICATIONS

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RADIO COMMUNICATIONS
The F-16C is equipped with an AN/ARC-164 UHF radio and an AN/ARC-222 VHF radio. These radio systems
primarily function as the pilot’s voice communications system with other flight members, allied aircraft, ground
forces, and air traffic control. The radios also function as a data exchange system for the Improved Data Modem
(IDM) datalink system.

VHF Antenna

Upper UHF/IFF Antenna

Lower UHF/IFF Antenna

AN/ARC-164 & AN/ARC-222 Radio Antenna Locations

The ARC-164 is a UHF AM radio that can transmit/receive AM radio signals between 225.000 to 399.975 MHz.
The UHF radio is also capable of HAVE QUICK frequency hopping as an electronic counter-countermeasures
(ECCM) technique and includes an auxiliary GUARD receiver for monitoring 243.000 MHz. Radio transmissions
can be selectively routed through either the upper or lower UHF antennas, mounted to the center fuselage, which
are shared with the AN/APX-113 Advanced IFF transponder/interrogator system. (See ANT SEL switches for more
information.)
The ARC-222 is a VHF AM/FM radio that can receive AM radio signals between 108.000 and 115.975 MHz, and
transmit/receive AM radio signals between 116.000 and 151.975 MHz or FM radio signals between 30.000 MHz
and 87.975 MHz. The VHF radio antenna is embedded within the leading edge of the vertical tail surface.
Both radios in the F-16C are capable of supporting secure radio encryption and may be pre-programmed with up
to 20 unique radio channels for efficient communications, however manually tuning of individual frequencies is
also possible.
The primary radio interface for both radio systems is through the Upfront Controls (UFC), with a dedicated DED
page for each radio system. However, in the event of a main power failure or a failure within the UFC itself, the
UHF can also be controlled through a backup control panel located on the left console.
(The IDM, radio encryption, and frequency hopping functions are not implemented in DCS: F-16C Viper.)

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Upfront Controls
The Upfront Controls are available when the C & I knob is set
to the UFC position on the IFF control panel. During normal
operations, the Upfront Controls are used for communications
functions. In the event there is a failure with the Upfront
Controls, the C & I knob can be set to the BACK UP position,
which allows control of the UHF radio through the use of the
UHF Backup control panel.
Note that even when the C & I knob is set to the UFC position,
if the aircraft is operating on battery power only, control of the
UHF radio will revert to the UHF Backup control panel. This is
commonly used to communicate with the appropriate air traffic
control (ATC) agencies prior to engine start.

UHF & VHF Pages

The UHF and VHF DED pages are accessed by pressing the COM 1 or COM 2 override buttons (respectively) on
the ICP, regardless of the currently displayed DED page. Pressing the same button a second time will return the
DED to the previous page. The UHF and VHF pages function identically, with the exception of the DCS SEQ
position, which has no function on the VHF page.

4. Radio Mode/Power Status

1. Active Channel/Frequency
5. DED Asterisks

2. Preset Channel Number

6. Scratchpad

3. Preset Channel Frequency

7. Receiver Band

Move DED asterisks to

Modify *Cycle to next radio channel the previous data field

Reject

Return DED **Toggle between

Accept
to CNI page MAIN and BOTH

Operate Move DED asterisks

*Cycle to previous radio channel
to the next data field

* Cycles the Preset Channel Number data field to the next/previous preset radio channel for editing the
assigned frequency of that preset; the radio will not be tuned to that preset channel or frequency.
** The DCS SEQ position has no function on the VHF DED page.
1. Active Channel/Frequency. Displays the preset radio channel or the manual radio frequency to which
the radio is currently tuned.
2. Preset Channel Number. Displays the preset radio channel that corresponds with the preset frequency in
the data field below. The ICP Increment/Decrement rocker may be used to cycle to a different preset radio

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channel. The displayed preset channel can also be changed by placing the DED asterisks over the data field
and entering the channel number using the ICP keypad and then pressing ENTR.
Note that modifying this data field does not change the preset radio channel to which the radio is tuned.
3. Preset Channel Frequency. Displays the frequency that is assigned to the displayed preset radio channel
in the data field above. The frequency may be changed by placing the DED asterisks over the data field and
entering the channel number using the ICP keypad and then pressing ENTR.
Note that modifying this data field does not change the radio frequency to which the radio is tuned.
4. Radio Mode/Power Status. When the UHF DED page is displayed, this data field displays the current
mode of the UHF radio (OFF, MAIN or BOTH). The mode may be cycled between MAIN and BOTH by
momentarily placing the “Dobber switch” (DCS) to the SEQ position.
When the VHF DED page is displayed, this data field displays the power status of the VHF radio (OFF or
ON).
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
6. Scratchpad. This data field is used to tune the radio to a different preset channel or frequency by placing
the DED asterisks over the data field and entering the channel number or frequency using the ICP keypad
and then pressing ENTR.
When a valid preset channel number or frequency is accepted into the Scratchpad using the ENTR button,
the DED will return to the previous page prior to pressing the COM 1 or COM 2 override button.
7. Receiver Band. Displays the bandwidth setting of the radio. May be changed placing the DED asterisks
around the data field and pressing any ICP keypad button 1-9 to toggle between narrowband (NB) and
wideband (WB).
When the C & I knob is set to the BACK UP position on
the IFF control panel, control of the UHF radio will revert
to UHF Backup control panel.
The UHF DED page may still be accessed by pressing the
COM 1 override button on the ICP; however the page
will be displayed in the BACKUP format. The ICP will have
no effect on the function of the UHF radio, but the page
will indicate the currently tuned UHF frequency.

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Radio Communications Management

During a mission, the frequencies for any unit the pilot intends on communicating with must be known, such as
wingmen, AWACS, refueling tankers, or ground units. Each radio call will need to be transmitted over the correct
radio while tuned to the correct frequency. As such, there may be instances where multiple frequencies must be
managed during a mission within a short time period. The frequency preset features of the radios may prove
invaluable in juggling the required communications requirements.
Frequencies that are required to successfully perform a mission are typically noted in the mission briefing and
should be programmed into the aircraft radios at the start of the mission. Prior to takeoff or while en-route to
the mission area or objective, it may be wise to verify the frequencies assigned to each preset radio channel to
ensure they are appropriately set within the cockpit.

Editing a Preset UHF/VHF Frequency using the DED

The frequency assigned to a preset radio channel may be edited on the applicable UHF or VHF page.
1. Press COM 1 to access the UHF DED page or press
COM 2 to access the VHF DED page.
2. Use the Increment/Decrement rocker to cycle
to the desired preset to be edited.
or
2. Use the DCS Up/Down positions to place the DED
Asterisks over the Preset Channel Number, use the
ICP keypad to type the desired preset channel to be edited, and press ENTR.
3. Use the DCS Up/Down positions to place the DED Asterisks over the Preset Channel Frequency.
4. Use the ICP keypad to enter the new frequency for the displayed Present Channel, in a continuous string
of 5 numbers.
5. Press ENTR to accept the new frequency or press RCL twice to reject it.

Tuning a Preset UHF/VHF Frequency using the DED

A preset radio channel may be tuned by entering a 1- or 2-digit number into the Scratchpad data field on the
applicable UHF or VHF page.
1. Press COM 1 to access the UHF DED page or press
COM 2 to access the VHF DED page.
2. Use the ICP keypad to enter a 1- or 2-digit number
between 1-20, corresponding with the desired
preset channel to be tuned.
3. Press ENTR to accept the new frequency or press
RCL twice to reject it.
If the entered number is valid (1-20), the radio will be tuned to the corresponding preset channel, the Active
Channel/Frequency data field will update accordingly, and the DED will return to the previous page prior to
pressing the COM 1 or COM 2 override button.

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Alternatively, if the applicable radio is already tuned to any preset channel, the radio may be cycled incrementally
through the 20 preset channels on the CNI page.
1. Use the DCS Up/Down positions to place the DED
Asterisks over the Active Channel/Frequency.
2. Use the Increment/Decrement rocker to cycle
to the desired preset channel.

Cycle through preset channels 1-20

Tuning a Manual UHF/VHF Frequency using the DED

A manual frequency may be tuned by entering a 5-digit number into the Scratchpad data field on the applicable
UHF or VHF page.
1. Press COM 1 to access the UHF DED page or press
COM 2 to access the VHF DED page.
2. Use the ICP keypad to enter a 5-digit number
corresponding with the desired frequency to be
tuned.
3. Press ENTR to accept the new frequency or press
RCL twice to reject it.
If the entered number is within the radio’s range of usable frequencies, the radio will be tuned to the
corresponding frequency, the Active Channel/Frequency data field will update accordingly, and the DED will return
to the previous page prior to pressing the COM 1 or COM 2 override button.

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UHF Backup Control Panel

Communication functions are normally controlled through the Upfront Controls, however a backup radio control
panel is also available. The UHF Backup control panel can be used on battery power, and as such is the only radio
that can be used prior to engine start.

3. CHAN Display
1. Preset Channel
Card & Access Door
4. CHAN Knob

2. TEST DISPLAY Button 6. STATUS Button

5. Frequency Status/Display

7. A-3-2 Knob 8. Manual Frequency Knobs

9. Function Knob 10. Mode Knob

11. TONE Button 12. VOL Knob 13. SQUELCH Switch

1. Preset Channel Card & Access Door. The top of the access door displays the frequencies that correspond
with each preset selection. Lifting the access door allows the UHF radio presets and anti-jam functions to
be programmed. (N/I)
2. TEST DISPLAY Button. Illuminates all display segments within the Frequency Status/Display and CHAN
Display windows for a functional test.
3. CHAN Display. If Mode knob is set to PRESET, displays the currently selected frequency preset. If Mode
knob is set to MNL, the display will be blank.
4. CHAN Knob. Selects the desired frequency preset.
5. Frequency Status/Display. Displays the manual frequency that has been selected using the Manual
Frequency Knobs.
6. STATUS Button. When this button is depressed, the frequency that the UHF radio is tuned to will be
momentarily shown in the Frequency Status/Display. This allows the pilot to verify the frequency of the
currently selected preset when the Mode Knob is set to PRESET.
7. A-3-2 Knob. Selects anti-jamming or single-frequency functionality of the UHF radio.
• A. Selects AJ (Anti-Jam) function of the radio. (N/I)
• 3. When Mode knob is set to MNL, sets the 1st digit of the tuned frequency to (i.e., 325.000 MHz).
• 2. When Mode knob is set to MNL, sets the 1st digit of the tuned frequency to (i.e., 225.000 MHz).
8. Manual Frequency Knobs. When Mode knob is set to MNL, permits manual tuning of the frequency in
0.025 MHz increments from 225.000 MHz to 399.975 MHz.
9. Function Knob. Selects the functional mode of operation of the UHF radio.
• OFF. Power is removed from UHF Backup control panel. If the UHF radio is powered by the battery
bus or the C & I knob on the IFF control panel is set to BACK UP, this knob position also removes power
from the UHF radio itself.

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• MAIN. If COMM 1 power/volume knob on the AUDIO 1 Control Panel is not set to OFF, the UHF radio
is operating on the selected preset/frequency. UHF GUARD auxiliary receiver is disabled.
• BOTH. If COMM 1 power/volume knob on the AUDIO 1 Control Panel is not set to OFF, the UHF radio
is operating on the selected preset/frequency. UHF GUARD auxiliary receiver is enabled to monitor
243.0 MHz.
• ADF. No function.
10. Mode Knob. Selects the tuning mode of the UHF radio.
• MNL. The UHF radio is tuned to the frequency displayed in the Frequency Status/Display window.
Frequency is tuned using the Manual Frequency knobs.
• PRESET. The UHF radio is tuned to the frequency that corresponds with the preset displayed in the
CHAN Display. Preset frequency is selected using the CHAN knob.
• GRD. The UHF radio is tuned to 243.0 MHz and the dedicated GUARD receiver is disabled.
11. TONE Button. Interrupts radio reception and transmits a tone on the current frequency. (N/I)
12. VOL Knob. No Function.
13. SQUELCH Switch. Enables/Disables the squelch function.

Radio Management Using the UHF Backup Control Panel

The UHF Backup control panel is not typically used during normal operations after the engine is started and the
aircraft is operating on generator power. However, during final checks prior to entering the combat area, it may
be wise to configure this panel to the preset radio channel that would be desired if there was some sort of main
power loss (due to malfunction or battle damage).
For example, it may be wise to set the radio to the radio channel that would allow you to communicate with your
wingmen or the AWACS aircraft (if present). If the aircraft were to revert to battery power after taking damage
from hostile fire, the UHF radio control would revert to the UHF backup control panel. When this occurs, the UHF
radio would immediately be tuned to the required frequency that would be necessary to request assistance in
maintaining situational awareness, direct your wingman to provide support, receive a bearing to the nearest
tanker, or receive a bearing to your home airfield.
Additionally, two frequencies can be set into the UHF backup control panel for rapidly switching between two
radio nets: one using the CHAN knob and the other using the Manual Frequency knobs. Once both frequencies
are selected, the UHF radio can be rapidly switched between them by simply rotating the Mode knob between
PRESET and MNL.
Alternatively, although it is intended to be used as a backup in the event of power loss, the UHF Backup control
panel can serve as an auxiliary “Scatchpad” of sorts when the Upfront Controls are managing the UHF radio. The
Manual Frequency knobs can be used to “record” a frequency in the Frequency Status/Display for entry into the
UHF DED page at a later point in the mission.

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 [F-16C Viper] DCS

Tuning a Preset UHF Frequency using the UHF Backup Control Panel
A preset radio channel may be tuned by setting the UHF Backup control panel to PRESET mode and cycling to
the desired channel.
1. Ensure the Function knob is set to MAIN or BOTH.
3
2. Set the Mode knob to PRESET.
3. Rotate the CHAN knob until the desired preset channel is displayed within 4
the CHAN Display indicator.
4. The frequency assigned to the currently tuned preset channel may be
verified by pressing the STATUS button and observing the FREQUENCY
STATUS/DISPLAY indicator. 1 2

Tuning a Manual UHF Frequency using the UHF Backup Control Panel
A frequency may be manually tuned by setting the UHF Backup control panel to MNL mode and setting the
desired frequency.
1. Ensure the Function knob is set to MAIN or BOTH.
2. Set the Mode knob to MNL.
3. Rotate the A-3-2 and Manual Frequency knobs until the desired 3
frequency is displayed in the FREQUENCY STATUS/DISPLAY indicator.

1 2

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 DCS [F-16C Viper]

HANDS-ON CONTROLS
The UHF VHF Transmit Switch on the Throttle initiates voice communications over the UHF and VHF radios. The
UHF VHF Transmit switch is 4-way switch that continuously transmits over either voice radio when held to the
Forward (VHF transmit) or Aft (UHF transmit) positions, in a Push-To-Talk (PTT) manner.
UHF VHF Transmit Switch (4-way)

Transmit over VHF Radio

VHF
Datalink functions Datalink functions
UHF

Transmit over UHF Radio

In DCS World, when sending commands or requests to other units, either switch position must be utilized to open
the Call Radio menu for the correct radio. When communicating with the ground crew, you may use the
intercom system to issue requests using the Communication menu command.
Keyboard Commands:
• Transmit switch – VHF (call radio menu) [RCtrl + \]
• Transmit switch – VHF (call radio menu) [RCtrl + \]
• Communication menu [\]
For example, if your wingmen are tuned to a VHF frequency, you must also be tuned to the same frequency on
your VHF radio and open the VHF call radio menu to issue them commands. This is the more realistic mode and
requires you to know the correct frequencies for each unit you intend on communicating with during your mission,
such as wingmen, AWACS, refueling tankers, or ground units. Each radio call will need to be transmitted over the
correct radio while tuned to the correct frequency.
However, for more casual players that do not desire as in-depth of a radio management simulation, there is an
option available under the DCS Options GAMEPLAY Tab labeled “Easy Communication”.

Easy Communication Option

The radio communications menu is accessed by a press of the backslash key [\] (for US keyboards; other
language keyboards may vary). Upon doing so, the list of radio command recipients is displayed along with the
function key ([F1] through [F10]) required to view its sub-menu command list.
When the radio menu is displayed, recipients are color-coded as follows:
• Recipients on which at least one of the player’s radios is tuned to are colored white.
• Recipients on which at least one of the player’s radios can be tuned to, but are not currently on the
correct frequency, are colored gray.
• Recipients that cannot be contacted due to range or terrain masking / earth curvature are colored
black.
Each will also have their frequency listed. When you select a recipient, the appropriate radio will automatically be
tuned to communicate with the selected recipient.

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 [F-16C Viper] DCS

TACTICAL SYSTEMS
TACTICAL SYSTEMS

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MASTER MODES
The F-16C’s avionics are primarily controlled through the use of pilot-selectable master modes. There are seven
master modes in total, with multiple sub-modes for different methods of targeting, designation, and weapons
employment.
When the pilot switches from one master mode to another, avionics settings and MFD states are retained within
the previous master mode. This allows the pilot to configure specific avionics settings for each master mode prior
to the mission for efficient cockpit management when in the mission area; or to return to a previous task if forced
to switch to a different master mode without warning. This can be especially useful if engaged by hostile fighters
during a strike mission, in which case the pilot would need to rapidly re-configure the FCR, SMS weapon profile,
and MFDs for aerial combat. In the F-16C, this can be accomplished with a single push of a button, allowing the
pilot to respond immediately to changes in the tactical situation as they occur.
The three primary master modes are Navigation mode, Air-to-Air Missile mode, and Air-to-Ground mode, which
are accessed using the A-A and A-G master mode buttons on the Integrated Control Panel (ICP). Two secondary
master modes are Dogfight mode and Missile Override mode, which can be accessed using the DOG FIGHT switch
on the throttle grip.
Two additional modes are Selective Jettison mode and Emergency Jettison mode. The former is entered by
accessing the SMS Selective Jettison (S-J) page. The latter is entered when the Emergency Jettison button on
the Left Auxiliary Console is pressed.

Navigation (NAV) Mode

Navigation mode is the default master mode the aircraft will be set to when the avionics are initialized. NAV mode
is used for takeoff, landing, navigation, and nav position updates. “NAV” is displayed in the HUD Master Mode
Status.
When Navigation mode is entered, the following changes will take effect:
1. The FCR will default to CRM mode but can be changed to any air-to-air or air-to-ground mode if desired.
2. The HUD will display navigation-related symbology only.
3. “NAV” will be displayed in the HUD Master Mode Status.
4. MFD formats and format selections will be displayed as last set for Navigation mode.
Additionally, TGP and HTS pods can be
used while in NAV mode (to include firing
the laser rangefinder/designator or
designating threat radars on the HAD MFD
format), but weapons employment will not
be possible.
The default MFD formats for each MFD
when the aircraft is set to Navigation mode
are shown to the right. However, these
may be changed at any time during the
mission and will be retained during master
mode switchovers.

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 [F-16C Viper] DCS

Air-to-Air Missile (AAM) Mode

Air-to-Air Missile mode is used for aerial combat and employing air-to-air guided missiles and the 20mm rotary
cannon against enemy aircraft. AAM mode is entered by pressing the A-A master mode button on the ICP if the
master mode is set to either NAV or A-G mode. Pressing the A-A master mode button when already in AAM will
set the master mode to NAV.
When Air-to-Air Missile mode is entered, the following changes will take effect:
1. The FCR will default to CRM mode but can be changed to any air-to-air mode if desired.
2. The HUD will display missile-related symbology, based on the selected missile type.
3. “MRM”, “SRM”, or “HOB” will be displayed in the HUD Master Mode Status, depending on which missile type
was last selected in Missile Override mode, along with the missile quantity of that type. If no air-to-air
missiles are loaded, “AAM” is displayed in the HUD Master Mode Status.
4. If the Master Arm switch is set to ARM, AIM-9 seekers on any air-to-air missile stations will be cooled.
5. MFD formats and format selections will be displayed as last set for Air-to-Air Missile mode.
Note, it is possible to set a specific missile
type for each air-to-air master mode (AAM,
MSL and DGFT), so that by simply
switching between these modes, a
different missile type will automatically be
selected.
The default MFD formats for each MFD
when the aircraft is set to Air-to-Air Missile
mode are shown to the right. However,
these may be changed at any time during
the mission and will be retained during
master mode switchovers.

Air-to-Ground (A-G) Mode

Air-to-Ground mode is used for delivering munitions against ground targets. A-G mode is entered by pressing the
A-G master mode button on the ICP if the master mode is set to either NAV or A-A mode. Pressing the A-G master
mode button when already in A-G will set the master mode to NAV.
When attacking ground targets, the F-16C can utilize pre-planned weapon employment sub-modes against targets
at known locations or using visual weapon employment sub-modes against targets that are visually identified by
the pilot. Each type of sub-mode differs in how the target is designated and what type of weapon employment
symbology cues are provided to the pilot.
Pre-planned weapon delivery sub-modes include: Visual weapon delivery sub-modes include:
• CCRP • CCIP
• LADD • DTOS
• E-O PRE • E-O VIS
• E-O BORE • STRF
• HARM
• HTS
When Air-to-Ground mode is entered, the following changes will take effect:

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 DCS [F-16C Viper]

1. The FCR will default to GM mode if the weapon delivery sub-mode is CCRP, DTOS, LADD, PRE, VIS, BORE,
HARM, or HTS, or AGR mode if the weapon delivery sub-mode is CCIP or STRF, but can be changed to any
air-to-ground mode if desired.
2. The HUD will display weapon delivery symbology, based on the selected delivery sub-mode and SMS weapon
profile.
3. The weapon delivery sub-mode is displayed in the HUD Master Mode Status.
4. MFD formats and format selections will be displayed as last set for Air-to-Ground mode.
The default MFD formats for each MFD
when the aircraft is set to Air-to-Ground
mode are shown to the right. However,
these may be changed at any time during
the mission and will be retained during
master mode switchovers.

Missile Override (MSL) Mode

Missile Override mode is used to rapidly configure the aircraft for aerial combat without taking hands off the
controls. Missile Override mode is selected by moving the DOG FIGHT switch to the inboard position on the
throttle, and will take precedence over the previous master mode, with the exception of Emergency Jettison.
Returning the DOG FIGHT switch to the center position will return the aircraft systems to the previous master
mode prior to entering Missile Override.
When Missile Override mode is entered, the following changes will take effect:
1. The FCR will default to CRM mode but can be changed to any air-to-air mode if desired.
2. The HUD will display missile-related symbology, based on the selected missile type.
3. “MRM”, “SRM”, or “HOB” will be displayed in the HUD Master Mode Status, depending on which missile type
was last selected in Missile Override mode, along with the missile quantity of that type.
4. If the Master Arm switch is set to ARM, AIM-9 seekers on any air-to-air missile stations will be cooled.
5. MFD formats and format selections will be displayed as last set for Missile Override mode.
Note, it is possible to set a specific missile
type for each air-to-air master mode (AAM,
MSL and DGFT), so that by simply
switching between these modes, a
different missile type will automatically be
selected.
The default MFD formats for each MFD
when the aircraft is set to Missile Override
mode are shown to the right. However,
these may be changed at any time during
the mission and will be retained during
master mode switchovers.

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 [F-16C Viper] DCS

Dogfight (DGFT) Mode

Dogfight mode is used to rapidly configure the aircraft for close-range aerial combat without taking hands off the
controls. Dogfight mode is selected by moving the DOG FIGHT switch to the outboard position on the throttle,
and will take precedence over the previous master mode, with the exception of Emergency Jettison. Returning
the DOG FIGHT switch to the center position will return the aircraft systems to the previous master mode prior
to entering Dogfight.
When Dogfight mode is entered, the following changes will take effect:
1. The FCR will default to ACM mode but can be changed to any air-to-air mode if desired.
2. The M61 20mm rotary cannon will be enabled in EEGS sub-mode.
3. The HUD will be decluttered and optimized for close-range aerial combat maneuvers. EEGS-related
symbology will be displayed.
4. “MRM”, “SRM”, or “HOB” will be displayed in the HUD Master Mode Status, depending on which missile type
was last selected in Dogfight mode, along with the missile quantity of that type.
5. If the Master Arm switch is set to ARM, AIM-9 seekers on any air-to-air missile stations will be cooled.
6. MFD formats and format selections will be displayed as last set for Dogfight mode.
Note, it is possible to set a specific missile
type for each air-to-air master mode (AAM,
MSL and DGFT), so that by simply
switching between these modes, a
different missile type will automatically be
selected.
The default MFD formats for each MFD
when the aircraft is set to Dogfight mode
are shown to the right. However, these
may be changed at any time during the
mission and will be retained during master
mode switchovers.

Selective Jettison (JETT) Mode

Selective Jettison mode is used to jettison individual weapons and/or weapon stations from the underwing pylons
without arming the weapons themselves. Selective Jettison mode is entered by pressing OSB 11 on the SMS MFD
format. Pressing OSB 11 when already in S-J mode will set the master mode back to the previous selection.
The default MFD formats for each MFD
when the aircraft is set to Selective Jettison
mode are shown to the right. However,
these may be changed at any time during
the mission and will be retained during
master mode switchovers.

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 DCS [F-16C Viper]

Emergency Jettison (JETT) Mode

Emergency Jettison mode is used to jettison all weapons (except for air-to-air missiles) and fuel tanks from
underwing stations 3 through 7. Emergency Jettison mode is entered by pressing and holding the Emergency
Jettison button on the Left Auxiliary Console, which will override all other master modes. Releasing the Emergency
Jettison button will set the master mode bac k to the previous selection.
The default MFD formats for each MFD
when the aircraft is set to Emergency
Jettison mode are shown to the right.

Cycling MFD Formats using Side Stick Controller

Each MFD is assigned three formats for each master mode. These formats
can be selected for display by pressing the corresponding Format Select
OSB below the format label. The assigned format for each Format Select
button can be re-assigned at any time during the mission. (See Multi-
Function Displays for more information.)
The displayed format can also be cycled using the Display Management Display Management
Switch (DMS) on the Side Stick Controller (SSC), allowing the pilot to Switch (4-way)
seamlessly select a different MFD format while maintaining hands on the
flight controls. This can be especially useful during high-G maneuvers that
might preclude reaching out to an MFD to directly press the OSB.
When the DMS is pressed left or right, the corresponding MFD will cycle to
the next assigned format in an outwards fashion. If one of the Format
Select buttons have been assigned to the BLANK MFD format, that button
will be skipped in the sequence, and will simply toggle between the two
remaining formats. If two of the Format Select buttons have been assigned
to the BLANK MFD format, DMS will have no effect on that MFD.

Cycle left Cycle right

MFD format
DMS MFD format

MFD Format cycle logic using Display Management Switch

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 [F-16C Viper] DCS

SENSOR-OF-INTEREST (SOI)
The Sensor-Of-Interest is the sensor or display for which the hands-on controls are currently active. The controls
on the Side Stick Controller (SSC) and throttle grip, such as the Target Management Switch (TMS), Expand/FOV
button, or RDR CURSOR/ENABLE switch, will only affect the sensor or display that is currently assigned as SOI.
The SOI can be identified by a white box around the MFD screen or an asterisk in the top left of the HUD.
Additionally, when an MFD is displaying a format that can be assigned as SOI, but is currently not the SOI, a
“NOT SOI” advisory message will be displayed in the upper portion of the MFD.

SOI Asterisk

SOI Box “NOT SOI” Advisory

The SOI is assigned to the HUD or either MFD by the Display Management Switch (DMS) on the SSC. The MFD
formats that can be assigned as SOI are FCR, TGP, WPN, HSD and HAD. When re-assigning SOI from the HUD,
if either MFD format can be assigned as SOI, the priority MFD format for the current mode will be set as SOI.

Display Management
Switch (4-way)

1 1
2 1. Set HUD as SOI from MFD 2

DMS

2. Set SOI to MFD from HUD

3. Swap SOI between MFDs

SOI assignment cycle logic using Display Management Switch

EAGLE DYNAMICS 211

 DCS [F-16C Viper]

VIP & VRP

This section’s revision is currently a work-in-progress.

VIP DED Page

The Visual Initial Point DED page is accessed by pressing 3 on the ICP keypad when the LIST DED page is
displayed on the DED. Visual Initial Point (VIP) is a sighting option used for low-altitude CCRP or LADD air-to-
ground sub-modes in which a target location is referenced from an easily identifiable landmark that the pilot can
visually see when approaching along the planned attack profile, and update the navigation system accuracy if
necessary.
Visual Feet (ft) to Nautical Miles (NM) = [ft] ÷ 6,076
Initial Point Kilometers (km) to Nautical Miles (NM) = [km] ÷ 1.85

Target

Pull-Up
Point
+92 ft
+50 ft (above VIP)
(above VIP)

Visual Initial Point (VIP) Sighting Method

In the example above, attack geometry has been pre-planned as shown and is entered into the VIP DED page.
When using VIP, a steerpoint is placed at the Visual Initial Point location, and the target location is entered
based on its true bearing (as opposed to magnetic), range, and elevation relative to the VIP.
NOTE: Only one steerpoint can be set as a VIP at any time. Additionally, a steerpoint cannot use VIP and VRP
sighting options at the same time. If a steerpoint is set as the VIP steerpoint on the VIP DED page and as the
TGT steerpoint on the VRP DED page, enabling the VIP Mode Select will disable the VRP Mode Select.
1. VIP Mode Select

2. VIP Steerpoint
6. DED Asterisks
3. True Bearing from VIP

4. Range from VIP

5. Elevation
difference from VIP

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED Cycle DED to

Accept VIP-TO-PUP page
to CNI page

Enable

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

212
 [F-16C Viper] DCS

1. VIP Mode Select. Displayed in highlighted text when enabled using the 0/M-SEL button. When enabled
and the selected steerpoint is also the VIP steerpoint, the Target Designator box will be displayed in the
HUD at the location set on this page.
2. VIP Steerpoint. Displays the steerpoint to be used as the Visual Initial Point (VIP). The ICP
Increment/Decrement rocker may be used to cycle the VIP to a different steerpoint. The VIP steerpoint can
also be changed by placing the DED asterisks over the data field and entering the steerpoint number using
the ICP keypad and then pressing ENTR.
3. True Bearing from VIP. Displays the relative bearing (in degrees True) from the VIP where the target is
located. May be modified using the ICP keypad.
4. Range from VIP. Displays the range (in nautical miles) from the VIP where the target is located. May be
modified using the ICP keypad.
5. Elevation difference from VIP. Displays the difference in elevation (in feet) of the target from the VIP.
Negative values indicate the target is lower in elevation than the VIP. May be modified using the ICP keypad.
NOTE: For negative values, the 0/M-SEL button should be pressed once to enter a leading zero, and then
once more to enter a negtive (–) sign; followed by the desired numerical value.
6. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
If performing a low-level “pop-up” style weapon delivery method, a Pull-Up Point may also be entered and enabled
for display within the HUD. The PUP may be enabled for display independently of the VIP, using the 0/M-SEL
button when on the VIP-TO-PUP page. However, if the VIP Steerpoint is changed on the VIP-TO-PUP page, it will
also be changed on the VIP-TO-TGT page.
When enabled and the selected steerpoint is also the VIP steerpoint, a circle will be displayed in the HUD at the
location set on this page.
1. PUP Mode Select

2. VIP Steerpoint
6. DED Asterisks
3. True Bearing from VIP

4. Range from VIP

5. Elevation
difference from VIP

All values entered on the VIP-TO-PUP page are entered in the same manner as on the VIP-TO-TGT page. To
return to the VIP-TO-TGT page, momentarily position the DCS (“Dobber” switch) to the SEQ position.

EAGLE DYNAMICS 213

 DCS [F-16C Viper]

VRP DED Page

The Visual Reference Point DED page is accessed by pressing 8/FIX on the ICP keypad when the LIST DED page
is displayed on the DED. Visual Reference Point (VRP) is a sighting option used for low-altitude CCRP or LADD
air-to-ground sub-modes in which an easily identifiable landmark is referenced from a known target location to
visually aid the pilot in performing the planned attack profile, and update the navigation system accuracy if
necessary.
Visual Nautical Miles (NM) to Feet (ft) = [NM] x 6,076
Reference Point Kilometers (km) to Feet (ft) = [km] x 3,280

Target

-92 ft Pull-Up
(below TGT) Point 270.0°T / 49,460 ft
-42 ft
(below TGT)

Visual Reference Point (VRP) Sighting Method

In the example above, attack geometry has been pre-planned as shown and is entered into the VRP DED page.
When using VRP, a steerpoint is placed at the target location, and the Visual Reference Point is entered based
on its true bearing (as opposed to magnetic), range, and elevation relative to the steerpoint.
NOTE: Only one TGT steerpoint can be set for use with a VRP at any time. Additionally, a steerpoint cannot
use VRP and VIP sighting options at the same time. If a steerpoint is set as the TGT steerpoint on the VRP DED
page and as the VIP steerpoint on the VIP DED page, enabling the VRP Mode Select will disable the VIP Mode
Select.
1. VRP Mode Select

2. Target Steerpoint
6. DED Asterisks
3. True Bearing to VRP

4. Range to VRP

5. Elevation difference
from Target

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject
Return DED Cycle DED to
Accept TGT-TO-PUP page
to CNI page

Enable

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. VRP Mode Select. Displayed in highlighted text when enabled using the 0/M-SEL button. When enabled
and the selected steerpoint is also the TGT steerpoint, a steerpoint diamond will be displayed in the HUD at
the location set on this page.
2. Target Steerpoint. Displays the steerpoint to be used as the target (TGT). The ICP Increment/Decrement
rocker may be used to cycle the TGT to a different steerpoint. The TGT steerpoint can also be changed by

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placing the DED asterisks over the data field and entering the steerpoint number using the ICP keypad and
then pressing ENTR.
3. True Bearing to VRP. Displays the relative bearing (in degrees True) from the TGT steerpoint where the
VRP is located. May be modified using the ICP keypad.
4. Range to VRP. Displays the range (in nautical miles) from the TGT steerpoint where the VRP is located.
May be modified using the ICP keypad.
5. Elevation difference from Target. Displays the difference in elevation (in feet) of the VRP from the TGT
steerpoint. Negative values indicate the VRP is lower in elevation than the TGT steerpoint. May be modified
using the ICP keypad.
NOTE: For negative values, the 0/M-SEL button should be pressed once to enter a leading zero, and then
once more to enter a negtive (–) sign; followed by the desired numerical value.
6. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
If performing a low-level “pop-up” style weapon delivery method, a Pull-Up Point (PUP) may also be entered and
enabled for display within the HUD. The PUP may be enabled for display independently of the VRP, using the
0/M-SEL button when on the TGT-TO-PUP page. However, if the TGT Steerpoint is changed on the TGT-TO-PUP
page, it will also be changed on the TGT-TO-VRP page.
When enabled and the selected steerpoint is also the TGT steerpoint, a circle will be displayed in the HUD at the
location set on this page.
1. PUP Mode Select

2. TGT Steerpoint
6. DED Asterisks
3. True Bearing from TGT

4. Range from TGT

5. Elevation
difference from TGT

All values entered on the TGT-TO-PUP page are entered in the same manner as on the TGT-TO-VRP page. To
return to the TGT-TO-VRP page, momentarily position the DCS (“Dobber” switch) to the SEQ position.

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“BULLSEYE” REFERENCE POINT

“Bullseye” is a method of generating position data of aircraft, targets, threats or other locations by using a
common reference point known only to allied forces. This is a method often used by AWACS controllers or friendly
aircraft to ensure all aircraft operating in the area and on the same radio frequency can easily understand the
tactical situation as it develops and changes.
When a Bullseye call is transmitted over the radio, the position being referenced is always the azimuth in degrees
Magnetic from the Bullseye reference, along with the distance in nautical miles. An example is shown below:
AWACS: “Viper 1-1, Darkstar 2-1. Pop-up group, at Bullseye one-three-five, twenty-six, at twenty-two thousand.”
F-16C: “Friendly aircraft at Bullseye two-one-two, nineteen, at Angels three, this is Viper 1-1. Flow southwest at
low level. Viper flight engaging Bandits approaching at your 8 o’clock.”

“Bullseye” position reference

The F-16C avionics provides several tools to the pilot to

integrate Bullseye communications into the cockpit Ghost A-A Cursor
Cursor
displays. Depending on the specific display in use,
positions of the ownship, MFD cursor, or designated
target can be displayed relative to Bullseye. Bullseye Symbol HSD Cursor

On the MFD to the right, the HSD format is displayed,

depicting the same scenario as shown in the figure
above. When Bullseye information is displayed, the ghost
A-A and HSD cursors are referenced from the Bullseye Ghost A-A HSD Cursor
Cursor Bearing Bearing & Range
symbol, not the selected steerpoint. In addition, the & Range
ownship’s position relative to the Bullseye position is
displayed in the bottom left corner of the MFD. This
provides the pilot with three Bullseye references which
can be used for coordination over the radio, or to
maintain situational awareness within the battlespace.

Ownship Bullseye LOS,

Bearing & Range

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Configuring “Bullseye” Reference Point

Bullseye, like other points within the F-16C avionics, is set
using a steerpoint within the database. The steerpoint
normally used for Bullseye is steerpoint 25 and is
automatically configured as such when a mission is loaded.
However, if necessary, Bullseye can be set to a different
steerpoint. Additionally, Bullseye information must be
enabled for it to be displayed within the HUD or on the FCR,
HSD or HAD MFD formats.

Both of these tasks can be performed on the BULL DED page.

Ownship Bearing &
Distance from Bullseye

BULL DED Page

The Bullseye DED page is accessed by pressing 8/FIX on the ICP keypad when the MISC DED page is displayed
on the DED. This page is used to enable or disable “Bullseye” position references on the HUD and MFDs, or to
set a different steerpoint as the Bullseye reference point if necessary.

1. Bullseye Select

2. Bullseye Point 3. DED Asterisks

Cycle Bullseye Point to Move DED asterisks to

Modify next steerpoint the previous data field

Reject
Return DED No function
Accept
to CNI page

Enable

Operate Cycle Bullseye Point to Move DED asterisks

previous steerpoint to the next data field

1. Bullseye Select. Displays the status of the Bullseye reference indications in the cockpit. When highlighted,
Bullseye indications are enabled. Pressing the 0/M-SEL button when the DED asterisks are set to this data
field will enable/disable the Bullseye references within the HUD and on the FCR, HSD, and HAD MFD formats.
2. Bullseye Point. Displays the steerpoint currently being used as the Bullseye reference point. The ICP
Increment/Decrement rocker may be used to cycle the Bullseye Point to a different steerpoint. The Bullseye
Point can also be changed by placing the DED asterisks over the data field and entering the steerpoint
number using the ICP keypad and then pressing ENTR.
3. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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HORIZONTAL SITUATION DISPLAY (HSD)

The HSD MFD format displays a top-down, plan-view depiction of the battlespace around the aircraft (ownship),
with graphical representations of flight members, hostile aircraft, air defenses, steerpoints, routes, and sensor
information. Many of these symbology elements can be selectively toggled on the HSD Control page, and are
meant to enhance and maintain the pilot’s situational awareness of the tactical environment.
1. Centered/ 2. FCR Range 3. Normal/ 4. Free Text 5. Control
Depressed Format Coupling Expand View Message Page Page

15. Ghost A-A Cursor

6. Range Rings 16. Cardinal Directions

7. Range Scale Increase 17. Datalink Transmit Selection

8. Range Scale
18. Freeze Mode
9. Range Scale Decrease
19. HSD Cursor
10. FCR Search Volume

20. Selected Steerpoint

11. Ownship

12. Ghost A-A Cursor 21. Friendly Declutter

Bearing & Range
22. HSD Cursor
13. Magnetic North Pointer Bearing & Range

14. Azimuth Steering Line 23. Steerpoint

24. Active Navigation Route

HSD Base Page – Primary symbology

1. Centered/Depressed Format. Toggles between Depressed (DEP) and Centered (CEN) HSD formats.
When set to Depressed, the ownship is biased to the bottom portion of the HSD, allowing the HSD to
primarily depict battlespace in front of the aircraft. This format may be more useful when performing
offensive counter-air (OCA, suppression of enemy air defenses (SEAD), offensive strikes, or general
navigation along a flight route.
When set to Centered, the ownship is displayed in the center of the HSD, depicting battlespace in all
directions around the aircraft equally. This format may be more useful when loitering or performing orbits
in an area, such as air interdiction (AI), close air support (CAS), reconnaissance, or supporting combat
search and rescue (CSAR).
2. FCR Range Coupling. Toggles between Decoupled (DCPL) and Coupled (CPL) HSD modes. When set to
Coupled (CPL) mode, the HSD range scale is coupled to the FCR range, otherwise when set to Decoupled
(DCPL) mode, the FCR range has no effect on the HSD range scale.
When set to CPL, the HSD range scale will be set to match the FCR range when in Centered format or to
1.5x the range of the FCR range when in Depressed format (one additional magenta range ring in front of
the FCR search volume).

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3. Normal/Expand View. Cycles the HSD between NORM, EXP1 and EXP2 viewing modes when HSD is set
as SOI and the Expand/FOV button is pressed on the Side Stick Controller (SSC) or OSB 3 is pressed on the
HSD MFD format. (See HSD Expand (EXP) Mode for more information.)
4. Free Text Message Page. Toggles the MFD between the HSD base page and the Free Text Message page.
(N/I)
5. Control Page. Toggles the MFD between the HSD base page and the Control page.
6. Range Rings. Depicts sub-ranges below the current range scale.
When the HSD is set to Depressed format, the outer ring will correspond with the HSD range scale, with
two additional inner rings set at ⅔ and ⅓ of the range scale.
When the HSD is set to Centered format, the outer ring will correspond with the HSD range scale, with an
inner ring set at ½ the range scale.
7. Range Scale Increase. Increases the HSD range scale by one level. When the HSD is set to its highest
range scale, this option is removed from the HSD.
8. Range Scale. Displays the range (in nautical miles) of the furthest HSD range ring. The minimum range
that the HSD can be set to is 10 NM (Centered format) or 15 NM (Depressed format). The maximum range
that the HSD can be set to is 160 NM (Centered format) or 240 NM (Depressed format).
9. Range Scale Decrease. Decreases the HSD range scale by one level. When the HSD is set to its lowest
range scale, this option is removed from the HSD.
10. FCR Search Volume. Depicts the lateral boundaries of the APG-68 radar scans in azimuth and range,
based on the current azimuth setting, range setting, and antenna steering.
11. Ownship. Depicts the location of the ownship.
12. Ghost A-A Cursor Bearing & Range. When the ghost A-A cursor is displayed, this data field will display
the bearing (in degrees Magnetic) and range (in nautical miles) from the currently selected steerpoint to the
ghost A-A cursor. If Bullseye is enabled on the BULL DED page, this data field will display the bearing and
range from the Bullseye point to the ghost A-A cursor.
13. Magnetic North Pointer. Depicts the magnetic North direction around the innermost magenta range ring.
14. Azimuth Steering Line. Displays the relative alignment of the aircraft heading with the bearing to the
current steerpoint, SPI, or weapon release solution. If the line is to the left or right of the watermark, the
pilot must turn left or right respectively toward the vertical line to align the aircraft with the desired course
or target. If the line aligned through the center of the watermark, the aircraft is on course toward the
selected steerpoint, SPI, or weapon release solution.
15. Ghost A-A Cursor. When the FCR format is present on the opposite MFD and operating in Combined Radar
Mode (CRM), the relative location of the FCR cursor will be depicted on the HSD. This assists the pilot in
correlating radar information seen on the FCR display within the overall tactical situation depicted on the
HSD format.
16. Cardinal Directions. Depicts the magnetic cardinal directions of East, South, and West around the
innermost magenta range ring.
17. Datalink Transmit Selection. Controls the method of transmission of current SPI, steerpoint or SEAD
target over the datalink when the VHF UHF Transmit switch is pressed Right-Long (>0.5 seconds). Each
press of OSB 6 will cycle through three transmission (XMT) options.
• IDM. SPI is transmitted over the IDM datalink. (N/I)
• L16. SPI is transmitted over the Link16 datalink.

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• OFF. SPI transmission is inhibited.

18. HSD Freeze Mode. Not implemented.
19. HSD Cursor. When the HSD is selected as SOI, the HSD cursor will appear at the ownship symbol, unless
the ghost A-A cursor is displayed in which case the HSD cursor will appear within the ghost A-A cursor. If
HSD is no longer selected as SOI, the HSD cursor is removed.
The HSD cursor is slewed using the RDR CURSOR/ENABLE switch and can be used to set a steerpoint or
markpoint on the HSD as the selected steerpoint for navigation, or used in conjunction with the HSD Expand
mode.
20. Selected Steerpoint. The steerpoint selected as the current navigation steerpoint (steerpoints 1-25) is
displayed as a solid white circle.
21. Friendly Declutter. Controls the display of friendly aircraft PPLI symbols received over Link16 datalink.
Each press of OSB 9 will cycle through three declutter levels.
• FR ON. All friendly aircraft PPLI symbols received are displayed.
• FL ON. Only flight member PPLI symbols are displayed. All other friendly aircraft PPLI symbols are
hidden.
• FR OFF. All friendly aircraft PPLI symbols are hidden.
22. HSD Cursor Bearing & Range. When the HSD cursor is displayed, this data field will display the bearing
(in degrees Magnetic) and range (in nautical miles) from the currently selected steerpoint to the HSD cursor.
If Bullseye is enabled on the BULL DED page, this data field will display the bearing and range from the
Bullseye point to the HSD cursor.
23. Steerpoint. Steerpoints that are not the selected steerpoint are displayed as hollow white circles.
24. Active Navigation Route. The active navigation route is displayed as a solid white line linking sequential
steerpoints 1-25.
25. Pre-planned Threat & Lethal Range (next page). Pre-planned air defense unit locations with a
corresponding lethality ring that is sized based upon the threat type. If the ownship enters the lethality
range of a pre-planned threat, the threat symbol and lethality ring will be displayed in red.
NOTE: These are static locations of air defenses and do not reflect whether or not the air defense threat is
destroyed, or if any new threats have been detected after the aircraft has been started. These threat
locations are loaded via the DTC only and do not update in real-time.
26. Bullseye Symbol (next page). Depicts the location of the Bullseye point. The Bullseye point is normally
set to Steerpoint 25 but can be set to a different steerpoint on the BULL DED page.

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 [F-16C Viper] DCS

25. Pre-planned
Threat & Lethal Range
Ring
30. Hostile Air
26. Bullseye Symbol Surveillance Track

27. Friendly Donor PPLI 31. Ghost A-G Cursor

28. Friendly Air 32. Ownship Markpoint

Surveillance Track
33. Flight/Team Member PPLI

29. Bullseye LOS, 34. Cursor Zero

Bearing & Range

HSD Base Page – Tactical symbology

27. Friendly Donor PPLI (Link16). Friendly, Link16 participant aircraft that are set as donors to the ownship.
28. Friendly Air Surveillance Track (Link16). Friendly, non-Link16 participant aircraft that are detected by
other Link16 participants such as friendly fighters or AWACS aircraft.
29. Bullseye LOS, Bearing & Range. Displays a pointer symbol that indicates the relative direction (line-of-
sight or LOS) to the Bullseye point from the nose of the ownship. Displays the ownship’s range (in nautical
miles) and bearing (in degrees Magnetic) from the Bullseye point, with the range displayed inside the pointer
symbol and the bearing from Bullseye displayed below it.
30. Hostile Air Surveillance Track (Link16). Hostile aircraft that are detected by other Link16 participants
such as friendly fighters or AWACS aircraft.
31. Ghost A-G Cursor. Depicts the location of the System-Point-of-Interest when in Air-to-Ground master
mode and the TGT sighting option is selected.
32. Markpoint. Depicts the location of an ownship markpoint location (steerpoints 26-30) or a steerpoint
received via Link16 (stored as a markpoint).
33. Flight/Team Member PPLI (Link16). Friendly, Link16 participant aircraft that are set as flight or team
members to the ownship.
34. Cursor Zero. Commands a cursor zero to remove any “system delta” that has been incurred as a result of
slewing the SPI away from its original location.

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HSD Control (CNTL) Page

The HSD Control page is used to configure individual HSD graphic elements and symbology to suit the tactical
situation or individual preferences of the pilot. The first page displays options regarding base level HSD graphics,
navigation routes, and geographic lines loaded from the DTC. The second page displays options regarding the
datalink symbology received through the IDM and Link16 datalink systems.
1. FCR Search Volume 2. Pre-planned Threats 3. Advanced IFF
function

5. Navigation Route 1 9. Geographic Line 1

6. Navigation Route 2 10. Geographic Line 2

7. Navigation Route 3 11. Geographic Line 3

8. Range Rings 12. Geographic Line 4

13. Page Sequence

HSD Control Page – Page 1

1. FCR Search Volume. Toggles the display of the FCR search volume.
2. Pre-planned Threats. Not implemented.
3. Advanced Identification-Friend-or-Foe. Toggles the display of AIFF interrogation replies. (N/I)
4. Navigation Route 1. Toggles the display of the first navigation route loaded from the DTC. (N/I)
5. Navigation Route 2. Toggles the display of the second navigation route loaded from the DTC. (N/I)
6. Navigation Route 3. Toggles the display of the third navigation route loaded from the DTC. (N/I)
7. Range Rings. Toggles display of the range rings.
8. Geographic Line 1. Toggles the display of first pre-planned line or shape loaded from the DTC. (N/I)
9. Geographic Line 2. Toggles the display of second pre-planned line or shape loaded from the DTC. (N/I)
10. Geographic Line 3. Toggles the display of third pre-planned line or shape loaded from the DTC. (N/I)
11. Geographic Line 4. Toggles the display of fourth pre-planned line or shape loaded from the DTC. (N/I)
12. Page Sequence. Cycles the MFD to Page 2 of the HSD Control page.

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13. Engagement Status 14. Reference Point 15. Primary Datalink Track Range

16. Air Target Tracks 21. Air Surveillance Tracks

17. Ground Targets & 22. Friendly Ground PPLI

Ground Surveillance Tracks or Friendly Ground Tracks

18. SAM Sites 23. No function

19. Ships 24. No function

20. Air Targets 25. Page Sequence

HSD Control Page – Page 2

13. Engagement Status (Link16). Not implemented.

14. Reference Point (Link16). Not implemented.
15. Primary Datalink Track Range (Link16). Not implemented. (N/I)
16. Air Target Tracks (Link16). Toggles display of airborne target tracks transmitted by flight members and
donors via Link16. (N/I)
17. Ground Targets (IDM) & Ground Surveillance Tracks (Link16). Toggles display of non-SAM ground
targets received via IDM or ground surveillance tracks via Link16. (N/I)
18. SAM Sites (IDM/Link16). Toggles display of pre-planned SAM threats, or SAM threats received as a SEAD
target via IDM or via Link16.
19. Ships (Link16). Toggles display of friendly or hostile ship positions received via Link16. (N/I)
20. Air Targets (IDM). Toggles display of airborne targets transmitted by other fighters via IDM. (N/I)
21. Air Surveillance Tracks (Link16). Toggles the display of air surveillance tracks received over Link16 from
AWACS aircraft. These may include hostile aircraft, or friendly aircraft that are not Link16 capable but are
visible to the AWACS radar and have been determined to be friendly.
22. Friendly Ground PPLI/Ground Tracks (Link16). Toggles display of friendly ground unit PPLI or ground
tracks received via Link16. (N/I)
23. Launch Acceptability Region. No function.
24. Mission Planned Target. No function.
25. Page Sequence. Cycles the MFD to Page 1 of the HSD Control page.

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HSD Expand (EXP) Mode

The HSD can be cycled between NORM, EXP1 and EXP2 viewing modes when the HSD is SOI and OSB 3 is
pressed on the HSD MFD format or the Expand/FOV button is pressed on the Side Stick Controller (SSC). When
EXP1 or EXP2 are entered, the HSD will be centered at the location the HSD cursor was placed at the moment
Expand mode was selected.
When Expand mode is entered, the HSD will switch to a 2:1 zoom ratio (EXP1) or a 4:1 zoom ratio (EXP2).
Additionally, the following options are removed from the HSD:
• Centered/Depressed format option at OSB 1.
• FCR Range Coupling option at OSB 2.
• Range Scale and Range Scale Increase/Decrease options at OSB 19 and OSB 20.
• Range Rings.
• Cardinal Directions.

HSD Cursor

HSD NORM (Left), EXP1 (Center), and EXP2 (Right) Modes

Modes
Any of the following actions will exit Expand view:
• Press OSB 3 on the HSD MFD format to cycle back to NORM.
• Press the Expand/FOV button on the SSC to cycle back to NORM.
• Set SOI to something other than HSD.

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HSD Zoom Mode

The HSD can be momentarily commanded to a 5 NM (Centered format) or 7.5 NM (Depressed format) range
scale around the ownship by pressing and holding the Expand/FOV button on the Side Stick Controller (SSC) for
>0.5 seconds when the HSD is set as SOI. This provides a means of viewing the immediate surroundings around
the ownship, specifically when in formation with other aircraft in which multiple symbols may be clustered around
and/or superimposed on the ownship symbol at normal HSD range scale levels.
The NORM/EXP1/EXP2 mode option at OSB 3 will be replaced with ZOOM to indicate the HSD is in Zoom mode.
Additionally, the following options are removed from the HSD:
• Centered/Depressed format option at OSB 1.
• FCR Range Coupling option at OSB 2.
• Free Text Message Page option at OSB 4.
• Control Page option at OSB 5.
• Datalink Transmit Selection option at OSB 6.
• HSD Freeze Mode option at OSB 7.
• Friendly Declutter Option at OSB 9.
• Range Scale Increase/Decrease options at OSB 19 and OSB 20.
• Range Scale

HSD Zoom Mode

Releasing the Expand/FOV button on the SSC will exit HSD Zoom mode.

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STORES MANAGEMENT SYSTEM (SMS)

The SMS MFD format is used for reviewing and configuring loaded munitions and external stores. SMS weapon
profiles and settings are retained for each master mode. When the pilot switched to a different master mode, the
SMS base page will be set to the SMS mode corresponding with the retained settings and/or sub-mode for the
current master mode.
Functions of the SMS page that relate to employment of specific weapons are covered in their respective manual
sections with the Air-to-Air Employment and Air-to-Ground Employment chapters.

SMS Inventory (INV) Page

An Inventory page is available that shows all munitions, missile launchers, weapon racks, and external stores
loaded on each station. When the aircraft master mode is set to Navigation, Selective Jettison, or Emergency
Jettison modes, the SMS Inventory page is displayed as the base page. When the aircraft master mode is set to
Air-to-Air Missile, Air-to-Ground, Missile Override, or Dogfight modes, the INV page may be accessed from each
respective base page by pressing INV (OSB 4).

1. SMS Mode

2. Gun Ammunition Quantity

8. Station 5
3. Gun Ammunition Type

4. Station 4 9. Station 6

5. Station 3 10. Station 7

6. Station 2 11. Station 8

7. Station 1 12. Station 9

13. Selective Jettison Page

SMS Inventory Page – Navigation mode

1. SMS Mode. The SMS is in standby mode.

2. Gun Ammunition Quantity. Displays the remaining ammunition quantity onboard for the M61 20mm
rotary cannon, in 10 round increments (e.g. “51” indicates 510 rounds remaining).
3. Gun Ammunition Type. Displays the type of 20mm ammunition loaded into the internal ammunition drum.
“M56” will be displayed for any M50-series ammunition. “PGU-28” will be displayed for any PGU-series
ammunition.

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4. Station 4. Displays the external stores installed on the left inboard underwing pylon.
5. Station 3. Displays the external stores installed on the left middle underwing pylon.
6. Station 2. Displays the external stores installed on the left outboard underwing pylon.
7. Station 1. Displays the external stores installed on the left wingtip missile pylon.
8. Station 5. Displays the external stores installed on the centerline fuselage pylon.
9. Station 6. Displays the external stores installed on the right inboard underwing pylon.
10. Station 7. Displays the external stores installed on the right middle underwing pylon.
11. Station 8. Displays the external stores installed on the right outboard underwing pylon.
12. Station 9. Displays the external stores installed on the right wingtip missile pylon.
13. Selective Jettison Page. Selects Selective Jettison mode, overriding the current aircraft master mode.
Stations 1, 2, 8, and 9 are air-to-air stations only, with the respective station data displayed in a two-line format.
The top line displays the type of missile launcher installed on the station. The bottom line displays the air-to-air
munition that is loaded onto that missile launcher.
Stations 3, 4, 5, 6 and 7 can be loaded with a variety of various stores, including air-to-air or air-to-ground
munitions, fuel tanks, and ECM or travel pods. These stations are displayed in a three-line format. Depending on
the combination of external munitions or equipment that is installed on these stations, the station data may be
composed of one, two or three lines of data.
In the example on the previous page, stations 3 and 7 are both installed with a MAU-12 Ejector Rack. However,
the MAU-12 installed on station 3 is carrying a TER-9/A Triple Ejector Rack loaded with a pair of GBU-12 laser-
guided bombs, whilst station 7 is carrying a BRU-57/A Smart Multiple Carriage Rack loaded with a pair of GBU-
38 inertially-aided bombs.
In addition to the gun ammunition type displayed in the top left corner of the inventory page, the SMS will use a
series of weapon and equipment codes to indicate specifically what external stores are loaded onto the underwing
and centerline fuselage stations on the aircraft. A list of these codes are provided on the following page.

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SMS Weapon/External Stores Codes

CODE MUNITION/EQUIPMENT CODE MUNITION/EQUIPMENT
M56 M50-series 20mm ammunition MAU MAU-12 Ejector Rack
PGU28 PGU-series 20mm ammunition TER TER-9/A Triple Ejector Rack
MRL LAU-129A/A Missile Rail Launcher
TA9LM CAP-9M Captive Air Training Missile L03 LAU-3/A 19-tube Rocket Launcher
A-9LM AIM-9L or AIM-9M IR-guided missile L88A LAU-88/A Triple Rail Missile Launcher
A-9X AIM-9X IR-guided missile L117 LAU-117A(V)3/A Maverick Missile Launcher
A120B AIM-120B active radar-guided missile L118 LAU-118(V)2/A Guided Missile Launcher
A120C AIM-120C active radar-guided missile BRU BRU-57/A Smart Multiple Carriage Rack

ACMI AN/ASQ-T50 TCTS pod TK300 300-gallon external centerline tank

AL131 AN/ALQ-131 ECM pod TK370 370-gallon external wing tank
AL119 AN/ALQ-184 ECM pod
GB12 GBU-12 or BDU-50LGB laser-guided bomb
BD33T BDU-33 practice bomb GB10C GBU-10C/B laser-guided bomb
B49 Mk-82 AIR or BDU-50HD with BSU-49 GB24A GBU-24A/B laser-guided bomb
M82 Mk-82 or BDU-50LD bomb GB31A GBU-31(V)1/B INS/GPS-guided bomb
M82S Mk-82 bomb with Mk15 Snakeye pedals GB31B GBU-31(V)3/B INS/GPS-guided bomb
M84 Mk-84 bomb GB38 GBU-38 INS/GPS-guided bomb
B50 Mk-84 AIR bomb with BSU-50
BD50 Mk-84 AIR practice bomb with BSU-50 CB103 CBU-103 INS/GPS-guided cluster bomb
CB105 CBU-105 INS/GPS-guided cluster bomb
CB87B CBU-87 with 202 BLU-97B submunitions
CB97B CBU-97 with 40 BLU-108 submunitions AG65D AGM-65D IR-guided missile 125lb warhead
AG65G AGM-65G IR-guided missile 300lb warhead
M151 M151 high explosive rockets AG65H AGM-65H TV-guided missile 125lb warhead
M156 M156 white phosphorus rockets AG65K AGM-65K TV-guided missile 300lb warhead
M5 Mk5 high explosive anti-tank rockets AG88 AGM-88C anti-radar guided missile
M61 Mk61 or WTU-1/B training rockets A154A AGM-154A INS/GPS-guided glide bomb

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SMS Selective Jettison (S-J) Page

The Selective Jettison page facilitates jettison of individual weapons and/or weapon racks from the external
stations. This allows the pilot to have greater control over what is physically jettisoned from the aircraft.
When the Selective Jettison page is displayed on the SMS MFD format, the Selective Jettison master mode is
entered, which overrides the existing master mode, and “JETT” will be displayed in the HUD Master Mode Status.
Pressing OSB 11 again while on the Selective Jettison page will exit the Selective Jettison master mode and return
to the previous master mode. Alternatively, if any other master mode is selected, Selective Jettison mode will be
exited.
Only external stores that are capable of being jettisoned will be displayed on the SMS Selective Jettison page.
These include external fuel tanks, air-to-ground weapons, and air-to-ground weapon racks. Air-to-air missiles,
air-to-air missile rails, and ECM/Travel pods cannot be jettisoned and will not be displayed.
External stores are selected by pressing the corresponding OSB for that external wing or fuselage station. Any
items that are highlighted in white are selected for jettison. If more than one item exists on a given station, the
first press of the corresponding OSB will enable the lowest external store (shown below on Station 3), and the
second press of the OSB will highlight the next highest external store (shown below on Station 7). An additional
press will disable jettison for all items on that station and the stores will be de-highlighted.
If the Weapon Release button on the Side Stick Controller is pressed while the Selective Jettison page is displayed,
any highlighted external stores will be jettisoned in an unarmed state, regardless of whether the MASTER ARM
switch is set to MASTER ARM, OFF, or SIMULATE.
1. SMS Mode 2. Station 5 Select

3. Station 4 Select 5. Station 6 Select

4. Station 3 Select 6. Station 7 Select

7. Selective Jettison Page

SMS Selective Jettison page

1. SMS Mode. The SMS is in Selective Jettison mode and will display any external stores that can be selected
for jettison.

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2. Station 5 Select. Selects centerline fuselage pylon for jettison. This option will only be displayed when a
300-gallon external centerline tank is loaded.
3. Station 4 Select. Selects left inboard underwing pylon for jettison. This option will only be displayed if a
370-gallon external wing tank is loaded or if an air-to-ground weapon and/or weapon rack is loaded.
4. Station 3 Select. Selects left middle underwing pylon for jettison. This option will only be displayed when
an air-to-ground weapon and/or weapon rack is loaded.
5. Station 6 Select. Selects right inboard underwing pylon for jettison. This option will only be displayed if a
370-gallon external wing tank is loaded or if an air-to-ground weapon and/or weapon rack is loaded.
6. Station 7 Select. Selects right middle underwing pylon for jettison. This option will only be displayed when
an air-to-ground weapon and/or weapon rack is loaded.
7. Selective Jettison Page. Exits Selective Jettison mode, returning the aircraft to the previous master mode.

SMS Emergency Jettison (E-J) Page

When the Emergency Jettison button is pressed on the Left Auxiliary Console, the Emergency master mode is
entered, overriding the existing master mode, and the SMS Emergency Jettison page is displayed on the SMS
MFD format. “JETT” will be displayed in the HUD Master Mode Status. Releasing the Emergency Jettison buttons
will exit Emergency Jettison mode and return to the previous master mode.
Like the SMS Selective Jettison page, the Emergency Jettison page only displays external stores that can and
have been jettisoned. These include external fuel tanks, air-to-ground weapons, and air-to-ground weapon racks.
Air-to-air missiles, air-to-air missile rails, and ECM/Travel pods cannot be jettisoned and will not be displayed.

SMS Emergency Jettison page

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HANDS-ON CONTROLS
The Display Management Switch (DMS), Target
Missile Step Button
Management Switch (TMS) and Expand/FOV button
on the Side Stick Controller (SSC), along with the Display Management
RDR CURSOR/ENAB LE switch on the throttle grip, Switch (4-way)
are the pilot’s controls for selecting a Sensor-Of-
Target Management
Interest (SOI), changing MFD formats, designating Switch (4-way)
locations seen visually by the pilot, or manually
slewing existing designations or sighting points. Expand/FOV Button

The Missile Step button on the SSC is the pilot’s

control for cycling between Air-to-Air or Air-to-
Ground sub-modes. The DOG FIGHT switch on the
throttle grip allows the pilot to rapidly transition to
an air-to-air combat mode from an existing master
mode when an imminent threat to the aircraft exists
from hostile fighters.
DOG FIGHT Switch RDR CURSOR/ENABLE Switch
(3-position) (Multi-directional, Depress)

Throttle Grip Commands. Side Stick Controller (SSC) Commands. The Target Management
The RDR CURSOR/ENABLE Switch (TMS), Missile Step button, and Expand/FOV button commands
switch is multi-directional, are contextual, based on the SOI, master mode, whether a HUD or
allowing the HUD TD Box or HMCS designation exists, and in some cases the current SMS weapon
HSD cursor to be moved in any profile.
direction.

HUD Designate (DTOS/VIS)

Select Dogfight mode S Select Steerpoint (HSD SOI) MSL
DOG
Return to previous mode L Set SOI to HMCS from HUD Missile Step
FIGHT S *Cycle CCIP-DTOS-CCRP
Select Missile Override mode
L **Cycle A-A Missile Type
TMS

RDR S Set HUD as SOI from MFD

CURSOR Reject HUD Designation (DTOS/VIS)
S ***Set SOI to HUD from HMCS

Cycle left Cycle right

Slew HUD TD Box (DTOS/VIS) S
MFD format
DMS S MFD format
C Slew HSD cursor (HSD SOI)

EXP
S Short press (<0.5 sec) Set SOI to MFD from HUD
S Swap SOI between MFDs
L Long press (>0.5 sec) S Cycle NORM/EXP1/EXP2 HSD modes
C Continuous press C Display ZOOM HSD mode L Toggle HMCS on/off

* Master mode must be set to Air-to-Ground and SMS weapon profile must not be AGM-65 or AGM-88 missiles.
** Master mode must be set to Air-to-Air Missile mode, Missile Override mode, or Dogfight mode.
*** An existing HMCS designation must be rejected before SOI can be returned to HUD from HMCS.

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APG-68 FIRE CONTROL

APG-68
RADAR FIRE CONTROL RADAR

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AIR-TO-AIR MODES
The FCR provides two basic A-A modes for target detection, acquisition, and tracking:
Combined Radar Mode (CRM). This mode combines air-to-air sub-modes used for search under one interface.
Sub-modes are:
• Range While Search (RWS)
• Track While Scan (TWS)
Air Combat Mode (ACM). This mode combines all sub-modes for automatic target acquisition under one
interface. Sub-modes are:
• 30° × 20°
• Boresight
• 10° × 60°
• Slewable
Single Target Track (STT) is an additional mode entered by locking a target in CRM or ACM sub-modes.
Air-to-Air weapon employment using the radar is discussed in the following sections:
Air to Air Gunnery
AIM-9M/X Employment
AIM-120 Employment
We will first discuss aspects of the radar that spans multiple modes, and then later we will discuss radar functions
specific to unique applications/weapons.
The air-to-air radar display uses a standard B-scope format in which the ownship (your aircraft) is in the bottom
center of the display. As such, all indications on the b-scope are ahead of the ownship. Targets on the scope are
displayed in range from the closest being at the bottom and the more distant being toward the top. Contacts left
and right of the ownship are represented as being indicted left and right of the center of the display to indicate
azimuth.

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Control Menu

Steerpoint
Radar Display Range
Range Scale

Target Symbols

Azimuth Setting Acquisition Cursor and Min

Max Search Altitude
Elevation Caret
Azimuth Caret
Elevation Setting

Ownship Bearing
and Range

Important, basic components of the display include:

Radar Display Range. The currently selected range displayed on the MFD is shown on the left of the display.
This can be increased or decreased by pressing the adjacent OSBs or by slewing the acquisition cursor to the top
or bottom of the display.
Target Symbols. Target symbols are displayed as solid squares (bricks). The horizonal position of the target
symbol indicates angular position in respect to ownship heading. The vertical position indicates range.
Acquisition Cursor. Consisting of two parallel, vertical lines, this cursor is moved in response to Cursor/Enable
Switch commands. When in a RADAR search mode, the altitude band being covered by the RADAR beam is
indicated above and below the cursor.
Targets are locked by slewing the cursor over the target symbol and commanding TMS Up on the Side Stick
Controller (SSC).
Range Scale. The right side of the b-scope represents RADAR range. The scale includes marks for ¼, ½, and
¾ of the selected radar range.
Azimuth Setting. Indicates the azimuth setting, in tens of degrees. A setting of “A6” means the radar is scanning
60° to either side of boresight, which is the maximum scan azimuth. Options are A6, A3, and A1. Azimuth setting
will be A1 during the RWS acquisition process. Higher azimuth settings will result in a longer detection period and
a slower refresh rate.
Elevation Setting. Indicates the elevation area scanned, in number of bars. A setting of “4B” means the radar
is sweeping four different elevations (corresponding to a 40° elevation range). Options are 4B, 2B, and 1B. Higher
elevation settings will result in a longer detection period and a slower refresh rate.
Antenna Azimuth and Elevation Caret. The current radar azimuth is shown by a T symbol on the bottom of
the display. The current radar elevation is shown by a T symbol on the left of the display. The carets move along
scales that show the full ±60⁰ sweep range of the antenna.
Ownship Bearing and Range. This shows the bearing and range from your own aircraft to the Bullseye.
Control Menu. Pressing this OSB takes you to the control menu. See Control (CNTL) .

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Radar modes are selected by pressing the OSB adjacent to the current mode (OSB 1). After pressing this OSB, a
menu of all available air-to-air modes is displayed on the left side of the display. Press the OSB adjacent to the
desired mode to select it.

Radar Mode

Mode Selections

Combined Radar Mode (CRM)

This mode is selected by default at power-up. It is designed to reduce pilot workload by combining air-to-air sub-
modes used for search under one interface. Sub-modes are:
• Range While Search (RWS)
o Situational Awareness Mode (SAM)
o Dual Target Track (DTT)
• Track While Scan (TWS)
• Single Target Track (STT)
The RWS and TWS sub-modes may be cycled by pressing OSB 2 adjacent to the sub-mode.

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Radar Mode

Radar Sub-mode

You can also cycle between RWS and TWS by holding TMS right for more
than one second.

Target Management
Switch (4-way)

Range While Search (RWS) Sub-mode

The Range While Search (RWS) sub-mode is used for fast, long-range acquisition and engagement. The pilot can
set the acquisition range (10, 20, 40, 80, or 160 nautical miles) and change the azimuth width and elevation.
Targets may be acquired and tracked in three ways: Situational Awareness Mode (SAM), Dual Target Track (DTT),
or Single Target Track (STT).
• Situational Awareness Mode (SAM). Placing the acquisition cursor over a target and pressing TMS
forward commands SAM. The antenna will be directed to the cursor position and a 4-bar, ±10° spotlight
scan will be performed while TMS forward is held.

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Acquisition Cursor
Target

Spotlight Scan

If a target is not under the acquisition cursor when TMS forward is released or no target is detected, the
scan coverage reverts to the previous scan pattern. The SAM acquisition sequence will only commence if a
target was under the TDC when TMS forward was pressed.
After a successful acquisition, the radar enters SAM mode, with the target bugged. The radar will continue
a scan pattern, pausing to dwell on the bugged target periodically. An AIM-120 AMRAAM will guide on the
bugged target even without an STT lock.

Additional Target

DLZ
Bugged Target

Scan Limit Lines

If a missile is selected (AIM-9 or AIM-120), the DLZ will be displayed along the right edge.
SAM mode may be exited with TMS aft. Positioning the acquisition cursor over the bugged target and
pressing TMS forward commands Single Target Track. Positioning the acquisition cursor over another target
and pressing TMS forward commands Dual Target Track.

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• Dual Target Track (DTT). Dual Target Track is entered from SAM by bugging a second target. In DTT
mode, the radar will dwell on two targets while continuing a scan pattern centered around the secondary
target. If the primary target closes within 10 NM of the aircraft, the scan pattern is inhibited, and the radar
will “ping-pong” between the two bugged targets.

Primary Target
Additional Target

Secondary
Target

In DTT, pressing TMS right will swap the primary and secondary targets. The radar will shift its scan pattern
to be centered around the new secondary target. AIM-120 launches in DTT will track the primary target.
• Single Target Track (STT). Placing the acquisition cursor over a primary bugged target and pressing TMS
forward commands Single Target Track mode. Placing the acquisition target over a non-bugged target and
pressing TMS up twice in quick succession accomplishes the same function.
In STT, the radar focuses all its energy on a single target and provides high-resolution and high-frequency
updates. However, the radar does not scan, and will no longer detect other contacts. If the enemy has a
RWR onboard, it will be alerted to the STT lock.

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Closure Rate
Aspect Angle
Airspeed
Ground Track

Locked Target

STT mode may be exited with TMS aft. TMS Aft once returns to SAM mode with the target bugged. TMS Aft
twice returns to the previous CRM mode.
This mode is discussed in the Single Target Track (STT) section below.

Track While Scan (TWS) Sub-mode

TWS mode is a multi-target tracking mode. In TWS, the radar will initially detect only hits, like RWS. However,
as successive hits in proximity are detected in subsequent scans, the radar will attempt to combine these hits
into targets. Each detected target is represented by a trackfile, which stores a history of detected hits. This history
is used to build a picture of the target’s heading, speed, and other properties.
TWS has several restrictions. The radar will attempt to build trackfiles for each contact, but given a large scan
volume, there will be a sizable refresh time between scans. During each scan the radar will try to predict the
position of the contact for the next scan. If, however, the target takes evasive, high-G maneuvers and quickly
changing its trajectory and speed, the radar can lose the track by making an incorrect trackfile prediction, and
the contact will disappear from the radar, replaced only with a hit on the next scan.
TWS, when combined with the AIM-120, provides a powerful ability to engage multiple targets quickly.
Nevertheless, target tracking is not as reliable as SAM, and especially less reliable than STT. Unlike STT though,
a TWS lock does not trigger an elevated RWR indication. As such, the first warning the enemy pilot will likely get
is when the radar seeker of the AIM-120 goes active.
Trackfiles are automatically established on up to 10 targets based on information received from each radar sweep.
The radar scan volume options are identical to those used for RWS but are reduced to 3-bar, ±25° when a target
is designated.
Four types of target symbols are available to help sort contacts. They are, in increasing order of importance:
Search Target, Track Target, System Target, and Bugged Target. In addition, two other target symbols can
appear: Cursor Target and Locked Target.
Search Target. These are radar hits that have not been resolved well enough to build a track. They are displayed
as a small brick in much the same way as in RWS.

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These targets disappear after a few sweeps if a track cannot be obtained. If a valid track is obtained, usually
after being detected on two consecutive sweeps, the contact automatically becomes a Track Target.
Track Target. Once enough information about a Search Target has been received to build a trackfile, it is
upgraded to a Track Target. These targets are displayed as a larger brick with a velocity vector line showing their
direction of travel. Their altitude is displayed just below each contact. Up to 10 of these tracks may be present
at one time.

Track Target
Search Targets

Track targets can be considered the most basic radar contact. Other options become available after a trackfile
has been established. The pilot can upgrade any Track Targets of interest to System Targets.
System Target. System Targets are Track Targets designated by the pilot. System Targets are not given any
additional radar energy; the System Target feature is only used by the pilot to designate those targets that the
pilot may wish to monitor or employ weapons against later.
To upgrade a Track Target to a System Target, position the radar cursor over a Track Target and press TMS
Forward. If no System Targets have yet been designated, pressing TMS Right upgrades all Track Targets to
System Targets.

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System Target

You can position the acquisition cursor over any System Target to increase its scan priority, making it a Cursor
Target.

Cursor Target

Scan Limit Lines

The radar will limit its scan to a 3-bar, ±25° pattern centered on that target to provide faster updates and reduce
the chance of losing the Cursor Target. This does not designate the target for AIM-120 employment, only
increases its priority for radar updates.
The Cursor Target can be changed by slewing the cursor to another system target. Slewing away from all system
targets returns the radar to a normal TWS scan.

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A System Target can be designated as the Bugged Target by placing the radar cursor over it and pressing TMS
Forward. This changes the scan to a 3-bar, ±25° pattern centered on the bugged target to provide faster
updates and reduce the chance of losing the track.

Bugged Target

Scan Limit Lines

The Bugged Target is also selected for weapons employment. AIM-9 and AIM-120 DLZ information in the HUD
and FCR format references the Bugged target.
TMS Right will select the closest System Target as the bugged target. Subsequent presses of TMS Right will
cycle through all displayed System Target in range order, making each the Bugged Target in turn.
The Bugged Target can be transitioned to an STT lock by pressing TMS Forward with the cursor over the
Bugged Target. This will transition the radar to STT mode.
Pressing TMS Aft downgrades a Bugged Target to a System Target, or a System Target to a Tracked Target.

Air Combat Mode (ACM)

The Air Combat Mode (ACM) automatically acquires aircraft at short ranges. This mode is used most often when
the target is already acquired visually. The pilot flies the aircraft to position the target in the proper position for
radar acquisition.
Different scan patterns are available in the four different sub-modes:
• Boresight (BORE)
• 10° × 60° (Vertical Scan)
• 30° × 20° (HUD Scan)
• Slewable
The radar locks the first target it detects within each sub-mode’s search pattern. Maximum acquisition range is
10 nautical miles. Each sub-mode has its own strengths and weaknesses and is best used in different situations.
ACM may be entered in two ways:

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• Position the Dogfight/Missile Override (DOGFIGHT) Switch to DGFT. This selects ACM automatically.
Or,
• Press the OSB next to the radar mode and select ACM from the options on the left of the screen.

Radar Mode

Mode Selection

The 30° × 20° sub-mode is entered in a non-radiating (NO RAD) state by default when ACM mode is selected.
The radar is activated when a sub-mode is selected by either cycling through sub-modes on the MFD or using
the Target Management Switch (TMS).

Sub-mode Selection

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HOTAS functions of the TMS in ACM radar mode and the radar as SOI
are:
• TMS Up: Boresight (BORE) Sub-mode
• TMS Down: 10° × 60° (Vertical Scan)
Target Management
• TMS Right: 30° × 20° (HUD Scan)
Switch (4-way)
• TMS Left: No function

30° × 20° (HUD Scan) Sub-mode

The 30° × 20° HUD scan pattern searches an area slightly larger than the HUD field of view. The lock range is
10 nautical miles. The radar automatically locks on to the first target in this zone. When locked, the target is
automatically tracked in STT mode.
There is no special HUD symbology for this sub-mode. The FCR format will display “ACM 20.”

Scan Zone

This sub-mode is less precise than the BORE sub-mode and may take longer to achieve a lock because of the
larger target area for the radar scan to cover.

Boresight (BORE) Sub-mode

The BORE scan pattern searches a small one-beamwidth area located 3° below the HUD’s gun cross. An additional
Boresight Cross is displayed on the HUD at the center of the radar scan zone to aid in positioning the target in
the radar beam.
The FCR format will display “ACM BORE.”

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Scan Zone

BORE Cross

BORE is useful for quickly locking a target within visual range (WVR) and allows a degree fine control as to the
target being locked. The first target detected within 20 nautical miles is locked and automatically tracked in STT
mode.

10° × 60° (Vertical Scan) Sub-mode

In the 10° × 60° vertical scan sub-mode, the radar searches an area with 10° in width and 60° in the vertical.
The scan center is 23° above the HUD’s gun cross. This mode is indicated by a vertical line extending from the
gun cross to the bottom of the HUD.
The FCR format will display “ACM 60.”

HUD Line

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Scan Zone

The lock range is 10 nautical miles. The radar automatically locks on to the first target in this zone. When locked,
the target is automatically tracked in STT mode.
This mode is most often used during air combat maneuvering (ACM) dogfights. During such fights, you are often
trying to place the target on the lift vector and “pull” the target into the HUD. When in this mode, you can often
lock on to the target earlier, even when it is well above the HUD frame.

Slewable Sub-mode (later in early access)

The scan pattern is approximately 20° high × 60° wide. When selected, the scan is centered directly in front of
the aircraft on the horizon. The scan is slewable via the CURSOR/ENABLE control until a target is acquired. The
amount of slew is limited by the radar gimbal limits.
The FCR format will display “ACM SLEW.”
As with the other sub-modes, the radar automatically locks on to the first target in this zone. When locked, the
target is automatically tracked in STT mode.
This mode is useful when you have a direction to look, for example ‘bandits 2 o’clock high’, but have not picked
them up visually yet.

Single Target Track (STT) Mode

After you have locked the target from RWS or ACM sub-modes, the radar will change to STT mode. The radar
now focuses all its energy on a single target and provides constant updates. However, the radar will no longer
detect other contacts and the enemy may be alerted by this radar lock.
The MFD display in STT mode remains much the same as RWS mode with these differences: The locked radar
target is displayed as a circled triangle symbol with a flight vector line. The target’s altitude is displayed below
the target symbol. The top of the display shows aspect angle, ground track (direction the contact is traveling
over the ground), calibrated airspeed, and closure rate.

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Closure Rate
Aspect Angle
Airspeed
Ground Track

Altitude
Locked Target

Control (CNTL) Menu

The Control Menu allows configuration of the FCR in air-to-air mode and the air-to-air presentation. Some options
are only applicable to air-to-ground radar modes; the air-to-air options are documented below.

Moving Target Channel

Rejection

Altitude Tracker

Target History Frequency

Agility Band

Radar Level

Power Management

Channel. Selects the frequency channel the radar uses, 1 through 4 (not implemented). Different aircraft within
a flight should use different channels to avoid radar interference with each other.
Frequency Agility Band. Toggles between wide (WIDE) and narrow (NARO) frequency agility bandwidth (not
implemented). Frequency agility refers to the radar’s technique of randomly hopping between different
frequencies within the agility band, to increase the difficulty of being jammed.

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Power Management. Not implemented.

Radar Level. Not implemented.
Target History. Sets the number of frames that a radar return lives (default 3). When set to 1, a radar return
is only displayed during the frame that it is detected. When set to 2, 3, or 4, the radar return is displayed for
additional scan frames, becoming dimmer with each new frame. By setting the target history, you can get a broad
idea of target relative bearing, since the frames will appear to form a line.
Altitude Tracker. Toggles on and off the altitude line tracker/blanker (not implemented). When on, blanks all
targets which are detected at the range of the altitude line.
Moving Target Rejection. Sets the minimum relative velocity that a detected aircraft must have before it is
displayed (Doppler gate). Not implemented.

Expand (EXP) Feature

The radar provides the ability to enter an expanded field of view display that allows sorting and resolution of
closely grouped contacts. This can be thought of as a zoom feature that provides a 4:1 scale view centered
around the radar cursor. This feature is available in all radar modes.
The expanded display may be toggled on or off by selecting the OSB next to NORM/EXP or by pressing the
Expand/FOV Button (pinky switch) while the FCR is sensor of interest.

Normal Display

Closely Grouped
Cursor Contacts

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Target Management
Switch (4-way)

The expanded display features a 2 nm × 2 nm reference box centered on the cursor. Basic functions and
symbology are unchanged from the normal display.

Expanded Display

Cursor

2nm × 2nm Box

IFF Interrogation
The Identification Friend or Foe (IFF) system allows interrogation of aircraft to determine if they are friendly or
hostile. This is done by transmitting a coded signal aimed at a specific radar contact or volume of space within
the selected radar azimuth and elevation. Transponders in friendly aircraft receive this signal and reply with the
correct coded response.
Contacts are classified based on the response and symbols identifying contacts as friendly or hostile are displayed
on the radar screen. The IFF system is not radar dependent so interrogation of contacts is still possible with the
radar off.
The IFF Master Switch must be set to NORM or LOW on the IFF panel to enable IFF interrogation.

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Master Switch

Interrogation is initiated by HOTAS command in one of two modes:

• Scan. Press TMS Left short (1 second or less) to interrogate all
contacts in the radar scan volume.
• Line of Sight (LOS). Press TMS Left long (more than 1 Target Management
second) to interrogate the locked target or immediate area Switch (4-way)
around the radar cursor.

If the contact is friendly a green circle is drawn around the contact for three seconds. If no reply is received, no
indication is displayed, and the contact is classified as unknown. These contacts may be assumed to be hostile
depending on the rules of engagement (ROE) in your current scenario.

Friendly Reply

No Reply

Interrogator Mode

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AIR-TO-GROUND MODES
The air-to-ground radar operates in six different selectable modes:
• Ground Map (GM)
• Ground Moving Target (GMT)
• Sea Search (SEA)
In addition, there are three additional modes that the radar uses in certain situations:
• Fixed Target Track (FTT)
• Air-to-Ground Ranging (AGR)
• Situational Awareness Mode (SAM)
Currently, the GM and SEA sub-modes are selectable.

Ground Mapping (GM) Mode

The Ground Mapping mode is a B-scope raster scan of terrain ahead of the aircraft. Image intensity is a function
of the strength of a radar return. Certain ground features will have higher intensity (e.g., buildings or vehicles)
and others will have lower intensity (e.g., water). Terrain or tall structures will impede the radar beam from
traveling further, creating distinctive shadows, giving the resulting image the appearance of an elevation relief
map.
Normally, the radar only scans the area around the SPI, regardless of aircraft location or heading. If the SPI
moves outside the radar field of view, the radar antenna is boresighted. To scan directly ahead of the aircraft
instead, use Snowplow (SP) Mode.
The ground mapping mode operates in one of four sub-modes:
• NORM: Normal mode
• EXP: Expanded mode, a 4:1 expansion of the NORM scan area.
• DBS1: Doppler beam sharpening mode level 1. The DBS mode can create a higher-resolution image
than the enhanced ground mapping mode, though it takes longer to render the image. DBS level 1
produces a 24:1 sharpening. The rendered area is the same size as EXP mode.
• DBS2: Doppler beam sharpening mode level 2. Level 2 creates an even sharper image, at 64:1, but
raster takes three times longer than DBS1. The rendered area depends on range to target, with a
minimum of 8 NM square.

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Auto/Manual
Range Sub-Mode

Override Mode
Radar Mode

Control Page

Gain Indicator
Freeze

Snowplow
Range

Cursor Zero
Scan Width

Sighting Option
RBM/EGM

Time to Go
B/R to SPI
Crosshairs

Radar Mode. Pressing this OSB displays the radar mode menu. Radar modes will be displayed along the right
side and can be selected with the adjacent OSB. Only GM and SEA are available currently.
Sub-Mode. Cycles between NORM, EXP, DBS1, and DBS2 sub-modes. See Expanded Sub-Modes, below.
Override Mode. When highlighted, places the radar in standby mode and suppresses radar transmission.
Range. Pressing these OSBs moves between the radar range options: 80, 40, 20, and 10 NM.
Auto/Manual Range. Pressing this OSB toggles between AUTO and MAN (manual) range control. When in
AUTO mode, moving the crosshairs to the top or bottom of the display increases or decreases the range. The
label displays the mode that will be set if the OSB is pressed: AUTO is displayed when manual mode is active,
and MAN is displayed when automatic mode is active.
Gain Indicator. The scale indicates the range of possible radar gain values. The caret indicates the current
radar gain. Radar gain is adjusted with the GAIN rocker to the left. Higher gain values will produce a brighter
image but may wash out details.
Scan Width. Press to cycle between azimuth width options. The radar will only scan inside that azimuthal area.
Options are A6 (60° to each side of center), A2 (20° to each side), and A1 (10° to each side). Decreasing scan
azimuth will increase refresh rate but hinder situational awareness.
RBM/EGM. Toggles between Real Beam Mode (RBM) or Enhanced Ground Map (EGM). RBM uses raw radar
data to quickly produce an image. EGM uses post-processing to improve the image resolution but takes longer
to render an image. When EGM is on, only the center portion of the radar image is post-processed. EGM is not
available at large bank angles.
Crosshairs. The crosshairs indicate the current sensor point of interest (SPI). When not in snowplow mode, the
Cursor Enable control can be used to move the crosshairs and change the SPI.
B/R to SPI. Displays the bearing and range from the aircraft’s position to the SPI.
Time to Go. Displays the time (minutes:seconds) until reaching the SPI.

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Control Page. Pressing displays the Control menu. See Control (CNTL) Menu.
Freeze. Pressing this OSB puts the radar in standby mode and freezes the current radar image on the display.
See Freeze (FZ) Function, below.
Snowplow. Pressing this OSB moves the crosshairs to the center of the display and causes the radar to scan in
front of the aircraft, regardless of its location relative to the SPI. See Snowplow (SP) Mode, below.
Cursor Zero. Pressing this OSB resets all cursor slew. See Fehler! Verweisquelle konnte nicht gefunden
werden..
Sighting Option. Toggles between different sighting options. The selected sighting option determines the
relationship between the selected steerpoint and the SPI. (Not implemented.)
• STP. SPI is the selected steerpoint. Default in NAV master mode.
• TGT. SPI is the designated target (or the selected steerpoint if no target is designed). Default in A-G
master mode.
• OA1. SPI is Offset Aimpoint 1 for the selected steerpoint.
• OA2. SPI is Offset Aimpoint 2 for the selected steerpoint.
• RP. SPI is the Visual Reference Point for the selected steerpoint (see Fehler! Verweisquelle konnte
nicht gefunden werden.).
• IP. SPI is the Visual Initial Point for the selected steerpoint (see Fehler! Verweisquelle konnte
nicht gefunden werden.).
• SP (sensor point). Displayed when TMS Forward is pressed. SPI is the location designated on the FCR
format.

Target Management
Switch (4-way)

Expand/FOV Button
RDR CURSOR/ENABLE Switch
(Multi-directional, Depress)

When in GM mode, pressing TMS forward designates a target (see Fixed Target Track (FTT)). Pressing TMS aft
undesignates that target.
Pressing the pinky switch cycles between the different sub-modes (NORM, EXP, DBS1, and DBS2).

Expanded Sub-Modes
The expanded sub-modes cannot resolve radar information directly ahead of the aircraft’s nose. When using an
expanded sub-mode, only off-azimuth radar data will be shown.
When in an expanded sub-mode, the crosshairs are fixed at the center of the screen, and using the Cursor Enable
control slews the image, not the crosshairs.

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Yardstick

Yardstick. Indicates a ¼ nautical mile distance.

Freeze (FZ) Function

When OSB 7 is pressed, the Freeze function is activated. The radar image will freeze. If the radar continues to
maintain line of sight to the imaged area, the image will continue to refresh with subsequent scans, though the
location and bounds of the image will not change. If the radar loses LOS, it will coast, and the last scanned
composite image will be preserved on the display.

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Crosshair
Coordinates

Ownship

Crosshairs

B/D to
Crosshairs

Crosshairs. Used to designate a target. Controlled by the Cursor Enable control. When the radar is coasting, the
crosshair center is displayed as a hollow box. When the radar is actively scanning the crosshair area, the crosshairs
center is displayed as a filled triangle.
Ownship. Displays the location of the aircraft within the radar image. Not displayed if the aircraft is outside the
radar image dimensions.
Bearing and Distance to Crosshairs. Displays the bearing and distance from the present position (represented
by the ownship) to the crosshairs.
Crosshair Coordinates. Displays latitude and longitude of crosshair position. Holding TMS aft temporarily blanks
this text.

Fixed Target Track (FTT)

When a location is designated with TMS Forward, the radar enters FTT sub-mode. This sub-mode has identical
symbology and operation to the FZ (Freeze) function, described above, although the radar beam remains locked
on the designated location and is no longer used to create a raster image.
FTT is appropriate for tracking fixed ground targets or slow-moving sea targets such as ships. To track moving
land targets or fast-moving sea targets, use Ground Moving Target (GMT) mode (will be implemented later).
When in FTT, the designated location becomes the SPI. The radar will continue to track the target location while
line-of-sight is maintained. If LOS is lost, the radar will coast for 10 seconds before the radar returns to GM or
SEA mode. If the designated location moves outside the radar field of view, the radar will slew to boresight until
the target returns into the radar FOV, at which point the radar will reacquire the target. If the target remains
outside the radar FOV for 60 seconds, the radar will return to GM or SEA.

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Situational
Awareness Cue

Situational Awareness Cue. The point about which the map has been expanded.

Snowplow (SP) Mode

In Snowplow mode, the radar scans directly ahead of the aircraft, independent of the SPI location. The radar
cursor is fixed at the center of the display.

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Pressing TMS Forward while in Snowplow mode ground-stabilizes the cursor and exits Snowplow mode. You can
then either designate a target, or press Cursor Zero (CZ) if desired to reset the cursor to the steerpoint location.

Sea Search (SEA) Mode

SEA mode works identically to GM mode (see above). SEA mode is appropriate for tracking slow-moving or
stationary objects on the water’s surface.

Radar Return

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LINK16 DATALINK
LINK16 DATALINK

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OVERVIEW
The aircraft relies on the Multifunction Information Distribution System (MIDS) radios that allow the transmission
and reception of data over the Link16 Tactical Data Information Link (TADIL) network.
Link16 allows NATO and other services to share data with each other. Link16 is part of the MIDS radio system
and must be activated by rotating the MIDS LVT knob on the Avionics Power Panel to the ON position. The DL
switch next to the knob is not applicable to this block of the F-16C and may be left OFF if desired.

The primary purpose of Link16/MIDS is to provide a near-real-time picture of the tactical area around the pilot’s
aircraft. Data from ownship sensors, other friendly fighters on the network, and surveillance assets like AWACS
are correlated to create a unified situational awareness picture. This in turn allows a more coordinated
engagement and less chance of fratricide.

Filter Option

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DLNK DED Pages

Three datalink (DLNK) pages are available on the DED to monitor and verify configuration of the Link16 system.
The first page is accessed by pressing the LIST button on the ICP and selecting ENTR (“E”). The next page can
be selected by toggling the DCS right to the SEQ position.

NET STATUS Page

Page 1 displays network status and time references.

GPS Time Reference

Pilot Entered Time

Network Time Reference
Network Synchronization Status

GPS Time Reference. All Link16 network participants must work off a common time reference. This is provided
by GPS clock data when this is set to ON.
Pilot Entered Time. If GPS is not used or not available, network participants may enter a time based on a pre-
arranged reference.
Network Time Reference. If enabled, this identifies the aircraft as the network controller. This is normally set
to OFF.
Network Synchronization Status. This displays the quality of time synchronization with the network.

LINK16 Page
Page 2 sets MIDS radio options, including channels for data reception and transmission power.

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Fighter Channel Selection Callsign

Mission Channel Selection Flight Lead Identifier

Surveillance Channel Selection Transmission Power

Fighter, Mission and Surveillance Channel selection. This selects the MIDS channel data from flight
members, other flights and AWACS aircraft is received on. These are pre-set and do not need to be changed.
Callsign. This is the identifier for data coming from the aircraft.
Flight Lead Identifier. If enabled, this identifies the aircraft as the flight lead.
Transmission Power. This selects the power output for the MIDS radios.

Link16 STN Page

Page 3 allows management and identification of flight member source track numbers (STN) on the network.

Own Flight Position

Flight Member Track Numbers

Flight Member Track Numbers. These identify the tracks for members of a flight. These are pre-set and do
not need to be changed.
Own Flight Position. This identifies the aircraft’s position in the flight.

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DISPLAY SYMBOLOGY
Each trackfile is represented by a symbol on the HSD and Radar Display. Depending on the shape and color, you
can determine whether it is friendly or hostile, and what the source of the track is; onboard systems, offboard
donors, or a combination of the two.

Friendly Tracks

Hostile Tracks

Vector Line
Symbol

31
Altitude

Symbol. The basic symbol changes shape and color to represent different information. See below for examples.
Vector Line. This line points in the direction the track is heading.
Altitude. This displays the track’s altitude in thousands of feet
The Radar Display presents the information in much the same way as the HSD but includes an additional identifier
when a target is ‘bugged’ as the primary target by another donor aircraft on the network. This is a great aid to
target sorting as it allows the pilot to prioritize targets not being engaged by other aircraft in the area.

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Hostile Track Bugged

by Wingman 2

Hostile Track Bugged

Hostile Track Bugged
by Multiple Donors
by Wingman 3

Hostile Track Bugged

Friendly Tracks by Ford 11

Bugged Target ID
2
Vector Line
Symbol
31

Altitude

The Bugged Target ID shows the aircraft that is currently targeting a hostile track and may be interpreted as
follows:
1, 2, 3, or 4. These identify the member of the pilot’s flight that is currently bugging the target.
FD11, EN23, CY14, etc. The first and last letters of the callsign and flight position number is displayed when a
target is bugged by a donor that is not a member of the pilot’s flight. For example, FD11 identifies Ford 11, CY14
identifies Chevy 41, and so on.
M. The target is bugged by multiple donors.
Bugged targets are identified differently on the HSD than on the radar display. A dashed cyan Wingman
Lockline is drawn from wingmen to their currently bugged targets. Wingman Locklines are only displayed for
flight members and not for all donors on the network.
Bugged Target IDs are shown on the radar display only and Wingman Locklines are displayed on the HSD only.

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Hostile Track Not

Targeted by Wingmen

Hostile Tracks Targeted

by Wingmen

Wingman Locklines

Wingman Tracks

Link16/MIDS can receive and display three types of trackfiles:

• Surveillance Tracks. These are tracks provided by data sources like AWACS and radar ground
stations.

Hostile Unknown Suspect Friendly

Surveillance
Tracks
31 25 21 29

• Fighter Tracks. These are tracks provided by donor aircraft, other fighters providing track data, on
the network. They are all correlated against each other to avoid duplicate trackfiles. These are visually
identical to surveillance tracks.

Hostile Unknown Suspect Friendly

Fighter
Tracks
31 25 21 29

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• Precise Participant Location and Identification (PPLI) Tracks. These show the location and
status of members of the pilot’s own flight and up to four additional donor aircraft.
Other
Wingman
Donor

PPLI
2
Tracks
29 22

Trackfiles from each of these three sources (offboard) are then correlated with the sensors of the player’s aircraft
(onboard). This is termed Multi Source Integration (MSI).

Hostile Unknown Suspect Friendly

Tracks
Correlated
with
Onboard 31 25 21 29
Sensors

Other
Wingman
Donor
PPLI
Tracks
Correlated
2
with
29 22
Onboard
Sensors

Radar Display Filtering

Track symbols displayed on the FCR page may be filtered using the UHF/VHF Transmit switch. This affects tracks
displayed on the radar display only and does not affect those displayed on the HSD.
Positioning the switch inboard short (less than .5 sec) UHF VHF Transmit Switch (4-way)
rotates between three filter options:
• ALL. All symbols are displayed
• FTR+. Surveillance tracks are removed
• TGTS. Surveillance and PPLI tracks are
removed
Positioning the switch outboard short (less than .5 sec)
selects NONE and removes all datalink tracks. Selecting
outboard short again returns to the previously selected
filter option.
The current option is displayed at the bottom left of the radar display.

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LITENING II TARGETING
LITENING
POD II TARGETING POD

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OVERVIEW
The LITENING II targeting pod provides you the ability to view, track, or designate targets day or night. There
are two live video modes: Charge Coupled Device (CCD) (like a TV display) and Forward Looking Infrared (FLIR)
in both Black Hot and White Hot sub-modes.
The main function modes and sub-modes for the TGP include:
• Standby (STBY)
• Air-to-Ground (A-G)
o Slave (Ground)
o AREA Track
o POINT Track
o INR Track
o Laser Spot Search (LSS)
• Air-to-Air (A-A)
• Slave (Body)
o POINT Track
o RATE Track
o HUD
Each of these modes also has a Control Page that provides you with the ability to configure TGP features.

TGP Activation
The following switches must be set on the Avionics Power Panel for all TGP features to function:
• MMC switch – MMC
• ST STA switch – ST STA
• MFD switch – MFD
• UFC switch – UFC
• INS – NORM
Power is applied to the TGP from the Sensor Control Panel:
• RIGHT HDPT switch – RIGHT HDPT
Select TGP from the MFD Menu to access the TGP page.

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TGP Page Select

When the TGP is initially activated, the Standby page will be displayed with a “NOT TIMED OUT” message
displayed in the upper center portion. Time is needed to run automatic power-up self-tests and for the FLIR
sensor to cool down.
A “FLIR HOT” message is displayed in white text on a black background with half the text height as the “NOT
TIMED OUT” message. After about three minutes, the message will be removed, video will appear, and the
Standby mode page will be selected.

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LASR DED Page

The Laser DED page is accessed by pressing 5/CRUS on the ICP keypad when the MISC DED page is displayed
on the DED. This page is used to configure the targeting pod (if equipped) for laser ranging and designation
operations.
NOTE: The TGP and LST CODE data fields cannot be edited if the targeting pod is powered off or still initializing.
When the pod has fully initialized and is in STBY mode, these data fields will accept data entry.

1. TGP Designation Code 4. DED Asterisks

2. Laser Spot Tracker Code

3. Laser Start Time

Move DED asterisks to

Modify No function the previous data field

Reject
Return DED No function
Accept
to CNI page

Operate No function Move DED asterisks

to the next data field

1. TGP Designation Code. Displays the laser PRF code that will be emitted from the targeting pod’s laser
rangefinder/designator (LRFD). May be modified using the ICP keypad and can be set to designate PRF
codes 1111-1788 or PIM codes 2111-2888.
2. Laser Spot Tracker Code. Displays the laser PRF code that the targeting pod’s laser spot tracker (LST)
will search for when enabled. May be modified using the ICP keypad and can detect PRF codes 1111-1788
or PIM codes 2111-2888.
3. Laser Start Time. Displays the Time-To-Impact value at which the targeting pod will automatically begin
laser designation for terminal guidance of laser-guided munitions. May be modified using the ICP keypad,
with acceptable values between 0 and 176 seconds. A value of 0 will disable automatic laser designation.
4. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
To employ laser-guided munitions autonomously, the TGP designation code on this page must match the pre-
programmed laser code on the bomb guidance sections. Note that the F-16C can only be equipped with laser-
guided munitions that can guide on laser PRF codes between 1511 and 1788, despite the F-16C targeting pod’s
capabilities to designate outside of this PRF range. (See Terminal Laser Guidance Codes for more information.)
When performing targeting operations within the flight, it is often advantageous to set the LST code to the
wingman’s TGP designation code during run-up. This technique can facilitate an immediate target handover
between aircraft when both targeting pods are oriented in the same geographic area, by simply setting the TGP
as SOI and depressing the MAN RNG/UNCAGE knob to initiate a Laser Spot Search (LSS).

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STANDBY (STBY) MODE

This will be the first TGP mode screen displayed upon activation of the TGP. After the “NOT TIMED OUT” message
has been removed (after 3 minutes), the mode may be exited by selecting one of the other two TGP modes or
the standby control page.
The following OSB functions may be displayed:

Override Select

STBY Control Page Select

Current Mode
Radar Altitude

Sensor Type

Field of View and Laser Spot Search Code

Zoom Factor

Current Mode. This is the mode the TGP is currently in.

Field of View. Pressing this OSB toggles between Narrow Field of View (NFOV) or Wide Field of View (WFOV).
These views can vary between the CCD and FLIR sensors in the TGP.
• FLIR field of view:
o Wide Field of View (WFOV) is 4° × 4°
o Narrow Field of View (NFOV) is 1° × 1°
• CCD field of view:
o Wide Field of View (WFOV) is 3.5° × 3.5°
o Narrow Field of View (NFOV) is 1° by 1°
Zoom Factor. Within an FOV selection, you may additionally adjust the zoom-factor by zooming in and out with
the RANGE knob. The zoom range goes from 0Z (no zoom) to 9Z (highest level of zoom within FOV). Objects
within the TGP field of view double in size from 0 to 9 zoom.
OVRD Select. Pressing this OSB overrides any current mode and returns to STBY. The last selected mode is
returned to when OVRD is selected a second time.
STBY Control Page Select. Pressing this OSB selects the STBY Control Page. Options and functions are
described below.
Radar Altitude. The current radar altitude is displayed.
Sensor Type. Displayed in the upper right corner, this text field indicates the current video mode that the TGP
is collecting in. The three options include:

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• WHOT. Using the FLIR camera, hot objects appear lighter than a cooler background.
• BHOT. Using the FLIR camera, hot objects appear darker than a cooler background.
• TV. The Charge Coupled Device camera displays this image. This is a daytime, electro-optical camera.
Laser Spot Search Code. This is the laser pulse rate frequency (PRF) code the TGP will attempt to locate in
laser spot search (LSS) mode.

Mode Selection
You may change modes by pressing the OSB 1 adjacent to STBY. The following options will be displayed
depending on Master Mode:

Current Mode

A-A Mode Select A-G Mode Select

STBY Mode Select

A-A Mode Select. Pressing this OSB selects A-A mode.

A-G Mode Select. Pressing this OSB selects A-G mode.
STBY Mode Select. Pressing this OSB selects STBY mode.

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AIR-TO-GROUND (A-G) MODE

When A-G mode is first entered, the TGP will boresight at 150 mils below the zero sight line of the aircraft, directly
forward and slightly down. The following elements may be displayed:

Field of View and Zoom Factor

AGM-65 Handoff Sub-mode

Current Mode
SPI Coordinates/Elevation
Grayscale

Situational Awareness Cue

Gain Control

Crosshairs

FOV Indicators

Track Mode
Slant Range to SPI
Laser Code

Field of View. Pressing this OSB toggles between Narrow Field of View (NFOV) or Wide Field of View (WFOV).
These views can vary between the CCD and FLIR sensors in the TGP.
• FLIR field of view:
o Wide Field of View (WFOV) is 4° × 4°
o Narrow Field of View (NFOV) is 1° × 1°
• CCD field of view:
o Wide Field of View (WFOV) is 3.5° × 3.5°
o Narrow Field of View (NFOV) is 1° by 1°
Zoom Factor. Within an FOV selection, you may additionally adjust the zoom-factor by zooming in and out with
the RANGE knob. The zoom range goes from 0Z (no zoom) to 9Z (highest level of zoom within FOV). Objects
within the TGP field of view double in size from 0 to 9 zoom.
AGM-65 Handoff Sub-mode. This OSB toggles between MAN and AUTO for AGM-65D/G Maverick hand off
mode.
• MAN. The AGM-65 will be slaved to the Line of Sight of the TGP but will not automatically be handed
off the lock. Pilot must manually change SOI to AGM-65 and command lock manually.
• AUTO. TMS right will hand off the lock to the AGM-65 if the target contrast and size meets criteria of
missile lock.
Current Mode. This is the mode the TGP is currently in.
SPI Coordinates/Elevation. The lat/lon coordinates and elevation in feet of the current System-Point-of-
Interest (SPI) is displayed. This is usually the point in the center of the crosshairs at ground level.
Grayscale. When pressed, it displays a 10-stage gray scale bar at the bottom of the display. When enabled, the
label changes to GRAY ON.

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Situational Awareness Cue. The SA cue provides you a reference to indicate the TGP’s current line of sight in
reference to the pod’s longitudinal (boresight) axis, which is coincidental with the aircraft longitudinal axis. The
cue is represented as a small square that can move to any spot within the display. The position of the SA square
represents the current TGP line of sight.
Gain Control. Pressing this OSB toggles between manual and automatic gain control for the FLIR video.
• MGC. If selected, level control arrows are displayed on the OSBs below (not shown). Gain may be
controlled with the physical gain rocker switch on the top left of the MFD. The current selected gain is
indicated on the top left corner of the TGP page (not shown).
• AGC. Gain is adjusted automatically, and the level control arrows and gain indicator are both removed.
Note: The AGC/MGC label and associated OSB labels are displayed even if the TGP is in TV mode.
Crosshairs. Line of sight for targeting and laser fire.
Field of View (FOV) Indicators. These four corner brackets are only shown when WIDE FOV is enabled and
indicate the portion of the image that will be displayed if NARO FOV is enabled.
Track Mode. If the TGP is in a track mode, this field will indicate the track mode it is in. Types include:
• AREA. In AREA track mode, the TGP performs image correlation to track an overall scene. AREA track
mode is effective at tracking fixed objects.
• POINT. In POINT track mode, the TGP attempts to follow the centroid of a visible object using edge
detection. POINT track mode is effective at tracking moving objects that are well-defined against their
background, either because they are warmer (in HOC/COH sub-modes) or brighter (TV sub-mode).
• INR (inertial rates). In INR mode, the TGP maintains its LOS on a position using only inertial integration.
It does not do any image processing. INR track mode is effective at approximately maintaining the TGP
LOS when the target is at risk of being masked or obscured.
Slant Range to SPI. This indicates the slant range in nautical miles to the SPI. The preceding letter indicates
the source of the range data.
• L. Laser (priority over all other sources)
• T. TGP passive ranging
• (blank). Sensor that is not the TGP is providing range (for example, FCR A-G ranging)
Laser Code. If the laser is firing (flashing L), the targeting pod laser code being used should display the code as
set on the LASR DED page. This is an octal value of 1 to 8 with a range between 1111 and 2888.

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Override Select

A-G Control Page Select

Radar Altitude

Sensor Type

North Arrow

Laser Spot Search Code

Track Polarity

Snowplow Mode

Meterstick
Cursor Zero
Sighting Option
Laser Status

Time to Go

OVRD Select. Pressing this OSB overrides any current mode and returns to STBY. The last selected mode is
returned to when OVRD is selected a second time.
A-G Control Page Select. Pressing this OSB selects the STBY Control Page.
Radar Altitude. The current radar altitude is displayed.
Sensor Type. Displayed in the upper right corner, this text field indicates the current video mode that the TGP
is collecting in. The three options include:
• WHOT. Using the FLIR camera, hot objects appear lighter than a cooler background.
• BHOT. Using the FLIR camera, hot objects appear darker than a cooler background.
• TV. The Charge Coupled Device camera displays this image. This is a daytime, electro-optical camera.
North Arrow. The north arrow cue consists of the letter N with an arrow, displayed on the top right corner of
the TGP base page. The arrow points to magnetic north in 1.4° increments relative to the TGP cross hairs line of
sight.
Laser Spot Search Code. This is the laser pulse rate frequency (PRF) code the TGP will attempt to locate in
laser spot search (LSS) mode.
Track Polarity. For either FLIR or TV, pressing this OSB toggles between Neutral Track (NT) and White Track
(WT). When TV is selected, the OSB cycles between NT, WT, and Black Track (BT).
• NT mode allows both white and black targets to be point tracked. This is the default A-G mode.
• WT only allows white point targets to be tracked. This is the default A-A mode
• BT allows black point targets to be tracked.
Pressing this OSB twice within 0.5 seconds toggles the Laser Spot Tracker (LST) function on and off.
Snowplow Mode. This mode is available in NAV and A-G modes while the TGP is not tracking. This mode is
available when SP is displayed adjacent to the OSB (not shown). When SP is pressed, both the FCR and TGP are
commanded to snowplow mode.
In snowplow mode, the TGP LOS is commanded straight ahead and angled downwards to point to the ground
ahead at ½ of the currently selected FCR scale (for example, if selected FCR scale is 40nm, the TGP will look at

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the point on the ground 20nm ahead). Because the location determined by the reticle is snowplowing, the SPI
itself will also snowplow.
Slewing is disabled; however, it is possible to ground-stabilize by pressing TMS-fwd. This will exit SP mode and
enter a normal AREA track.
Meterstick. The meterstick is a number to the right of the reticle that indicates the length of the ground under
the crosshair, in meters.
Cursor Zero. Pressing CZ erases the cursor slew and returns the SPI to the currently selected steerpoint.
Sighting Option. This OSB will cycle between TGT-OAP1-OAP2 where OAP is the Offset Aim-Point (OAP) which
can be added to each steer point. An OAP can be useful if the target is obscured by weather, but the OAP is in
the clear. By selecting OAP1 or 2, the TGP slaves to the clear OAP and the aiming can be confirmed, although
the steering and weapon delivery calculations will be to the target.
Laser Status. This displays the current state of the laser designator.
• (blank). Laser not armed
• L. Laser armed.
• Flashing L. Laser firing.
Time to Go. This shows the time to the next event depending on the aircraft status. Time to reach the steerpoint
is displayed if in NAV master mode. Time to release weapon is displayed if in A-G mode if a target has been
designated in an auto-delivery mode. Time to impact is displayed if a weapon has been released.
Weapons delivery using the TGP in A-G mode is covered in the Laser Guided Bombs section.

Track Modes
The LITENING II targeting pod can employ one of three different modes to track a target: AREA, POINT, INR
(inertial rates), and SP (snowplow). Each track mode is suitable for a different situation.
• In AREA track mode, the TGP performs image correlation to track an overall scene. AREA track mode
is effective at tracking fixed objects.
• In POINT track mode, the TGP attempts to follow the centroid of a visible object using edge detection.
POINT track mode is effective at tracking moving objects that are well-defined against their
background, either because they are warmer (in HOC/COH sub-modes) or brighter (TV sub-mode).
• In INR mode, the TGP maintains its LOS on a position using only inertial integration. It does not do
any image processing. INR track mode is effective at approximately maintaining the TGP LOS when
the target is at risk of being masked or obscured.
• In SP mode, TGP LOS is commanded straight ahead and angled downwards to point to the ground
ahead at ½ of the currently selected FCR scale (for example, if selected FCR scale is 40nm, the TGP
will look at the point on the ground 20nm ahead).
Therefore, it is recommended to use AREA track mode for stationary targets and POINT track mode for moving
targets. In situations where the targeting pod is likely to become masked (intensive maneuvering, concealment
behind terrain, or turning away from the target), it’s recommended to first change the TGP to INR track mode to
preserve the LOS as best as possible. SP mode is useful for locating targets directly ahead without reference to
steerpoints or other anchor points loaded into the aircraft.
When the targeting pod is initially brought out of standby, it is not in any track mode. The pilot can move the
targeting pod between track modes using the TMS switch:

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INR MODE AREA MODE POINT MODE SP MODE

TMS Commands POINT Commands POINT Commands

FORWARD track track POINT track
TMS RIGHT Commands AREA Commands AREA Commands
track track AREA track
TMS DOWN Commands Cursor Commands INR Commands INR
Zero track track

Targeting pod in INR (inertial rates) track mode (crosshair is enlarged)

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Targeting pod in AREA track mode

Targeting pod in POINT track mode (box encloses track target)

When the TGP cursor is slewed, the targeting pod automatically and temporarily changes to INR track mode. The
previous track mode (AREA or POINT) is re-commanded once slewing stops.

Laser Ranging
One very important feature of the Targeting Pod’s laser designator is the ability to measure the slant range to
the target. The laser is fired and the time it takes to receive the reflected laser energy is measured, providing a
precise range. This information is then fed to the Fire Control Computer to update the stored target elevation
and greatly improve the accuracy of the computed firing solution.

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This can and should be done when possible for all weapons delivery types, not just laser guided bombs. To
facilitate this, the TGP automatically slaves to the pipper while in gun, rocket, and bomb CCIP modes, and to the
target designator while in CCRP and DTOS modes.
These weapons delivery modes are discussed fully in the Air-to-Ground Employment section.
To take a laser range, the Laser Arm Switch must be set to ARM. Laser firing is inhibited with the switch set to
OFF.

The Laser status is displayed as an L on the HUD and TGP display when the Laser Arm switch is set to arm.
The laser is fired by squeezing the trigger to the first detent. The L flashes when the laser designator is firing.
Releasing the trigger stops lasing.

Laser Status

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AIR-TO-AIR (A-A) MODE

The TGP is automatically commanded to the radar line-of-sight when A-A master mode is selected, and the radar
is tracking a target. If the radar is not tracking an aerial target, the pod directs its line-of-sight straight ahead at
-3° elevation.
From the boresight, you may slew the TGP crosshair using the CURSOR switch. When slewing, the TGP camera
moves in a space stabilized manner. When in this slewed mode, but not tracking a target, “RATES” is indicated
on the display. After being slewed, the crosshairs will be reduced to half-size.
If the valid air target passes within the narrow field of view area (represented by the four corner markers), the
TGP will attempt to track the target and place a cross “+” on it. If the target flies outside the narrow field of view
area, the cross will disappear.
If you then command TMS Forward Short HOTAS command (command point track), the target will be centered
in the crosshair and a box will be drawn around the target to conform to its size. When in this mode, “POINT”
will be displayed as well as the tracking cross. To exit POINT track, the user may command INR track (TMS Right)
or return to slave mode (TMS Aft).
The following elements may be displayed:

Override Select

A-G Control Page Select

Current Mode
Radar Altitude
Field of View and
Zoom Factor Sensor Type

Situational Awareness Cue Laser Spot Search Code

Crosshairs

FOV Indicators Track Mode

Current Mode. This is the mode the TGP is currently in.

Field of View. Pressing this OSB toggles between Narrow Field of View (NFOV) or Wide Field of View (WFOV).
These views can vary between the CCD and FLIR sensors in the TGP.
• FLIR field of view:
o Wide Field of View (WFOV) is 4° × 4°
o Narrow Field of View (NFOV) is 1° × 1°
• CCD field of view:
o Wide Field of View (WFOV) is 3.5° × 3.5°
o Narrow Field of View (NFOV) is 1° × 1°

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Zoom Factor. Within an FOV selection, you may additionally adjust the zoom-factor by zooming in and out with
the RANGE knob. The zoom range goes from 0Z (no zoom) to 9Z (highest level of zoom within FOV). Objects
within the TGP field of view double in size from 0 to 9 zoom.
Crosshairs. Line of sight for targeting and laser fire.
Field of View (FOV) Indicators. These four corner brackets are only shown when WIDE FOV is enabled and
indicate the portion of the image that will be displayed if NARO FOV is enabled.
OVRD Select. Pressing this OSB overrides any current mode and returns to STBY. The last selected mode is
returned to when OVRD is selected a second time.
A-G Control Page Select. Pressing this OSB selects the STBY Control Page.
Radar Altitude. The current radar altitude is displayed.
Sensor Type. Displayed in the upper right corner, this text field indicates the current video mode that the TGP
is collecting in. The three options include:
• WHOT. Using the FLIR camera, hot objects appear lighter than a cooler background.
• BHOT. Using the FLIR camera, hot objects appear darker than a cooler background.
• TV. The Charge Coupled Device camera displays this image. This is a daytime, electro-optical camera.
Laser Spot Search Code. This is the laser pulse rate frequency (PRF) code the TGP will attempt to locate in
laser spot search (LSS) mode.
Track Mode. If the TGP is in a track mode, this field will indicate the track mode it is in. Types include:
• RATES. When in A-A mode and the slew function is released, the TGP will automatically enter RATES
mode (indicated in the tracking-type field).
• POINT. As with A-G mode, the user may command a Point track over an object. This mode is also used
for radar locked targets.
Situational Awareness Cue. The SA cue provides you a reference to indicate the TGP’s current line of sight in
reference to the pod’s longitudinal (boresight) axis, which is coincidental with the aircraft longitudinal axis. The
cue is represented as a small square that can move to any spot within the display. The position of the SA square
represents the current TGP line of sight.
Weapons delivery using the TGP is covered in the Air to Air Employment section.

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HOTAS COMMANDS
The following HOTAS commands are available when the TGP is sensor of interest (SOI):
TMS Fwd. Enters AREA track when pressed, then POINT track when released. If POINT track fails, it remains in
AREA track.
TMS Aft. If TGP is tracking, break track and return to slave mode (e.g., slaved to A-G SPI or A-A FCR line of
sight). If TGP is already in slave mode, cursor zero (i.e., return to boresight position).
TMS Left. Toggle FLIR polarity between white hot and black hot.
TMS Right (Maverick not selected). Enter AREA track mode.
TMS Right (Maverick selected). Attempt Maverick handoff.
Trigger (First Detent). Fire Laser.
Trigger (Second Detent). Fire laser for 30 seconds if in CCIP bombing mode. (See Laser Ranging section.)
Expand/FOV. Toggle FOV between Wide and Narrow.

Trigger Target Management

Switch (TMS)

Expand/FOV

Manual Slew. The TGP view can be slewed to scan the scene and search for targets using the cursor controls.
Manual slew is available is either in Slave mode or in one of the tracking sub-modes (e.g., area track or point
track).

Cursor/Enable Switch

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DCS [F-16C Viper]

HARM TARGETING SYSTEM

HARM TARGETING SYSTEM

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HARM TARGETING SYSTEM

The AN/ASQ-213 HARM Targeting System (HTS pod) enables the F-16C to efficiently perform the Suppression of
Enemy Air Defenses (SEAD) mission. The HTS pod detects and classifies hostile radar emissions and then utilizes
signals triangulation to passively range and locate threat radar systems on the battlefield.

5
S TS
3

6
S

AN/ASQ-213 Detection, Classification, and Triangulation

The HTS pod is not required to employ the AGM-88 HARM missile, however it does enable the targeting of threat
radars more efficiently. Most notably, when equipped with an HTS pod, the pilot is not limited by the field-of-
view of the HARM missile seeker itself. Even radar systems that are to the side or even behind the aircraft can
be handed off to the AGM-88 for engagement.
Although originally designed to enhance the tactical employment of HARM anti-radiation missiles against air
defenses, the HTS pod can be used designate threat radars for the employment of other sensors or weapons.
The HTS also dramatically increases the pilot’s situational awareness of the threat radar environment in the
surrounding airspace and allows the pilot to make critical decisions regarding which threats must be avoided and
which threats must be engaged to accomplish the mission.

HARM Targeting System Activation

The HTS pod (if equipped) is powered through the left “chin”
hardpoint. This is accomplished by positioning the LEFT HDPT
switch to the forward position on the SNSR PWR control panel on
the right console.
The HTS will require approximately 30 seconds to initialize.
The HARM Targeting System cannot function without the MMC, ST STA, or MFD avionics systems, or without a
properly aligned INS.

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Radio Direction Finding and Triangulation

Just as aeronautical navigational aids can be received by
specialized receivers onboard an aircraft to determine their
bearing relative to the receiver, other radio signals can be
received using specialized radio antennas. Using such
antennas, an “angle-of-arrival” can be determined within a
North
margin of error that is predicated on the sophistication of
the equipment and the receiving antenna. This process of
measuring angle-of-arrival is known as radio direction North
finding.
If the same radio signal can be received and measured using
radio direction finding equipment at multiple locations, the
corresponding bearings can be used to triangulate the
position of the radio emitter. This technique is known as
Position B
radio triangulation. Using such techniques, the location of
any emitter of electromagnetic signals can be determined
using passive radio receivers.
Position A
As with other forms of radio signals, radar emissions can Radio triangulation from
likewise be received by an antenna that is specifically tuned two known positions
to process such radar signals. Many military aircraft possess
radar warning receivers (RWR) that are not only able to plot the relative azimuth of radar signals around the
aircraft in 360 degrees but are also capable of warning the aircrews of the type of threat and when the radar
characteristics have changed in such a way that indicates that the aircraft is under attack.
Like other angle-of-arrival measurements, the accuracy of these radar warning receivers is subject to the
sensitivity and sophistication of their radar receivers as well as the capabilities of the RWR display itself. Often
times, the azimuth resolution of an RWR is only necessary to the extent of warning the aircrew of the general
threat direction for the purposes of determining appropriate defensive actions or evasive maneuvers to be
performed.
If radio direction finding devices onboard an ALR-56M Azimuth Resolution
aircraft are designed to calculate precise
angle-of-arrival data in order to triangulate the
position of threat radar emitters, often times
such specialized devices will possess a finer
azimuth resolution for determining the angle-
ASQ-213 Azimuth Resolution
of-arrival of such signals compared to an RWR.
The F-16C is equipped with an ALR-56M radar Angle-of-arrival azimuth resolution of radar signals
warning receiver in addition to the HARM
Targeting System. Unlike the ALR-56M, which is a defensive system intended to warn the pilot of an impending
attack on his aircraft, the HARM Targeting System is designed as an offensive system for passively locating enemy
air defense radar sites. As such, in the case of the F-16C, the HTS pod is more capable than the F-16’s own ALR-
56M for determining precise threat direction.
However, like the ALR-56M, the HARM Targeting System is subject to the same negative impacts to accuracy
that occur while the aircraft is performing aggressive maneuvers or is flying at extreme attitudes in pitch and roll.

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Passive Ranging and Geo-location of air defense radar systems

The AN/ASQ-213 HARM Targeting System 2. 2nd scan referenced at Position B provides
passively provides ranging and position data a second bearing, outlining an approximate
region within which the radar is located
of threat radars by calculating the angle-of-
arrival of detected radar signals over the
course of multiple scans. Using the known 3. Subsequent scans provide additional
bearings and reference positions to refine
position of the aircraft during each scan, the the precise location of the detected radar
HTS triangulates a threat radar’s location
within an area of probability called an “error
ellipse”. 1. 1st scan referenced at Position A
provides initial bearing to the radar
As the radar signal data is processed, the
location and size of the error ellipse is
determined based on several angle-of-arrival
measurements; and is continuously updated
with subsequent measurements provided by
each scan in which the radar signal is
received. As the size of the error ellipse
shrinks, the accuracy of the calculated
position of the threat radar improves. The
error ellipse will rarely be re-calculated in a
uniform manner following each scan, with the Position C
computed major and minor axes changing in
size and orientation. This may sometimes lead
to intermittent “jumps” of the threat radar’s
computed position.
The accuracy, or position quality, of this
passive ranging is based on the relative offset Position B
between each measured angle-of-arrival and
the number of scans within which the same
radar signal was received. If the threat radar
is at a long distance or if the aircraft is flying
directly toward or away from it, the relative
difference between each subsequent angle- Position A
of-arrival measurement will be very narrow
and the error ellipse will be very large. Flying
Passive ranging of threat radar emissions
at oblique angles relative to the radar’s angle-
of-arrival will improve the HTS pod’s ability to
reduce the size of the error ellipse.
The size of the error ellipse is categorized by the HARM Targeting System
Major axis orientation
within five PGM classification levels, which represents the position quality of
Major Axis the ranging data for employing precision guided munitions. These PGM levels
are ranked PGM 1 through PGM 5, with PGM 5 being the least accurate with
Minor Axis
a large error ellipse, and PGM 1 being the most accurate with a small error
Error Ellipse ellipse.
When attempting to electro-optically acquire an air defense battery through
the targeting pod, position quality data that is categorized as PGM 1 or PGM
2 will typically generate a SPI location quite close to the radar’s true location.
Geo-location Error Ellipse In these instances, a brief search in the vicinity of the SPI is usually all that
is required to spot the air defense battery.

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HARM ATTACK DISPLAY (HAD)

The HAD MFD format displays a top-down, plan-view depiction of the threat radar environment around the aircraft
(ownship), with additional graphical representations of flight members, datalink information, steerpoints, and
routes. The HAD format is very similar to the Horizontal Situation Display (HSD) MFD format presentation, but
with some slight differences. Like the HSD, many of the symbology elements on the HAD format can be selectively
toggled on the HAD Control page, but are meant to provide the pilot situational awareness of threat radar
locations and emission status within the overall tactical environment.
Threat radar symbols are classified by radar type using alphanumeric codes and categorized by radar mode using
colors. A complete list of threat radar symbol types can be reviewed in Appendix C.
• Radar is emitting in Search mode.
• (Steady) Radar is emitting in Track mode.
• (Flashing) Radar is emitting in Launch mode.
• Radar is not emitting. If a radar’s emissions have not been detected for at least 2 minutes, the
symbol will turn green. If a radar’s emissions have not been detected for over 4 minutes, the
symbol will be removed from the HAD.
1. Centered/Depressed Format 2. Normal/Expand View 3. Threat Page 4. Control Page

14. HARM WEZ

5. Range Rings

6. Range Scale Increase 15. HAD Cursor

7. Range Scale 16. Selected Steerpoint

8. Range Scale Decrease

17. Active Navigation Route

9. TDOA Team Selection 18. Friendly Declutter

10. Ownship
19. Geo Specificity Selection
11. Steerpoint

12. Memory Target 20. Target Isolate Selection

13. Azimuth Steering Line

21. HARM Launch Profile

HAD Base Page – Primary symbology

1. Centered/Depressed Format. Toggles between Depressed (DEP) and Centered (CEN) HAD formats.
When set to Depressed, the ownship is biased to the bottom portion of the HAD, allowing the HAD to
primarily depict battlespace in front of the aircraft. This format may be more useful when performing
offensive counter-air (OCA), suppression of enemy air defenses (SEAD), offensive strikes, or general
navigation along a flight route.

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When set to Centered, the ownship is displayed in the center of the HSD, depicting battlespace in all
directions around the aircraft equally. This format may be more useful when loitering or performing orbits
in an area, such as air interdiction (AI), close air support (CAS), reconnaissance, or supporting combat
search and rescue (CSAR).
2. Normal/Expand View. Cycles the HAD between NORM, EXP1 and EXP2 viewing modes when HAD is set
as SOI and the Expand/FOV button is pressed on the Side Stick Controller (SSC) or OSB 3 is pressed on the
HAD MFD format. (See HAD Expand (EXP) Mode for more information.)
3. Threat Page. Toggles the MFD between the HAD base page and the Threat page.
4. Control Page. Toggles the MFD between the HAD base page and the Control page.
5. Range Rings. Depicts sub-ranges below the current range scale.
When the HAD is set to Depressed format, the outer ring will correspond with the HAD range scale, with
two additional inner rings set at ⅔ and ⅓ of the range scale.
When the HAD is set to Centered format, the outer ring will correspond with the HAD range scale, with an
inner ring set at ½ the range scale.
6. Range Scale Increase. Increases the HAD range scale by one level. When the HAD is set to its highest
range scale, this option is removed from the HAD.
7. Range Scale. Displays the range (in nautical miles) of the furthest HAD range ring. The minimum range
that the HAD can be set to is 10 NM (Centered format) or 15 NM (Depressed format). The maximum range
that the HAD can be set to is 160 NM (Centered format) or 240 NM (Depressed format).
8. Range Scale Decrease. Decreases the HAD range scale by one level. When the HAD is set to its lowest
range scale, this option is removed from the HAD.
9. TDOA Team Selection. Not implemented.
10. Ownship. Depicts the location of the ownship.
11. Steerpoint. Steerpoints that are not the selected steerpoint are displayed as hollow white circles.
12. Memory Target. Not implemented.
13. Azimuth Steering Line. Displays the relative alignment of the aircraft heading with the bearing to the
current steerpoint, SPI, or weapon release solution. If the line is to the left or right of the watermark, the
pilot must turn left or right respectively toward the vertical line to align the aircraft with the desired course
or target. If the line bisects the center of the watermark, the aircraft is on course toward the selected
steerpoint, SPI, or weapon release solution.
14. HARM WEZ. Depicts the weapon engagement zone (WEZ) of the AGM-88 HARM missile, which is based on
the selected POS mode HARM launch profile along with the ownship’s current attitude, altitude, and speed.
If the aircraft is flying at high speeds, high altitudes, and/or in a climb, the depicted WEZ will dynamically
grow in size to represent the improved kinematic performance of the AGM-88 when launched from those
high speeds and altitudes. If the aircraft is operating at slower speeds, low altitudes, and/or in a dive, the
WEZ will dynamically shrink to represent the negative impacts such launch conditions will have on the range
and performance of the AGM-88.
When handing off a threat radar to the HARM missile, the AGM-88 should only be launched at the selected
target if the threat radar is within the depicted HARM WEZ outline. If the HARM WEZ extends beyond the
current range scale of the HAD, the WEZ will be shown with a dashed outline.

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Equations Of Motion WEZ Range Unknown WEZ Pre-Briefed WEZ

HARM WEZ in EOM (Left), RUK (Center), and PB (Right) launch profiles

The POS mode launch profile can be changed on the WPN MFD format when the SMS weapon profile is set
to AG88. (See AGM-88 HARM for more information.)
15. HAD Cursor. The HAD cursor is slewed using the RDR CURSOR/ENABLE switch and can be used to view
expanded information of a threat radar when placed over a radar symbol, or can be used to select the threat
radar for handoff when TMS Forward is pressed while the cursor is placed over a radar symbol.
16. Selected Steerpoint. The steerpoint selected as the current navigation steerpoint is displayed as a solid
white circle.
17. Active Navigation Route. The active navigation route is displayed as a solid white line linking sequential
steerpoints 1-25.
18. Friendly Declutter. Controls the display of friendly aircraft PPLI symbols received over Link16 datalink.
Each press of OSB 9 will cycle through three declutter levels.
• FR ON. All friendly aircraft PPLI symbols received are displayed.
• FL ON. Only flight member PPLI symbols are displayed. All other friendly aircraft PPLI symbols are
hidden.
• FR OFF. All friendly aircraft PPLI symbols are hidden.
19. Geo Specificity Selection. Not implemented.
20. Target Isolate Selection. Not implemented.
21. HARM Launch Profile. Displays the currently selected launch profile for the AGM-88 POS sub-mode.
22. Error Ellipse Major Axis Orientation (next page). Displays the orientation (in degrees Magnetic) of the
major axis of the error ellipse for the threat radar under the HAD cursor.
23. Error Ellipse Major Axis Length (next page). Displays the length of the major axis of the error ellipse
for the threat radar under the HAD cursor. Lengths are displayed in nautical miles (NM), unless the length
is less than 6,000 feet, in which case the length will be displayed in feet.
24. Error Ellipse Minor Axis Length (next page). Displays the length of the minor axis of the error ellipse
for the threat radar under the HAD cursor. Lengths are displayed in nautical miles (NM), unless the length
is less than 6,000 feet, in which case the length will be displayed in feet.
25. PGM Level (next page). Displays the quality of the ranging data for employing precision guided munitions.
PGM levels are ranked PGM 1 through PGM 5, with PGM 5 being the least accurate with a large error ellipse,
and PGM 1 being the most accurate with a small error ellipse.

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22. Error Ellipse Major 23. Error Ellipse 24. Error Ellipse
Axis Orientation Major Axis Length Minor Axis Length 25. PGM Level

26. Radar in Search Mode

27. Bullseye Symbol

28. Radar Offline

29. Radar in Track Mode

30. HAD Cursor 32. Flight/Team Member PPLI

Bearing & Range
33. Friendly Air
31. Bullseye LOS, Surveillance Track
Bearing & Range
34. Friendly Donor PPLI

HSD Base Page – Tactical symbology

26. Radar in Search Mode. Depicts a threat radar that is actively emitting in Search mode.
27. Bullseye Symbol. Depicts the location of the Bullseye point. The Bullseye point is normally set to Steerpoint
25 but can be set to a different steerpoint on the BULL DED page.
28. Radar Offline. Depicts a threat radar that has not been detected as actively emitting for at least 2 minutes.
If the threat radar has not been detected as actively emitting after 4 minutes, this symbol will be removed
from the HAD.
29. Radar in Track Mode. Depicts a threat radar that is actively emitting in Track mode. If the threat radar
begins actively emitting in a distinct Launch mode, the symbol will flash.
30. HAD Cursor. If Bullseye is enabled on the BULL DED page, this data field will display the bearing and range
from the Bullseye point to the HAD cursor.
31. Bullseye LOS, Bearing & Range. Displays a pointer symbol that indicates the relative direction (line-of-
sight or LOS) to the Bullseye point from the nose of the ownship. Displays the ownship’s range (in nautical
miles) and bearing (in degrees Magnetic) from the Bullseye point, with the range displayed inside the pointer
symbol and the bearing from Bullseye displayed below it.
32. Flight/Team Member PPLI (Link16). Friendly, Link16 participant aircraft that are set as flight or team
members to the ownship.
33. Friendly Air Surveillance Track (Link16). Friendly, non-Link16 participant aircraft that are detected by
other Link16 participants such as friendly fighters or AWACS aircraft.
34. Friendly Donor PPLI (Link16). Friendly, Link16 participant aircraft that are set as donors to the ownship.

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HAD Threat (THRT) Page

The HARM Targeting System includes several threat “classes” with specific radar types grouped within each class.
Enabling or disabling specific threat classes from the HAD Threat page allows the pilot to optimize the HTS scan
intervals for more efficient detection and geo-location of the types of threat radars that are anticipated to be
encountered during the mission.
Each HAD threat class is pre-programmed into the HARM Targeting System and cannot be configured from the
cockpit. However, the HTS can be configured to utilize a Manual threat class, which can be edited from the HTS
DED page at any point during the mission.
A complete list of each threat class can be reviewed in Appendix C.
1. Threat Class 11 2. Manual Class 3. Site Selection 4. All Threat Classes

5. Scan Cycle Time

6. Threat 7. Threat
Classes 1-5 Classes 6-10

HAD Threat Page

1. Threat Class 11. When highlighted, threat radars within threat class 11 are added to each HTS scan cycle.
2. Manual Class. When highlighted, threat radars within the Manual threat class are added to each HTS scan
cycle. This option is only displayed on the HAD Threat page when threat radars have been added to the
Manual threat class on the HTS DED page.
3. Site Selection. Not implemented.
4. All Threat Classes. Highlights/de-highlights all threat classes simultaneously. If some threat classes are
highlighted while others are not, the first press of this button will highlight all threat classes. Each subsequent
press will highlight/de-highlight all threat classes at once. If MAN is displayed at OSB 2, each subsequent
press of ALL at OSB 5 will alternate between enabling classes 1-11 and just the Manual threat class.
5. Scan Cycle Time. Displays the time the HTS requires to perform one complete scan cycle and refresh the
HAD with the estimated locations and emission status of each detected threat radar. The scan cycle time is
dependent on the number of threat radar types the HTS must scan for. Highlighting only the required threat

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classes needed to perform the mission will increase the efficiency of the HARM Targeting system and reduce
the time required to accurately determine the location of detected threat radar systems.
6. Threat Classes 1-5. When highlighted, threat radars within the threat classes next to their respective OSB
are added to each HTS scan cycle. These threat classes include ground and naval air defense systems of
Russian or Chinese design.
7. Threat Classes 6-10. When highlighted, threat radars within the threat classes next to their respective
OSB are added to each HTS scan cycle. These threat classes include ground and naval air defense systems
of American or western European design.

HTS Page
The HARM Targeting System DED page is accessed by pressing ENTR on the ICP keypad when the MISC DED
page is displayed on the DED. This page is used to configure a Manual threat class for use on the HARM Attack
Display (HAD) MFD format. The Manual threat class can be utilized to better tailor the HTS scan cycles to the
radar signals that are anticipated to be encountered during the mission.
The HTS DED page will only be displayed on the MISC page list when an HTS pod is installed on the aircraft and
powered using the SNSR PWR control panel.

3. Selected Steerpoint
1. Threat Number

2. Threat ALIC Code 4. DED Asterisks

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED
Accept No function
to CNI page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. Threat Number. Up to eight radar types can be added to the HAD Manual threat Class.

2. Threat ALIC Code. Displays the ALIC code representing a specific radar type that is loaded into the
corresponding threat entry. An empty ALIC code slot will be displayed by four X characters. May be modified
using the ICP keypad.
3. Selected Steerpoint. Displays the currently selected navigational steerpoint.
4. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that
has been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP
ENTR button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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HAD Control (CNTL) Page

The HAD Control page is used to configure individual HAD graphic elements and symbology to suit the tactical
situation or individual preferences of the pilot, or to configure specific functions of the HTS pod itself. The first
page displays options regarding HAD symbols, navigation routes, and geographic lines loaded from the DTC. The
second page displays additional options and functions of the AN/ASQ-213 HARM Targeting System.
1. Pre-planned Threats 2. Tertiary Table
function

3. Navigation Route 1 7. Geographic Line 1

4. Navigation Route 2 8. Geographic Line 2

5. Navigation Route 3 9. Geographic Line 3

6. SAM Threat Radars 10. Geographic Line 4

11. Page Sequence

HAD Control Page – Page 1

1. Pre-planned Threats. Toggles the display of pre-planned air defense threats loaded from the DTC. (N/I)
2. Tertiary Table. Not implemented.
3. Navigation Route 1. Toggles the display of the first navigation route loaded from the DTC. (N/I)
4. Navigation Route 2. Toggles the display of the second navigation route loaded from the DTC. (N/I)
5. Navigation Route 3. Toggles the display of the third navigation route loaded from the DTC. (N/I)
6. SAM Threat Radars. Toggles display of HTS-detected threat radar symbols.
7. Geographic Line 1. Toggles the display of first pre-planned line or shape loaded from the DTC. (N/I)
8. Geographic Line 2. Toggles the display of second pre-planned line or shape loaded from the DTC. (N/I)
9. Geographic Line 3. Toggles the display of third pre-planned line or shape loaded from the DTC. (N/I)
10. Geographic Line 4. Toggles the display of fourth pre-planned line or shape loaded from the DTC. (N/I)
11. Page Sequence. Cycles the MFD to Page 2 of the HAD Control page.

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12. Data Recorder 13. Data Recording Rate 14. RPD Mode

15. Geo-Pack Selection 18. DTC Download

Selection

19. AA Mode

16. Data Recorder Zeroize

17. GPS Zeroize 20. Page Sequence

HSD Control Page – Page 2

12. Data Recorder. Not implemented.

13. Data Recording Rate. Not implemented.
14. RPD Mode. Not implemented.
15. Geo-Pack Selection. Not implemented.
16. Data Recorder Zeroize. Not implemented.
17. GPS Zeroize. Not implemented.
18. DTC Download. Not implemented.
19. AA Mode. Not implemented.
20. Page Sequence. Cycles the MFD to Page 1 of the HAD Control page.

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HAD Expand (EXP) Mode

The HAD can be cycled between NORM, EXP1 and EXP2 viewing modes when the HAD is SOI and OSB 3 is
pressed on the HAD MFD format or the Expand/FOV button is pressed on the Side Stick Controller (SSC). When
EXP1 or EXP2 are entered, the HAD will be centered at the location the HAD cursor was placed at the moment
Expand mode was selected.
When Expand mode is entered, the HAD will switch to a 2:1 zoom ratio (EXP1) or a 4:1 zoom ratio (EXP2).
Additionally, the following options are removed from the HAD:
• Centered/Depressed format option at OSB 1.
• Range Scale Increase/Decrease options at OSB 19 and OSB 20.
• Range Scale.
• Range Rings.

HAD Cursor

HAD NORM (Left), EXP1 (Center), and EXP2 (Right) Modes

Any of the following actions will exit Expand view:

• Press OSB 3 on the HAD MFD format to cycle back to NORM.
• Press the Expand/FOV button on the SSC to cycle back to NORM.
• Set SOI to something other than HAD.

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HAD TARGET DESIGNATION

Threat radars may be designated on the HARM Attack Display, which will assign the SPI to the calculated 3-
dimensional location and hand off the threat radar to AGM-88 HARM missiles for engagement. This can be
performed by setting the HAD as SOI using DMS Aft on the Side Stick Controller (SSC), placing the HAD cursor
over the threat radar symbol using the RDR CURSOR/ENABLE switch, and using TMS Forward on the SSC to
designate the threat radar symbol as the target. Pressing TMS Aft on the SSC will reject the currently designated
threat radar as a target but will not reset the SPI back to the selected steerpoint.
When a threat radar is designated on the HAD, a handoff will be attempted to the LAU-118 station selected for
launch. The threat radar symbol will be highlighted to identify its status as the designated target and whether a
successful handoff to the AGM-88 missile was successful.
• Radar is designated but no handoff was completed.
• Radar is designated and handed off to the selected AGM-88 missile.
If AGM-88 missiles are loaded and have been powered on, the threat radar will be handed off to the LAU-118
station selected for launch, regardless of the master mode or SMS weapon profile. If the master mode is
subsequently switched to A-G and the SMS weapon profile is set as AG88, the AGM-88 can be fired at the
designated radar immediately. If a radar has been designated prior to powering the AGM-88 missiles, the radar
designation will need to be rejected and then re-designated to hand off the radar to the AGM-88 missile after it
has been powered on.

Radar designated
Radar designated
and handed off

AGM-88 time to impact

AGM-88 time of impact

HAD Target Designation

When a threat radar has been handed off to an AGM-88 missile and is within the HARM Weapon Engagement
Zone (WEZ), the time to impact (based on estimated HARM time of flight) and time of impact will be displayed
in the bottom right corner of the HAD above the HARM launch profile. This information is identical to the pre-
launch data displayed on the WPN MFD format when set to POS mode and the HARM launch profile is set to EOM
or PB. These can be referenced to coordinate and maximize the effect of multiple HARM missiles when employed
against heavily defended targets.
Once a threat radar has been designated, regardless of the selected SMS weapon profile, the SPI will be placed
at the calculated location of the designated radar. Other onboard sensors such as the FCR and TGP will accordingly
be cued to the new SPI location, allowing the pilot to engage the radar or associated air defenses with other
weapons if necessary, or store a markpoint at the location. Specifically in the case of the TGP, this will also allow

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the pilot to visually confirm the accuracy of the calculated radar location. However, depending on the tactical
situation and the nature of the air defenses, this may not always be possible.
If a threat radar is designated, pressing TMS Right on the Side Stick Controller (SSC) will step to the next threat
radar detected by the HTS pod and designate that location for the SPI and handoff the newly designated radar
to the AGM-88 missile.
Air defense radar locations passively ranged by the HTS cannot be stored into steerpoint locations directly from
the HAD. However, by cueing other onboard sensors to these locations and performing accurate targeting, air
defenses can be plotted with greater precision compared to passive ranging of radar signals alone. Accurate
targeting can be accomplished using air-to-ground or air-to-surface radar scans at long range, electro-optical TGP
reconnaissance at medium range, or visual “out the window” identification at short-range.
Once air defense locations are confirmed with other sensors or by visual identification, markpoints can be
designated using the MARK DED page, or coordinates can be directly entered into the ICP using the STPT or
DEST DED pages from coordinate data displayed on the TGP or FCR MFD formats. Even if air defenses cannot be
confirmed by radar, electro-optical, or visual means, the SEAD DED page can be used to manually write down
coordinates for future input, reporting, and targeting.

HUD Designation & Launch Symbology

If the master mode is set to Air-to-Ground (A-G) and the SMS weapon profile is set to AG88, the HUD Master
Mode status will display “HARM” to indicate the aircraft’s targeting system is operating in HARM designation sub-
mode. The HUD will display the Steerpoint Diamond and associated steerpoint information, and the HARM FOV
Box will be derived from the HARM mode set on the WPN MFD format.

Azimuth Steering Line

HARM Launch Scale

Steerpoint Diamond TD Box

HAS FOV Box Slant Range to POS FOV Box Slant Range to
Steerpoint HAD designation

Time To Go Time to MMZ

HARM designation Distance to Steerpoint/ HTS designation Bearing & Range to

sub-mode Steerpoint Number sub-mode HAD designation

HUD Symbology pre-designation (left) & post-designation (right)

When a threat radar is designated on the HAD, the HUD Master Mode status will display “HTS” to indicate the
HARM Targeting System is being used for weapons designation in lieu of the seeker of the AGM-88 missile itself.
The steerpoint information will be replaced by the slant range to the HAD designation, time to the Missile
Maneuvering Zone (MMZ), bearing and range to the HAD designation, and the TD Box will be placed at the
location of the HAD designation. If set to HARM-As-Seeker (HAS) mode on the WPN MFD format, the AGM-88
will switch to POS mode and use the selected POS launch profile after handoff is complete, which will update the
size of the HARM FOV box and display the associated AGM-88 HUD symbology. (See AGM-88 HARM for more
information.)

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Sighting Point Designation

Any time a threat radar is designated on the HAD MFD format, the current sighting point will be moved to the
calculated location of the designated radar. If the location of the designated radar is re-calculated by the HTS,
the current sighting point will be moved to the updated location. If the HAD designation is rejected, the sighting
point can be reset back to the selected steerpoint by selecting Cursor Zero (OSB 10 on the HSD MFD format, OSB
9 on the FCR or TGP MFD formats, or TMS Aft on the SSC when TGP is set as SOI).

HAD designation HAD designation

Actual steerpoint location

Actual steerpoint location

Slant Range to Steerpoint

Distance to Steerpoint/ Bearing & Range to

Steerpoint Number HAD designation

HAD designation in NAV mode (left) & HTS A-G sub-mode (right)

Depending on the master mode or sub-mode, either the STP sighting option (depicted by the steerpoint diamond),
or the TGT sighting option (depicted by the TD Box), will be set to the HAD designation. The sighting point may
be subsequently slewed using the RDR CURSOR/ENABLE switch if a SOI other than HAD is selected that permits
cursor slew in the current master mode/sub-mode. However, if HAD is selected as SOI while a HAD designation
exists, the current sighting point will again be set to the calculated location of the designated threat radar.
If Cursor Zero is commanded while the SOI is set to HUD, FCR, or TGP, the current sighting point will be set to
the selected steerpoint, not the HAD designation. However, if HAD is selected as SOI, the sighting point will again
be set to the calculated location of the designated radar.
In the specific case of A-G master mode and in HARM designation sub-mode, when a threat radar is initially
designated, the STP sighting point will be set to the HAD designation. When the handoff to the AGM-88 missile
is complete, the sighting option will automatically change to TGT, which will also be set to the HAD designation.
The TGT sighting point can be subsequently slewed using the RDR CURSOR/ENABLE switch if a SOI other than
HAD is selected.
When acquiring an air defense battery or vehicle using the TGP following a HAD designation of a threat radar,
slewing the sighting point can be useful in updating the HUD/HMCS symbology to the true location of the hostile
air defenses for a visual or electro-optical engagement using cluster munitions or AGM-65 missiles. However, to
avoid inadvertently returning the sighting point and its associated symbology back to the HAD designation (which
may not be accurate to the true location of the hostile air defenses), it may be wise to reject the HAD designation
prior to switching to a different SOI.

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SEAD DED Page

If a threat radar has been designated on the HARM
Attack Display and the HAD is SOI, the coordinates for
the designated radar can be displayed by accessing the
SEAD DED page.
The SEAD DED page can only be accessed under these
conditions and is displayed using TMS Left on the Side
Stick Controller (SSC). The Latitude, Longitude,
Elevation and Time Over Target (TOT) of the ownship
are displayed, based on the calculated position of the
radar system.
Due to the nature of the HARM Targeting System’s
passive ranging capability, the accuracy of these
coordinates is dependent on the position quality of the
ranging data for that specific radar emitter. The size of
the error ellipse and corresponding PGM level should be
taken into consideration when using these coordinates
for targeting purposes.
The SEAD page will always reflect the calculated
coordinates of the designated threat radar on the HAD
MFD format. If TMS Right is used to step to a different
threat radar designation on the HAD, the SEAD page will
update to reflect the location for the currently
designated threat radar.
TMS Aft will return the DED to the CNI page and reject
the currently designated threat radar as a target, but it
will not reset the SPI back to the selected steerpoint.

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HANDS-ON CONTROLS
The Target Management Switch (TMS) and
Expand/FOV button on the Side Stick Controller
(SSC), along with the RDR CURSOR/ENABLE switch Display Management
on the throttle grip, are the pilot’s controls for Switch (4-way)
interacting with the HARM Attack Display (HAD) and
Target Management
designating threat radars for targeting by the Switch (4-way)
aircraft’s sensors or engagement by AGM-88 HARM
anti-radar missiles. Expand/FOV Button

NOTE: These commands are only active when the

Display Management Switch (DMS) is used to set
the HAD MFD format as the Sensor-Of-Interest
(SOI). (See Tactical Systems for more information.)

RDR CURSOR/ENABLE Switch

(Multi-directional, Depress)

Throttle Grip Commands. The RDR Side Stick Controller (SSC) Commands. The
CURSOR/ENABLE switch is multi-directional, Target Management Switch (TMS) commands are
allowing the HAD cursor to be moved in any contextual, based on whether a threat radar has
direction. been designated as a target on the HAD MFD
format.

S Designate Target

RDR
CURSOR
*Display SEAD
S DED page
TMS S *Target Step

C Slew HAD cursor

Reject Target
S **Display CNI DED page

EXP
S Short press (<0.5 sec)

C Continuous press S Cycle NORM/EXP1/EXP2 HAD modes

* TMS Right and TMS Left commands are only available when a threat radar is designated on the HAD MFD
format.
** TMS Aft will only return the DED to the CNI page from the SEAD DED page.

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DCS [F-16C Viper]

JOINT HELMET-MOUNTED
JOINT HELMET-MOUNTED
CUEING SYSTEM
CUEING SYSTEM

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HELMET MOUNTED CUEING SYSTEM

The Joint Helmet Mounted Cuing System (JHMCS) features a Helmet Display Unit (HDU) that can be attached to
the pilot’s flight helmet, which projects aircraft, sensor, and weapon information directly onto the helmet visor,
without needing to look forward through the HUD or down inside the cockpit. The JHMCS system, which is
installed on various military aircraft, is simply referred to as the Helmet Mounted Cueing System (HMCS) in the
F-16C avionics.
The HMCS also allows sensors and weapons to be slaved, or “cued”, to the pilot’s helmet line-of-sight, up to 80°
off-boresight. This is a particularly effective system when paired with the AIM-9X missile, which contains a high-
angle off-boresight (HOB) seeker that is capable of tracking targets that are significantly outside of the HUD field-
of-view. This capability can be quite lethal during air-to-air engagements that occur within visual range (WVR).

Helmet Display Unit Magnetic Receiver Unit

High-angle Off-Boresight
Missile Seeker

Magnetic Transmitter Unit

Joint Helmet Mounted Cueing System (JHMCS)

The JHMCS visor itself contains a Magnetic Receiver Unit (MRU), which detects magnetic signals emitted by the
Magnetic Transmitter Unit (MTU) to relay helmet position and orientation to the aircraft electronics. These signals
are used by the aircraft electronics to steer sensors and weapons when commanded, and to determine the
appropriate virtual symbology to augment the pilot’s vision in order to increase situational awareness.
In realty, JHMCS symbology is projected onto the helmet visor in front of the right eye only. However, for some
DCS players, this may cause discomfort in VR. DCS: F-16C Viper allows players to selectively project the JHMCS
symbology onto either eye or both eyes, depending on player preference. This option may be set on the SPECIAL
Tab within the DCS: World Options.

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HMCS Symbology
The HMCS is enabled using the SYMBOLOGY INT knob on the HMCS
control panel. Rotating the knob clockwise increases the brightness
intensity of the symbology and rotating it to the OFF position removes
the HMCS symbology from the visor and disables the system.

Some elements of the HMCS symbology are always present, others will be displayed or removed based on the
selected master mode, available sensor(s), or weapon profile; and some elements can be optionally displayed or
removed based on pilot preference. (See HMCS DED Settings for more information.)

1. RWR Threat Direction

2. RWR Priority Threat 9. Aiming Cross

3. Current G

10. Altitude
4. Velocity

5. Master Arm Status

11. Slant Range
6. Master Mode Status
12. Distance to Steerpoint/
7. Ownship Bearing & Steerpoint Number
Distance from Bullseye
13. Helmet Heading Scale
8. Steerpoint Diamond

1. RWR Threat Direction. Displays the relative azimuth of the priority threat detected by the RWR, indicated
by a diamond. If the diamond is located at the top of the circle, the priority threat is directly in front of the
aircraft. If the diamond is located at the bottom of the circle, the priority threat is directly behind the aircraft.
If no priority threat is present, this symbology element will blank.
A gap in the circle indicates the azimuth of the HMCS line-of-sight (LOS) to cue the pilot to the priority threat
direction. If the threat direction diamond is centered within the gap, the HMCS LOS is aligned with the
priority threat direction (in azimuth only), aiding the pilot in visually acquiring the threat aircraft, air defense
system, or weapon’s signature.
NOTE: The directional accuracy of this symbology is subject to the same limitations as the ALR-56M Threat
Warning Azimuth Display.
2. RWR Priority Threat. Displays the priority threat detected by the RWR. If no priority threat is present,
this symbology element will blank.
3. Current G. Displays the current aircraft G-load value. The G value is displayed to the nearest tenth of a G,
and ranges from +9.9 to -9.9 G’s.
4. Velocity. Velocity is displayed in knots, between 60 to 900 knots CAS. When below 60 knots CAS, the HMCS
will display 48 knots.
The Velocity can be set to calibrated airspeed (CAS), true airspeed (TAS), or ground speed (GND SPD) using
the Velocity Switch on the HUD Control Panel. The Velocity will automatically revert to calibrated airspeed if
in Dogfight mode or if the landing gear are down.
5. Master Arm Status. Displays the position of the MASTER ARM Switch on the MISC panel.

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• ARM. The MASTER ARM Switch is in the MASTER ARM position.

• (Blank). No text is displayed if the MASTER ARM Switch is in the OFF position.
• SIM. The MASTER ARM Switch is in the SIMULATE position.
6. Master Mode Status. Displays the current master mode or sub-mode.
• NAV. Navigation mode.
• AAM. Air-to-Air Missile mode with no missile type selected.
• MRM. Medium Range Missile type selected in Air-to-Air Missile/Missile Override mode.
• SRM. Short Range Missile type selected in Air-to-Air Missile/Missile Override mode.
• HOB. High-Angle Off-Boresight missile type selected in Air-to-Air Missile/Missile Override mode.
• EEGS. Enhanced Envelope Gun Sight, Air-to-Air Guns mode.
• MSL. Missile Override mode with no missile type selected.
• DGFT. Dogfight mode.
• CCIP. Continuously Computed Impact Point, Air-to-Ground sub-mode.
• CCRP. Continuously Computed Release Point, Air-to-Ground sub-mode.
• DTOS. Dive Toss, Air-to-Ground sub-mode.
• LADD. Low Altitude Drogue Delivery, Air-to-Ground sub-mode.
• MAN. Manual, Air-to-Ground sub-mode.
• STRF. Strafe, Air-to-Ground Gun mode.
• PRE. Pre-planned designation, Air-to-Ground sub-mode.
• VIS. Visual designation, Air-to-Ground sub-mode.
• BORE. Boresight designation, Air-to-Ground sub-mode.
• HARM. HARM Missile designation, Air-to-Ground sub-mode.
• HTS. HARM Targeting System designation, Air-to-Ground sub-mode.
• JETT. Selective Jettison/Emergency Jettison mode.
7. Ownship Bearing & Distance from Bullseye. Displays the azimuth and distance as measured from the
Bullseye location to the aircraft.
The Ownship Bearing & Distance from Bullseye can be toggled using the BULL DED page.
8. Diamond Symbol. Displays the 3-dimensional position of the selected steerpoint, in both position and
altitude. When the Diamond Symbol is out of the HMCS field-of-view (FOV) an X is superimposed across the
symbol. (See Steerpoint Navigation for more information.)
9. Aiming Cross. Displays the HMCS line-of-sight (LOS) for sensor cueing and target designation. If in Air-to-
Air, Dogfight, or Missile Override master modes, the Aiming Cross becomes dynamic to aid the pilot in
designating a target during high look-up angles and/or high-G conditions.

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If the pilot aims the HMCS LOS greater than 30° above the horizontal plane, relative to the aircraft’s fuselage,
the Aiming Cross will be increasingly re-positioned higher in within the vertical plane of the HMCS FOV. The
Aiming Cross will reach its maximum vertical deflection at an 80° look-up angle.
10. Altitude. The Altitude is in feet, to the nearest 10 feet.
11. Slant Range. The Slant Range is the direct, straight-line distance from the aircraft to the current target or
SPI location. For range values greater than 1.0 NM, the range is displayed as a four-digit value to the nearest
tenth of a nautical mile (i.e., 15.2 NM is displayed as “015.2”). For range values less than 1.0 NM, the range
value is displayed as a three-digit value to the nearest hundred feet (i.e., 5500 feet is displayed as “055”).
The letter on the left of the display indicates the method the range is determined.
• B. The slant range is determined based on the barometric altitude and steerpoint elevation.
• R. The slant range is determined based on the radar altimeter.
• F. The slant range is determined based on ranging data from the FCR.
• M. A Manual range is being used in an air-to-air mode or in air-to-ground CCIP mode.
12. Distance to Steerpoint/Steerpoint Number. The distance to the selected steerpoint is displayed to the
left of the chevron in 1 nautical mile increments. The selected steerpoint number is displayed to the right of
the chevron. (See Steerpoint Navigation for more information.)
13. Helmet Heading Scale. The Helmet Heading Scale indicates the magnetic heading of the HMCS line-of-
sight (LOS). A fixed lubber line along the top of the scale and a digital readout below the scale displays the
HMCS LOS. Each major tick mark on the tape represents 10° of magnetic heading and is accompanied by a
2-digit label, and each minor tick mark represents 5° of magnetic heading.
Additional HMCS symbology elements associated with the various sensors and weapons are described in the
applicable chapters of this manual.

HMCS DED Settings

The HMCS symbology is designed to work in
conjunction with the existing cockpit structure
and Heads-Up Display (HUD). As such, the HUD Blanking Area
avionics is configured to removed (or “blank”)
the HMCS display when the pilot’s helmet line-
of-sight (LOS) is detected to be within Cockpit Blanking Area
specifically configured blanking areas.
The F-16C has two blanking areas, one for the
HUD and the other for the cockpit itself, with
some overlap. If HMCS is enabled, whenever
the pilot’s helmet LOS is detected to be outside
of these boundaries, the HMCS symbology will
appear within the pilot’s visor. However, each
of these blanking areas can be individually HMCS Blanking Areas
toggled off, should the pilot choose to do so.
The HMCS must be aligned prior to takeoff. This ensures that sensors and weapons are precisely cued to the
HMCS Aiming Cross and virtual symbology elements are accurately placed within the pilot’s field-of-view. If the
mission begins with the aircraft already operating (engine running and systems initialized, the HMCS alignment
is completed for you. However, if performing a start sequence yourself (i.e. “cold start”), the HMCS alignment
will need to be completed to ensure precise cueing and display during your mission.

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HMCS DISPLAY Page

The Helmet Mounted Cueing System DED page is accessed by pressing RCL on the ICP keypad when the MISC
DED page is displayed on the DED. This page is used to configure the HMCS display settings and perform an
alignment to ensure the helmet LOS measurements are calibrated to the individual pilot.
The first HMCS DED page is the HMCS Display page, which allows the pilot to tailor the display elements to
individual preferences and toggle the HMCS blanking areas, if desired.

1. HUD Blanking 5. Selected Steerpoint

2. Cockpit Blanking
6. DED Asterisks

3. Declutter Level

4. RWR Display

Move DED asterisks to

Operate Cycle to next steerpoint the previous data field

Return DED *Cycle DED to

to CNI page HMCS ALIGN page

Enable

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

* HMCS ALIGN page is only accessible when the master mode is set to NAV.
5. HUD Blanking. Displayed in highlighted text when enabled using the 0/M-SEL button. When enabled, the
HMCS will blank when the helmet LOS is within the boundaries of the HUD blanking area.
6. Cockpit Blanking. Displayed in highlighted text when enabled using the 0/M-SEL button. When enabled,
the HMCS will blank when the helmet LOS is within the boundaries of the cockpit blanking area.
7. Declutter Level. Displays the HMCS declutter level. May be changed by placing the DED asterisks around
the data field and pressing any ICP keypad button 1-9 to cycle between LVL1, LVL2, and LVL3.
• LVL1. All symbology elements are displayed.
• LVL2. Altitude, Distance to Steerpoint/Steerpoint Number, and Helmet Heading Scale are removed.
• LVL3. Current G, Velocity, and Master Arm Status are removed, in addition to LVL2 removed elements.
8. RWR Display. Enables/Disables the display of the RWR priority threat and direction. May be changed by
placing the DED asterisks around the data field and pressing any ICP keypad button 1-9 to toggle between
ON and OFF.
9. Selected Steerpoint. Displays the currently selected navigational steerpoint.
10. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that
has been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP
ENTR button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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HMCS ALIGN Page

The second HMCS DED page is the HMCS Align page, which allows the pilot to ensure the HMCS is calibrated to
the correct helmet position for accurate LOS cueing and to ensure virtual symbology elements are displayed at
their correct positions within the pilot’s vision.

1. Coarse Align 4. Selected Steerpoint

2. Azimuth/Elevation Align
5. DED Asterisks

3. Roll Align

Cycle to next steerpoint No function

Return DED Cycle DED to

to CNI page HMCS DISPLAY page

Enable

Operate Cycle to previous steerpoint No function

1. Coarse Alignment. Initiates a coarse alignment of the HMCS. To initiate the alignment sequence, set the
SYMBOLOGY INT knob on the HMCS control panel to any position other than OFF and press the 0/M-SEL
button.
2. Azimuth/Elevation Alignment. Initiates a fine alignment of the HMCS in the azimuth and elevation axes.
To initiate the alignment sequence, complete a COARSE alignment, and then press the 0/M-SEL button when
the DED asterisks sequence to the AZ/EL data field.
3. Roll Alignment. Initiates a fine alignment of the HMCS in the roll axis. To initiate the alignment sequence,
complete an AZ/EL alignment, and then press the 0/M-SEL button when the DED asterisks sequence to the
ROLL data field.
4. Selected Steerpoint. Displays the currently selected navigational steerpoint.
5. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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HMCS ALIGN Page – Perform a HMCS alignment

A HMCS alignment is initiated with the COARSE alignment function
on the HMCS ALIGN page. Ensure the HMCS SYMBOLOGY INT knob
on the HMCS control panel is rotated out of the OFF position. If
HMCS symbology is not displayed, ensure the aircraft is equipped
with JHMCS (may be requested through the Ground Crew using the
communications menu) and that DMS Aft-Long hasn’t toggled the
HMCS off.
1. Press 0/M-SEL to initiate the COARSE alignment. The
COARSE data field on the DED will become highlighted and
the HUD will display an Alignment Cross. The HMCS will
Align both crosses
display a Coarse Alignment Cross along with a “READY”
message in the lower portion of the HMCS field-of-view (FOV).
2. Use head movements to adjust the position of the HMCS so
that both alignment crosses are aligned with each other and
depress the RDR CURSOR/ENABLE control on the throttle
grip. The “READY” message will change to an “ALIGNING”
message. After several seconds, during which both crosses
must remain aligned, the “ALIGNING” message will be
replaced with an “ALIGN OK” message.
3. Press 0/M-SEL to accept the alignment. The COARSE data
field will be de-highlighted and the DED Asterisks will
Hold head steady until ALIGN OK
automatically move to the AZ/EL data field.
4. Press 0/M-SEL to initiate the AZ/EL alignment. The AZ/EL
data field on the DED will become highlighted and the HUD
will display an Alignment Cross. The HMCS will display a
DX/DY Cross in the center, and a DROLL Cross and an “FA
DX/DY” message in the lower portion of the HMCS FOV.
5. Use the RDR CURSOR/ENABLE control on the throttle grip
to position the DX/DY cross so that it is aligned with the HUD
Alignment Cross.
6. Press 0/M-SEL to accept the alignment. The AZ/EL data field
will be de-highlighted and the DED Asterisks will automatically Align top cross to HUD cross
move to the ROLL data field.
7. Press 0/M-SEL to initiate the ROLL alignment. The ROLL data
field on the DED will become highlighted and the HUD will
display an Alignment Cross. The HMCS will display a DROLL
Cross and an “FA DROLL” message in the lower portion of the
HMCS FOV.
8. Use the RDR CURSOR/ENABLE control on the throttle grip
to position the DROLL cross so that it is aligned with the lower
vertical stadia line of the HUD Alignment Cross.
9. Press 0/M-SEL to accept the alignment. The ROLL data field Align cross to bottom HUD line
will be de-highlighted and the DED Asterisks will automatically
move back to the COARSE data field, indicating the HMCS
alignment is complete.

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AIR-TO-AIR EMPLOYMENT
AIR-TO-AIR EMPLOYMENT

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AIR COMBAT PREPARATION

Remember to anticipate what is coming up next and stay ahead of the curve. You do not have to wait until you
are about to make an attack to set the aircraft up.
When entering an area where you expect to encounter enemy aircraft, you will want to take the following steps:
1. Position the Master Arm Switch to ARM. Weapons may be released normally when in the ARM position.
If the Master Arm switch is placed in the OFF position, weapon release is inhibited.

2. Press the A-A Master Mode Button on the ICP to place the fire control system in Air-to-Air Missile (AAM)
Mode.

This is one method for preparing the aircraft for an air-to-air attack. There are also two air-to-air override modes
that can be quickly selected using HOTAS commands. Those are described below.

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DOGFIGHT AND MISSILE OVERRIDE MODES

Two override modes are available to quickly configure the aircraft for an air-to-air engagement: Dogfight and
Missile Override. These modes are selected using the DOGFIGHT switch located on the throttle grip. It is a
three-position switch that overrides any mode except emergency jettison.

DOGFIGHT Switch

• DOGFIGHT (outboard). This mode provides symbology on the HUD for both 20mm gun firing and AIM-
9 Sidewinder missile delivery.
• MSL OVRD (inboard, unlabeled). This provides symbology for AIM-120 missile firing only. If no AIM-
120 is loaded, AIM-9s are selected.
• Center position. Returns to the last selected master mode.
Requests for master mode changes made using the ICP will be ignored while either of these modes are active.
Changes to missile or radar settings made while either override mode is active will be saved throughout the
mission. A common technique is to configure the displays, radar, and missiles for each mode as desired during
ground operations. This provides three distinct weapon delivery options (Dogfight, Missile Override and Default)
without the need to remove your hands from the controls.

Dogfight Mode
With the switch in the DOGFIGHT (outboard) position, the HUD is configured for Gun and AIM-9 missile firing.
The left MFD is configured with the radar in ACM Boresight mode and the right MFD is configured with the
Dogfight SMS page.
The Dogfight HUD combines elements of the Missile and Guns HUD modes into one decluttered display. Note
that the heading bar, flight path marker and attitude bars are removed.

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Missile Diamond

Acceleration (G) EEGS Gunsight

Dynamic Launch Zone

Calibrated Airspeed Baro Altitude

Missile Reticle
Master Arm Status Attitude Arc

Mode
Slant Range
Bullseye

See the sections on Air to Air Gunnery and AIM-9 Sidewinder Employment for details on each display and how to
use them.

Missile Override Mode

With the switch in the Missile Override (inboard) position, the HUD is configured for AIM-120 missile firing. The
left MFD is configured with the radar in RWS mode and the right MFD is configured with the Missile SMS page.
See the section on AIM-120 AMRAAM Employment for details on each display and how to use them.

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M61A1 20MM CANNON

The M61A1 20mm automatic gun system provides the pilot with a formidable weapon capability. It is a six-barrel
Gatling type gun mounted in the left strake of the aircraft. The system has a capacity of 512 rounds of ammunition
fired at 6,000 rounds per minute.

Gun Dispersion
Rounds fired from any gun system do not follow a perfectly straight path but are dispersed in a cone shaped
pattern after they leave the gun’s muzzle. The dispersion pattern becomes a larger and larger cone as slant range
increases. The density of rounds within the cone becomes less and less as the edge of the cone is approached.
The average dispersion of the M61A1 is 8 mils diameter for 80% of the rounds fired and 12 mils for 100% of the
rounds fired.1 USAF units maintain a boresight program to ensure gun systems installed on aircraft continue to
meet these specifications while in operational use.
One mil is equal to 1/1000 of a radian so 8 mils equals an 8 foot diameter circle at 1,000 feet range and 12 mils
equals a 12 foot diameter circle. The size of the circle continues to increase with range.

In practical terms, this means you have some leniency in accuracy when firing the gun. In this example, the
green gun pipper is a 4-mil diameter circle. This is where bullets are most dense within the cone. The red shaded
area is the 8-mil circle 80% of the rounds will pass through at the target range. The orange shaded area is the
12-mil circle that 100% of the rounds will pass through at the target range.

The dispersion pattern of rounds fired from the gun is a circle only if the target is perpendicular to the flight path.
It resembles an ellipse when firing against a horizontal target on the ground.

1
This is based on MIL-DTL-45500/1A that states “At a range of 1,000 inches, 80 percent of a 75 round (min.) burst shall be completely within an 8.0
inch diameter circle for accuracy” and the manufacturer’s data sheet that states “8 milliradians diameter, 80 percent circle”.

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Summary
1. Select A-A master mode [1] or DGFT override mode [3]
2. Set Master Arm Switch to Arm
3. Acquire target using ACM radar mode (optional)
4. Fly the EEGS funnel and pipper onto the target
5. Squeeze the Trigger [Space] to the second detent to fire the gun

Air to Air Gunnery

1. There are two ways to get into the correct SMS configuration for air-to-air gunnery. They are:
• Select the Air-to-Air Gunnery operating mode on the MFD by pressing OSB 1 until GUN
is displayed, or
• Position the Dogfight/Missile Override (DOGFIGHT) Switch to DGFT.
This provides symbology on the HUD for both 20mm gun firing and A-A missile delivery.

Gun Status
Operating Mode

Sub-mode

Rounds Remaining

System Status

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2. Verify A-A GUN symbology is displayed in the HUD.

The Enhanced Envelope Gun Sight (EEGS) provides different levels of information depending on
whether the radar is locked on the target.
Level I is a failure mode that only displays the Boresight Cross in the event of a Rate Sensor Unit
(RSU) and INS failure. It should almost never be encountered.
Level II provides a prediction of the bullet path when there is no radar lock. The Boresight Cross,
EEGS Funnel and Multiple Reference Gunsight (MRGS) Lines are provided.
Level III and IV are intermediate levels that lead to the Level V display. These are usually not seen
by the pilot.
Level V is displayed after radar lock-on and a firing solution has been computed using that data.
Additional references in the HUD include the Target Designator, T-Symbol, Range to Target,
Closure Rate and Level V Pipper.

Boresight Cross

EEGS Funnel

Master Arm Status

EEGS Sub-mode

MRGS Lines

Level II Symbology (no radar lock)

Boresight Cross. This symbol is always available and shows the boresight direction. This is the
direction rounds will travel before other influences like gravity or air resistance take effect.
EEGS Funnel. Each point along the funnel represents the target at a specific range for which the gun
is correctly aimed. In other words, an aircraft whose wings are the same width as the funnel is at the
correct range to be hit by rounds fired at that moment.
As the range decreases, the target size will increase. As this occurs, you must place the target higher
in the funnel to keep the target wingspan just touching the sides of the funnel. This results in placing
the target higher in the HUD or, more importantly, closer to the Boresight Cross which results in reduced
lead for the reduced range.
The target aircraft wingspan must be known for the funnel to provide accurate range information.
Multiple Reference Gunsight Lines. The MRGS sight is composed of a series of five line segments
pointing toward the Gun Bore Line, and spaced in an arc near the bottom of the HUD. They aid in lining

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up long range, high aspect shots by providing the correct lateral aiming solution so the target flies up
the funnel.
When using an MRGS line, if the target is smaller than the line, it is either out of range or moving faster
than anticipated and requires extra lead. If the target is larger than the MRGS line, the target is moving
slower than anticipated and will require less lead.

Boresight Cross

EEGS Funnel

In-Range Cue

Target Range Caret

Target Slant Range

Level V Pipper Closure Rate

Target Aspect Caret

T-Symbol

Level V Symbology (with radar lock)

Target Designator. This symbol is centered on the locked radar target. The triangular Target
Aspect Caret shows the target’s aspect angle. Maximum effective gun range is shown by an In-
Range Cue, two small lines on the outside of the symbol. The position of the Target Range Caret
indicates the range to the locked target. Each o’clock position represents 1,000 feet of range, so:
• 12 o’clock = 12,000 ft
• 9 o’clock = 9,000 ft
• 6 o’clock = 6,000 ft
• 3 o’clock = 3,000 ft
Target Range. The distance to the locked target. Tenths of a mile are displayed for ranges greater
than one mile. Hundreds of feet are displayed at ranges less than one mile.
Closure Rate. The rate of closure with the target in knots.
T-Symbol. This symbol shows two firing solutions for the locked target. The + symbol, or ‘one-G
pipper’ shows the lead angle against a non-maneuvering target. The small horizontal bar, or ‘nine-G
pipper’ shows the lead angle for a target turning at maximum sustained rate. These may be used as
a backup in situations the Level V Pipper is not displayed.
Two maneuver potential lines are displayed on either side of the 1g pipper. The longer the lines, the
greater the out-of-plane maneuver potential of the target.
Level V Pipper. This represents the gunfire solution computed for the target’s current range and
rates. The goal is to stabilize this pipper over the target and fire.

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3. Maneuver your aircraft to frame the target aircraft within the EEGS funnel.
Each point along the funnel represents the target at a specific range for which the gun is correctly
aimed. In other words, an aircraft whose wings are the same width as the funnel is at the correct range
to be hit by rounds fired at that moment.
Place the enemy aircraft in the funnel so that the wingtips touch the edges or the Level V Pipper is
stabilized over the target.

4. Squeeze the trigger all the way to the second detent to fire the gun when the wingtips
touch the funnel (Level II) or Pipper is over the target (Level V).
Target range greatly affects gun effectiveness. As the rounds come out of the gun, they will gradually
disperse and lose velocity. Increased dispersion and loss of velocity reduce the accuracy and
effectiveness of the gun. The top of funnel represents the minimum range of approximately 600 feet.
The bottom of the funnel represents the maximum range of approximately 3,000 feet. If the target is
smaller than the bottom of the funnel, it is out of range.

Boresight Cross

EEGS Funnel

MRGS Lines

Level II Symbology (no radar lock)

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Boresight Cross

Level V Pipper

Level V Symbology (with radar lock)

An additional symbol known as the Bullets at Target Range (BATR) Symbol is displayed after rounds are
fired. The BATR is displayed as the first real or simulated round passes the target range and is removed after the
last round has passed. This is only available with a radar lock and EEGS Level III, IV or V symbology displayed.

BATR Symbol

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AIM-9M/X SIDEWINDER
The AIM-9 is a short-range, infrared-guided missile best used in a dogfight. It is fire-and-forget and can be used
with or without a radar lock. The primary indication of a seeker lock is a higher-pitched lock tone. The seeker can
also be uncaged to ensure the seeker is tracking the target when it has first been sensor-slaved to the target.
Note that the AIM-9 can be decoyed by flares and it’s a good idea to ensure you have a good seeker lock before
launching an AIM-9 with flares in the seeker field of view.

Summary
1. Select AAM [4] or DGFT [3] master mode
2. Set Master Arm Switch to Arm
3. Acquire target using radar (optional)
4. Maneuver until target is in launch zone
5. Depress Uncage switch [C] to command missile track (if required)
6. Verify missile diamond is on target and lock tone is audible
7. Depress Weapon Release [RAlt]+[Space] switch to fire missile

AIM-9M/X Employment
1. There are two ways to get into the correct SMS configuration for firing an AIM-9. They are:
• Select AIM-9s on the MFD by pressing OSB 7 until AIM-9s are displayed, or
• Position the Dogfight/Missile Override (DOGFIGHT) Switch to DGFT.
This overrides any other master mode and configures the displays for air combat. The DOGFIGHT
position provides symbology on the HUD for both 20mm gun firing and A-A missile delivery. The MSL
position provides symbology on the HUD for A-A missile delivery only.

Operating Mode

Field of View
Selected Weapon

Line of Sight

Argon Cooling Status

Available Stations

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The number and type of missiles is displayed next to OSB 7. The stations with missiles loaded are
displayed at the bottom and the selected station is boxed. Step through available stations with the
Missile Step button or by selecting the adjacent OSB.
SPOT/SCAN commands the missile seeker to either scan in a narrow field of view (SPOT) or wide
field of view (SCAN). The wider field of view is achieved by seeker nutation around the line of sight.
Detection range is decreased when SCAN is used. SCAN mode is not currently implemented.
SLAVE/BORE commands the missile to either follow the radar line of sight (SLAVE) or keep looking
straight ahead down the boresight (BORE). Pressing and holding the CURSOR/ENABLE control
overrides the current selected option. Releasing the control returns to the option selected on the MFD.
WARM/COOL activates or deactivates argon cooling of the seeker. This should be set to COOL
prior to an engagement to cool the seeker and increase detection sensitivity. COOL is
selected automatically when entering DGFT or MSL Override mode. Argon supply duration varies
depending on outside air temperature, pressure, and bottle charge level at installation, but the average
duration is 90 minutes.
2. Verify A-A Missile symbology is displayed in the HUD.
The air-to-air HUD provides information on the status and targeting of air-to-air missiles. Most of the
symbology from the NAV mode is retained but several new features are added to aid in target
acquisition and missile launch.
The Missile Diamond indicates the position of the AIM-9 seeker head. This starts at the seeker
boresight position but unlatches to follow the radar line of sight or track a locked target when a lock is
achieved.
The Missile Reticle shows the seeker field of view. This will be shown as different sizes depending
on the SPOT/SCAN field of view setting chosen on the MFD.

Missile Diamond

Missile Reticle

Master Arm Status

Missiles Remaining

3. Acquire target using radar (optional).

Perhaps the most common and easiest way to target an aircraft with the AIM-9 is to acquire a target
with one of the ACM Radar Modes. This slews the AIM-9 seeker to the radar target if SLAVE is selected

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on the missile. This results in an AIM-9 lock if the target is in range and other IR detection conditions
are met.
4. Maneuver until target is in launch zone.
Fly the missile reticle in the HUD over a target. If the missile detects enough IR energy from the target,
target detection is indicated by an audio missile detection tone (growling sound).
5. Press Uncage switch to command missile self-track.
When the AIM-9 seeker detects a target, it can be uncaged by pressing the Cage/Uncage button to
allow the seeker lock on and follow the target within the confines of the missile seeker’s field of view.
The Missile Diamond latches to the target when locked.
6. Verify missile diamond is on target and lock tone is audible.
The missile growl will become high pitched when the target is locked. A Target Designator Box will
be present over a target locked with radar. If firing against a radar target, the Missile Diamond
should be over the Target Designator box. The Target Range is displayed if radar is used.

Dynamic Launch Zone

Target Designator Box

Missile Diamond

Target Range

The Dynamic Launch Zone (DLZ) will be displayed on the right side of the HUD when a target is designated
with the radar. Monitor the DLZ and assess the threat situation to determine the optimal missile firing point. The
missile diamond flashes when the target is within maximum aerodynamic range (Raero). The missile reticle
flashes when the target is within maximum maneuvering range (Rtr, when the missile would be effective against
even a target that immediately turns and runs).

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Range Scale

Maximum Missile Range

Maximum Missile Range

vs Maneuvering Target

Closure Rate and Range

Minimum Missile Range

7. Press the Weapon Release switch to fire the missile.

The missile will attempt to intercept the target and the next missile in sequence will be selected. The
AIM-9 is a fire and forget weapon so there is no need to continue tracking the target.

AIM-9M/X HMCS Missile BORE Employment

The Helmet Mounted Cueing System (HMCS) allows the AIM-9M or AIM-9X missiles to slave to the HMCS Aiming
Cross when BORE mode is selected on the missile. This is useful in situations where no radar lock is possible or
desired. This can be thought of as normal AIM-9 employment, except the HMCS line of sight is used instead of
the HUD line of sight. The mechanization is otherwise the same.
1. Turn on the Helmet Mounted Display (HMCS) symbology.
Power to the HMCS is selected from the HMCS Symbology control knob on the left auxiliary console.
Rotating the knob clockwise from the OFF position to INC (increase) provides power to the HMCS.
Continued clockwise rotation increases symbology brightness.

2. Select AIM-9s on the MFD by pressing OSB 7 until AIM-9s are displayed, or
position the Dogfight/Missile Override (DOGFIGHT) Switch to DGFT.
Symbology and functions are identical to non-HMCS employment. Set the Line-of-Sight mode to
BORE to use the HMCS for AIM-9M/X targeting without radar.

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Operating Mode

Field of View
Selected Weapon

Line of Sight

Argon Cooling Status

Available Stations

3. Acquire the target in the HMCS.

With the AIM-9 set to BORE and the HMCS on, the seeker will follow the Dynamic Aiming Cross in
the HMCS display. The aiming cross is treated as the boresight position. Simply look at the target
instead of flying the aircraft all the way into position for an AIM-9 lock.
Remember, you will still be constrained by the missile seeker gimbal limits when looking around. The
Missile Diamond shows where the missile seeker is looking. If you look beyond the missile seeker
gimbal limits, the diamond symbol will be displayed with an “X” through it and will be clamped to the
edge of the HMCS display area.
The other symbology on the display intentionally mimics the symbology from the HUD.

Missile Diamond

Master Arm Status

Dynamic Aiming Cross
Missiles Remaining /
System Mode

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4. Press Uncage switch to command missile seeker track.

When the AIM-9 seeker detects a target, it can be uncaged by pressing the Cage/Uncage button.
This allows the seeker to lock on and follow the target within the confines of the missile seeker’s gimbal
limits. The Missile Diamond latches to the target when the seeker has locked on.

Dynamic Aiming Cross

Target

Missile Diamond

5. Verify missile diamond is on target and lock tone is audible.

The missile growl will become high pitched when the target is locked. The Missile Diamond should
be latched to the target and no longer follow the Aiming Cross.
6. Press the Weapon Release switch to fire the missile.
The missile will track the target and the next missile in sequence will be selected. The AIM-9 is a fire
and forget weapon so there is no need to continue tracking the target.

AIM-9M/X HMCS Radar BORE Employment

The Helmet Mounted Cueing System (HMCS) allows the Fire Control Radar to slave to the HMCS Aiming Cross
when ACM BORE radar mode is selected. This can be thought of as normal AIM-9 employment, except the HMCS
line of sight is used instead of the HUD line of sight. The mechanization is otherwise the same.
1. Turn on the Helmet Mounted Display (HMCS) symbology.
Power to the HMCS is selected from the HMCS Symbology control knob on the left auxiliary console.
Rotating the knob clockwise from the OFF position to INC (increase) provides power to the HMCS.
Continued clockwise rotation increases symbology brightness.

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2. Select AIM-9s on the MFD by pressing OSB 7 until AIM-9s are displayed, or
position the DOGFIGHT Switch to DGFT.
Symbology and functions are identical to non-HMCS employment. Set the Line-of-Sight mode to
SLAVE to use the HMCS and radar for AIM-9M/X targeting.

Operating Mode

Field of View
Selected Weapon

Line of Sight

Argon Cooling Status

Available Stations

3. Select ACM BORE radar mode, press TMS forward, and acquire the target in the HMCS.
With the ACM BORE radar mode selected and the HMCS on, the radar will follow the Dynamic Aiming
Cross in the HMCS display. The aiming cross is treated as the boresight position. Press TMS forward
once, then simply look at the target instead of flying the aircraft all the way into position for a radar
lock.
Remember, you will still be constrained by the radar gimbal limits when looking around. The ACM
BORE Symbol shows where the radar is pointing. If you look too far off the aircraft boresight, the
radar will not be able to follow.
The Target Range is displayed after radar lock. The other symbology on the display intentionally
mimics the symbology from the HUD.

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ACM BORE Symbol

Master Arm Status

Missile Diamond Dynamic Aiming Cross

Missiles Remaining /
System Mode Target Range

4. Achieve radar lock in ACM BORE Mode.

The radar will lock the first target detected within the ACM Bore Symbol. A Target Designator Box
will be present over a target locked with radar.
With the AIM-9 line of sight set to SLAVE, the seeker will slew to the radar line of sight. When the AIM-
9 seeker detects a target, it can be uncaged by pressing the Cage/Uncage button. This allows the
seeker to lock on and follow the target within the confines of the missile seeker’s gimbal limits. The
Missile Diamond latches to the target when the seeker has locked on.

Dynamic Launch Zone

Target Designator Box

Missile Diamond

Slant Range

The Dynamic Launch Zone (DLZ) will be displayed on the right side of the HMCS when a target is
designated with the radar. Monitor the DLZ and assess the threat situation to determine the optimal

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missile firing point. The missile diamond flashes when target is within maximum range against a
maneuvering target.

Range Scale

Maximum Missile Range

Maximum Missile Range

vs Maneuvering Target

Closure Rate and Range

Minimum Missile Range

5. Verify missile diamond is on target and lock tone is audible.

The missile growl will become high pitched when the target is locked. The Missile Diamond should
be latched to the target.
6. Press the Weapon Release switch to fire the missile.
The missile will attempt to intercept the target and the next missile in sequence will be selected. The
AIM-9 is a fire and forget weapon so there is no need to continue tracking the target.

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AIM-120 AMRAAM
The AIM-120 AMRAAM is an Active Radar-Homing (ARH) air-to-air missile that can self-guide to a target using an
active radar seeker in its nose. The missile is guided initially via datalink commands from the launching aircraft,
and transitions to onboard active radar homing once within range. Because of the active seeker, the pilot can
engage multiple targets at once without needing to support the missile for its entire time of flight.
The AIM-120 is a medium range missile and can engage targets outside 20 nm. However, engagement range is
highly dependent on target aspect, engagement altitude, launch speed, and target post-launch maneuvering. As
such, the engagement range of the AIM-120 can be less than 10 nm in some situations.
In WVR combat, the AIM-120 can also be launched in BORE mode without a radar lock. Once the missile is
launched, it will track and attempt to hit the first target it detects within the AIM-120 reticle on the HUD.

SMS Format
With AIM-120s selected, the SMS format appears as shown:

Operating Mode

Selected Weapon

Line of Sight

Available Stations

Line of Sight. When set to SLAVE, missile radar line of sight is slaved to the aircraft’s radar. The missile will
receive datalink steering from the launching aircraft until it’s within radar range, then it will attempt to track the
target. When set to BORE, the missile’s radar scans straight ahead. It will track the first detected target after
launch. Pressing Cursor Enable also cycles between SLAVE and BORE modes.

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HUD Symbology

No Target Lock

Missile Diamond

Master Arm Status

Allowable Steering
Missiles Remaining Error Circle

Master Arm Status. Displays “ARM” when Master Arm is on.

Missiles Remaining. Displays the number of missiles remaining and “MRM” for medium-range missile.
Missile Diamond. Indicates missile radar line of sight. This is initialized at seeker boresight position but will
slew to target LOS when SLAVE mode is selected, and a target is locked.
Allowable Steering Error Circle (ASEC). Indicates the zone in which the Attack Steering Cue (ASC) should
be located prior to launch to hit the target with a high probability kill (PK). The ASC is displayed after radar lock.
The ASEC shows the maximum angular steering error probability. In other words, the circle increases in size
when the distance to the target intercept point decreases, which means that as the distance decreases, the
missile can be launched with greater steering error.

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With Target Lock

Relative Angle Off

Radar Target Locator Line

Allowable Steering
Error Circle
Dynamic Launch Zone
Attack Steering Cue

Target Range

Relative Angle-Off. Displays the angular difference between aircraft heading and target bearing.
Dynamic Launch Zone. Displays information about the missile’s capabilities against a target at its current
range.

Range Scale

RAERO

Closure Rate and Range

RTR

Radar Activation Range

RMIN

Countdown Timer

Range Scale. Indicates the range represented by the highest tick mark.
RAERO (aerodynamic range). The maximum kinematic range of the missile. A shot at this distance would only be
effective against a target that continues its current course and speed and does not maneuver.
Closure Rate and Range. The caret indicates the current target range against the DLZ, and the adjacent
number is the closure rate in knots.

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RTR (turn-and-run range). The maximum range where the missile is guaranteed to reach the target regardless of
target maneuvering. A shot at this distance would hit a target that immediately turns 180° away from the missile
while maintaining speed.
Radar Activation Range. The range at which the missile will activate its own radar, and no longer needs
continued support from the launching aircraft.
RMIN (minimum range). The closest range that allows the missile to activate its seeker, lock a target, arm, and
detonate safely.
Countdown Timer. Displayed after missile launch. Displays “A” followed by the number of seconds until the
missile activates its seeker, then “T” followed by the number of seconds until predicted impact.

FCR Post-Launch Symbology

Following AIM-120 launch, the FCR format will display different symbols to indicate different missile employment
statuses:

A target with an AMRAAM in flight is displayed in magenta with a solid “tail” opposite its trend
vector.

A target with at least one AMRAAM in flight that has gone active is displayed in red, and the tail
flashes.

A target with at least one AMRAAM that has reached predicted time of impact is displayed with
a flashing “X” through it.

AIM-120 Employment
Summary
1. Select A-A master mode [1] or MSL override mode [4]
2. Set Master Arm Switch to Arm
3. Acquire target using radar (optional but recommended)
4. Maneuver until target is in launch zone
5. Depress Weapon Release [RAlt]+[Space] switch to fire missile

1. There are two ways to select the AIM-120 for employment:

• Select AIM-120s on the MFD by pressing OSB 7 until AIM-120s are displayed, or

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• Position the Dogfight/Missile Override Switch to MSL OVRD. This overrides any other master
mode and configures the displays for air combat. The MSL position provides symbology on the
HUD for A-A missile delivery and selects the longest-range missile type loaded.
2. Verify A-A Missile symbology is displayed in the HUD.
The air-to-air HUD provides information on the status and targeting of air-to-air missiles. Most of the
symbology from the NAV mode is retained but several new features are added to aid in target
acquisition and missile launch.
3. Acquire target using the radar
Typically, a target will be locked using RWS, TWS, or any ACM radar sub-mode and the AIM-120 set
to SLAVE.
When the locked target is outside the HUD field on view as shown below, a Target Locator Line
(TLL) extends from the Gun Cross and points directly at the target. The Relative Angle is displayed
next to the Gun Cross showing the angle in degrees between the cross and the target.
The Allowable Steering Error Circle (ASEC) changes size and the Attack Steering Cue (ASC)
becomes visible. The Target Range is displayed after target radar lock.
4. Maneuver until Attack Steering Cue (ASC) is inside the Allowable Steering Error Circle
(ASEC)
The size of the Allowable Steering Error Circle will vary depending on the target range and aspect.
Ensure that the Attack Steering Cue is located as close to the Allowable Steering Error Circle
center as possible when firing to achieve the best performance out of the missile.
When the target enters the HUD, the Target Designator Box will be displayed over the target and
the Missile Diamond will track that location.

Target Designator Box

Missile Diamond
Dynamic Launch Zone

Allowable Steering
Error Circle

Attack Steering Cue

Monitor the Dynamic Launch Zone and assess the threat situation to determine the optimal missile
firing point.
5. Press and hold the Weapon Release switch to fire the missile.

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The missile will track the target and the next missile in sequence will be selected.
The AIM-120 may also be employed in BORE mode without a radar lock on the target. This is used
when a quick shot must be taken, or no radar emissions are desired. The missile radar will go active
at launch and guide on the first target it detects so use this mode with care.

Simultaneous Employment Against Multiple Targets

The F-16C FCR can support up to four simultaneous in-flight AMRAAMS against up to four targets. Simultaneous
employment is accomplished in TWS or RWS DTT mode.

Summary
8. Select A-A master mode [1] or MSL override mode [4]
9. Set Master Arm Switch to Arm
10. Acquire at least two targets using TWS or DTT
11. Maneuver until all targets are in launch zone
12. Depress Weapon Release [RAlt]+[Space] to fire first missile
13. Press TMS Right to cycle bug to next target
14. Depress Weapon Release [RAlt]+[Space] to fire second missile

1. Select AIM-120s for employment:

a. Activate A-A master mode using the ICP, then on the SMS format, press OSB 6 until AIM-
120 is selected; or
b. Place the Dogfight/Missile Override switch in MSL OVRD.
2. Set the Master Arm switch to Arm.
3. Acquire at least two targets using TWS or DTT.
In RWS mode, move the acquisition cursor over the first target and press TMS Forward to designate
it. Then, move the acquisition cursor over the second target and press TMS Forward to designate it.
In TWS mode, move the acquisition cursor over each target and press TMS Forward to designate it as
a System Target. You may designate up to four System Targets for AMRAAM employment.

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Bugged Target

System Target

4. Maneuver until all targets are within the launch zone. DLZ information is only displayed for the
current bugged target. Use TMS Right to cycle between bugged targets and track DLZ status for each.
5. Depress Weapons Release to fire first missile, then press TMS Right to cycle the bug to the next
target, and press Weapons Release again to fire the second missile. If using TWS, you can repeat this
process up to four times total.

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AIR-TO-GROUND
AIR-TO-GROUND
EMPLOYMENT EMPLOYMENT

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ATTACK PREPARATION
Prior to reaching the target area and conducting your attack, you will want to configure several aircraft systems
ahead of time so that you can most efficiently communicate and set up your attack. When at a minimum of 40
nm from the target, you will want to take the following steps:
1. Position the Master Arm Switch to ARM. Weapons may be released normally when in the ARM position.
If the Master Arm switch is placed in the OFF position, weapon release is inhibited.
2. Position the Laser Arm Switch to ARM. This is required to enable firing of the laser designator. Laser
firing is inhibited with the switch set to OFF.

3. Place the fire control system in A-G mode by pressing the A-G Master Mode Button on the ICP.

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M61A1 20MM CANNON STRAFE

The M61A1 20MM automatic gun system provides the pilot with a formidable weapon capability. It is a six-barrel
Gatling type gun mounted in the left strake of the aircraft. The system has a capacity of 512 rounds of ammunition
fired at 6,000 rounds per minute.

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Set Laser Arm Switch to Arm if laser ranging updates are desired
4. Select STRF sub-mode on SMS MFD
5. Fly the Pipper onto the target
6. Squeeze the Trigger [Space] to the second detent to fire the gun

Target Attack
Upon selection of the A-G master mode, the SMS Air-to-Ground (SMS A-G) page is displayed on the right MFD.
Based on the priority weapon, the information on the SMS A-G page can vary. Follow these steps to achieve the
correct configuration and attack ground targets with the gun:
1. Select the STRF sub-mode on the MFD by pressing OSB 1 until GUN is displayed.

Operating Mode Gun Status

A-G Strafe Sub-mode

Rounds Remaining

In-Range Cue Distance

System Status

2. Verify STRF symbology is displayed in the HUD.

The Strafe Reticle is the default air to ground gunsight and provides aiming information required to fire
the gun effectively. The center of the reticle is the aiming pipper and represents where the gun rounds
will go assuming the target is within range. Using the pipper, it is simply a case of “putting the thing
on the thing” and pulling the trigger.

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Line of sight range is indicated by the digital range numeric on the bottom right of the HUD and the
ranging reticle that winds or unwinds within the reticle. The position of the ranging reticle indicates the
slant range to the pipper’s position on the ground. Each quarter circle tick on the strafe reticle
represents 3,000 feet of slant range, so:
• 12 o’clock = 12,000 ft
• 9 o’clock = 9,000 ft
• 6 o’clock = 6,000 ft
• 3 o’clock = 3,000 ft
The in-range cue position may be set by the pilot provide an additional visual cue for the effective
range against the planned target.

Gun Cross
Strafe Reticle

Ranging Reticle

In-Range Cue Pipper

Master Arm Status

A-G Strafe Sub-mode Slant Range

3. Maneuver your aircraft to position the pipper on target.

One technique is to place the pipper short of the target and allow it to track along the ground until it
reaches the target. This will happen naturally as slant range decreases.

Laser ranging may be performed to improve the computed firing solution if a targeting pod is installed.
(See Laser Ranging for more information.)
4. Squeeze the trigger all the way to the second detent to fire the gun when the pipper is
over the target and you are within effective range.

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In this example, the pipper is on-target at a slant range of about 5,500 feet as shown by the position
on the ranging reticle.

Slant range greatly affects gun effectiveness. As the rounds come out of the gun, they will gradually
disperse and lose velocity. Increased dispersion and loss of velocity reduce the accuracy and
effectiveness of the gun. Effective engagement range is generally from 2,500 to 7,000 feet. For
armored vehicles, closer is better, and you should attack from behind the target where its armor is
weakest.
When lining up a shot, be careful to avoid target fixation. Target fixation can lead to you not noticing
an unseen threat or pressing the attack too close. Don’t make yourself an easy target for the machine
gun on the top of that APC!
Once you have reached the minimum attack range, break off in both the horizontal and vertical to avoid hostile
return fire. You may also wish to release flares in case an infrared-SAM near the enemy target has been launched
at you, but you did not see it.

In-Range Cue Update

The position of the In-Range Cue on the reticle may be updated by selecting the OSB next to the In-Range Cue
distance on the SMS page.

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In-Range Cue Distance

Type in the new in-range cue distance using the OSBs on the left and right of the display and select ENTR. You
may correct numbers entered in error by selecting RCL or return to the SMS page without making changes by
selecting RTN.

In-Range Cue Distance

You will be returned to the SMS page and the new value will be displayed. The cue will be placed on the HUD
Strafe Reticle at that new distance.

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In-Range Cue Distance

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2.75-INCH ROCKETS
Aerial rockets pack more punch than the 20mm gun but are still best used as an area suppression weapon. These
come with different warhead options for different purposes including High Explosive (HE), High Explosive Anti-
Tank (HEAT), and Armor Piercing (AP). White Phosphorus (WP) rounds may also be used for incendiary effect or
to mark targets on the ground with their distinctive white smoke.

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Set Laser Arm Switch to Arm if laser ranging updates are desired
4. Select Rockets and desired options on SMS MFD
5. Fly the Pipper onto the target
6. Depress the Weapons Release button [RAlt]+[Space] to fire the rockets

Target Attack (CCIP)

Upon selection of the A-G master mode, the SMS Air-to-Ground (SMS A-G) page is displayed on the right MFD.
Based on the priority weapon, the information on the SMS A-G page can vary. Follow these steps to achieve the
correct configuration and attack ground targets with rockets in CCIP mode:
1. Select the Rockets on the MFD by pressing OSB 6 until rockets are displayed.

Rocket Status
Operating Mode

Sub-mode

Rockets Remaining
and Type

Single/Pair Option

System Status

2. Verify CCIP release mode is selected (OSB 2) and set desired Single/Pair option (OSB 8).
Rockets may be fired with either Single (SGL) or Pair (PAIR) selected. With SGL selected, rockets will
be fired from only one launcher. With PAIR selected, rockets will be fired from each rocket launcher,
assuming launchers are loaded on station 3 and 7.

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Sub-mode
Rockets Remaining
and Type

Single/Pair Option

3. Verify CCIP Rockets symbology is displayed in the HUD.

CCIP mode is perhaps the most intuitive means to put a weapon on target and mostly involves placing
the “death dot” of the CCIP pipper over the target and releasing the weapon… put the thing on the
thing.
The center of the CCIP pipper represents where the rockets will go assuming the target is within range.
Line of sight range is indicated by the digital range numeric on the bottom right of the HUD. An In-
Range Cue will be displayed over the CCIP pipper when slant range is less than 8,000 feet and rockets
are most effective.

Gun Cross

CCIP Pipper

Master Arm Status

Slant Range
CCIP Sub-mode

4. Maneuver your aircraft to position the CCIP pipper on target.

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One technique is to place the pipper just short of the target and allow it to track along the ground until
it reaches the target. This will happen naturally as slant range decreases. Monitor slant range displayed
in the bottom right of the HUD and watch for the in-range cue to appear over the pipper.

Laser ranging may be performed to improve the computed firing solution if a targeting pod is installed.
(See Laser Ranging for more information.)
5. Press the Weapon Release button to fire the rockets when the CCIP pipper is over the
target and you are within effective range.
The In-Range Cue is a line over the CCIP pipper that is displayed when slant range is less than 8,000
feet. In this example, the pipper is on-target and the in-range cue is displayed.

In-Range Cue

When lining up a shot, be careful to avoid target fixation. Target fixation can lead to you not noticing
an unseen threat or pressing the attack too close. Don’t make yourself an easy target for the machine
gun on the top of that APC!
Once you have reached the minimum attack range, break off in both the horizontal and vertical to avoid hostile
return fire. You may also wish to release flares in case an infrared-SAM near the enemy target has been launched
at you, but you did not see it.

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UNGUIDED BOMBS
Unguided bombs that the F-16C can employ fall into three categories: General Purpose (GP), Cluster, and
Training.

General Purpose Bombs

Mk-82 LDGP. The standard Mk-82 is a low drag “slick” bomb, also referred to as a Low Drag General Purpose
(LDGP) bomb. The bomb is aerodynamically streamlined with four conical tail fins for flight stability. The bomb
has a thin steel jacket that contributes to fragmentation effects.
The Mk-82 may be carried singly on a Wing Weapons Pylon (WWP) or three may be loaded on a Triple Ejector
Rack (TER)
The Mk- 82 serves as the basis for several other bombs including the Mk-82 AIR, GBU-12, and GBU-38.
Mk-82 AIR. This version of the Mk-82 adds the BSU-49/B high drag tail assembly, also called a “ballute”. This
allows the bomb to rapidly slow down after release. By slowing down, you can release such a retarded weapon
at low altitude and not be caught in the blast effect of the weapon. You can choose to release the Mk-82AIR in
either retarded or “slick” (no ballute deployed) modes. To drop as a slick, select only a nose fuze, and to release
retarded, select nose/tail or tail fuze setting on the SMS page.
Mk-82 SE. This ‘Snake Eye” version of the Mk-82 pre-dates the Mk-82 AIR and uses fins that deploy from the
Mk-15 tail assembly to slow the bomb’s fall. You can choose to release the Mk-82 Snakeye in either retarded or
“slick” modes. To drop as a slick, select only a nose fuze, and to release retarded, select nose/tail or tail fuze
setting on the SMS page.
Mk-84 LDGP. The Mk-84 is the big brother of the Mk-82 and it weighs 2,039 lbs. with 945 lbs. of H-6 or Tritonal
high explosive. Although most effective against unarmored and lightly armored targets, the Mk-84 can also be
effective against armored targets when dropped in proximity. The Mk-84 can only be mounted on a WWP and
cannot be loaded on a TER.
The Mk-84 forms the basis for other bombs including the GBU-10 and GBU-31 that the F-16C also carries.

Cluster Bombs
CBU-87. The CBU-87 Combined Effects Munitions (CEM) weighs 950 lbs. and is an all-purpose cluster bomb.
The SUU-65 Tactical Munitions Dispenser that makes the body of the bomb contains 202 BLU-97/B Combined
Effects Munitions (CEM) bomblets and they are effective against lightly armored and unarmored targets. The
dispersal footprint of the bomblets depends on the Height of Function (HOF) and RPM spin setting set with dials
on the bomb and displayed on the SMS page. However, the general bomblet footprint coverage is 200 by 400
meters.
The CBU-87 can be mounted singly on a WWP. Only two may be loaded on a TER when wing external fuel tanks
are installed due to clearance constraints. This is commonly referred to as a ‘slant load’.
Each BLU-97/B CEB consists of a shaped charge, a scored steel casing, and a zirconium ring, for anti-armor and
anti-personnel fragmentation and incendiary effects. Each CEB is designed to fragment into 300 fragments. Given
the top attack angle of the weapon, the CEB can be effective against the generally light armor covering the top
of an armored vehicle such as a tank.

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CBU-97. The CBU-97 is a 1,000-pound class weapon containing sensor-fuzed sub-munitions in a SUU-66B
Dispenser for specifically attacking armor. This Sensor Fuzed Weapon (SFW) contains 10 BLU-108/B sub-
munitions, and 40 “hockey puck” shaped skeet infrared sensing projectiles.
As with the CBU-87, the dispersal footprint of the bomblets depends on the Height of Function (HOF) set with
dials on the bomb and displayed on the SMS page. The RPM is not applicable on this dispenser. The same carriage
restrictions as the CBU-87 apply: one per WWP and two per TER.

Training Bombs
BDU-33. The BDU-33 is a miniaturized training bomb that mimics the ballistics of larger general-purpose bombs.
The BDU-33 contains a small smoke charge to help round spotting.

Unguided/Laser Guided Bombs SMS Page

The A-G SMS display and procedure for setting up an attack with guided or unguided bombs is very similar for
all types. The initial set-up will only be covered once, with differences in CCIP, CCRP sub-modes covered in
separate sections below.

Summary
1. Select A-G Master Mode [2]
2. Select bombs and set desired options on SMS A-G MFD

Upon selection of the A-G master mode, the SMS Air-to-Ground (SMS A-G) page is displayed on the right MFD.
Based on the priority weapon, the information on the SMS A-G page can vary. Follow these steps to achieve the
correct configuration and attack ground targets with GP bombs in CCIP mode:
1. Select the desired weapons on the MFD by pressing OSB 6 until the weapons you want to
release are displayed.

Weapon Status

Operating Mode Bombs Remaining

and Type
Sub-mode

Selected Profile

Single / Pair Option

and Release Pulses
Fuzing Option
Release Interval Distance

Release Pulses Requested

System Status

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2. Select the desired profile for the selected weapons.

Two different profiles are pre-set by default. These include typical settings for delivery mode, fuze
arming option, bomb impact spacing, and release quantity. If a profile already matches your planned
attack profile, you are all set; no more changes are required! If not, follow the steps that follow in this
section to set the profile up to your liking.
Selecting the OSB next to the current profile to cycle between the two options: PROF1 and PROF2.

Selected Profile

Changes to settings made while a profile is selected are saved for later use. These should typically be
set or verified as part of aircraft startup, although they may be changed at any time.
3. Select your desired release sub-mode. (OSB 2)
If a sub-mode other than the one you want is selected, you may press OSB 2 to display the following
options:
• CCIP – Continuously Computed Impact Point
• CCRP – Continuously Computed Release Point
• DTOS – Dive Toss
• LADD – Low Altitude Drogue Delivery
• MAN – Manual
Then, select the OSB next to your desired sub-mode. That will set the new active sub-mode and return
you to the SMS A-G page.

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Sub-mode Options

You may also cycle between sub-modes by pressing the Missile Step button on the Side Stick Controller
(SSC).
4. Set desired bomb fuzing option. (OSB 18)
Bombs are typically equipped with two fuzes, one in the nose and one in the tail. These are sometimes
set with different impact delay settings to provide the pilot with the choice of how the fuze functions
and when the bomb detonates after impact. Sometimes an instantaneous detonation is desired for
fragmentation effects and sometimes a delayed detonation is desired to allow target penetration or
cratering.
Selecting OSB 18 cycles between three fuze arming options: NOSE, TAIL and NSTL (Nose/Tail). This is
typically set to NSTL (Nose/Tail) for redundancy unless a specific effect is desired when the weapon
detonates.

Fuzing Option

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There are also some special cases where the fuze option changes how the weapon behaves after
release:
• Mk-82 AIR/SE
o NSTL – High Drag
o NOSE – Low Drag
o TAIL – High Drag
• CBU-87/97
o NSTL – Bomblets dispense using settings displayed on SMS page
o NOSE – Bomblets dispense immediately after release
o TAIL – Dud
5. Set desired Single/Pair option. (OSB 8)
Bombs may be released with either Single (SGL) or Pair (PAIR) selected. With SGL selected, bombs will
be released from only one station. With PAIR selected, bombs will be released from both opposite
stations, assuming identical bombs are loaded on stations 4 and 6 or 3 and 7.

Single/Pair Option

6. Set the desired release interval distance if more than one bomb is to be released. (OSB 9)
The timing between release pulses is computed by the aircraft to space multiple weapons in a ‘stick’
along the ground at the specified distance. Valid distances range from 10-999 feet. This setting has no
effect if only one bomb or one pair of bombs is released.

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Interval Distance

Type in the new impact spacing distance using the OSBs on the left and right of the display and select
ENTR. You may correct numbers entered in error by selecting RCL or return to the SMS page without
making changes by selecting RTN.

Impact Spacing Distance

7. Set the number of release pulses if more than one bomb is to be released. (OSB 10)
This sets the number of release pulses sent to the weapons stations when the Weapon Release button
is pressed. For example, a setting of 1 releases only one bomb or pair of bombs at a time while a
setting of 4 releases four bombs or pairs of bombs at a time. This is commonly known as a ‘ripple
release’.

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Release Pulses

Type in the desired number of release pulses using the OSBs on the left and right of the display and
select ENTR. You may correct numbers entered in error by selecting RCL or return to the SMS page
without making changes by selecting RTN.

Release Pulses

Unguided Bombs CCIP Attack

The Continuously Computed Impact Point (CCIP) mode is a computed visual delivery mode with manual weapon
release. This mode allows a high degree of flexibility since the point on the ground at which the weapon will
impact is continuously indicated by a CCIP Pipper on the HUD. No target designation is required. Place the thing
on the thing and drop the bomb.

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Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Set Laser Arm Switch to Arm if laser ranging updates are desired
4. Select Bombs and desired options on SMS MFD
5. Fly the Pipper onto the target
6. Depress the Weapons Release button [RAlt]+[Space] to expend weapons

1. Verify CCIP symbology is displayed in the HUD.

If the CCIP impact point does not lay within the HUD field of view, the Time Delay Cue (TDC) is shown
as a short, horizonal line on the Bomb Fall Line. The CCIP Pipper is outside the HUD field of view when
this is displayed. A second, ‘post-designate CCIP’ technique may be used in this situation but that will
be covered in the next section.

Flight Path Marker

Bomb Fall Line

Marker

Time Delay Cue

Pull-Up Anticipation Cue

Master Arm Status

CCIP Sub-mode Slant Range

CCIP Pipper

2. Maneuver your aircraft to position the CCIP Pipper on target.

When the TDC is no longer displayed on the Bomb Fall Line, the pipper is in the HUD field of view.
That will be the impact point if the bombs are released immediately.
One technique is to place the FPM ahead of the target and the pipper just short of the target. Fly the
Bomb Fall Line over the target and allow the pipper to track straight up the line. This will happen
naturally as slant range decreases.

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Flight Path Marker

Pull-Up Anticipation Cue

Bomb Fall Line

Target

CCIP Pipper
Marker

Monitor the Pull-Up Anticipation Cue to ensure it does not go above the Flight Path Marker. The Pull-
Up Anticipation Cue (PUAC) provides a visual representation of the altitude required for the bomb fuze
to arm or altitude to initiate a pull-up to avoid impacting the ground, whichever is more immediate. It
moves up toward the Flight Path Marker (FPM) as the aircraft loses altitude. Releasing a bomb with the
FPM below the PUAC will not give the bomb time to arm and result in a dud.
Laser ranging may be performed to improve the computed firing solution if a targeting pod is installed.
(See Laser Ranging for more information.)
3. Press the Weapon Release button to release the bombs when the CCIP pipper is over the
target.
The pipper will be at the center of the ‘stick’ if more than one bomb is released in a ripple delivery.
Hold the Weapons Release button long enough to ensure all weapons come off. The FPM flashes after
weapons are released.

Target
CCIP Pipper
Marker

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Pull up immediately and take evasive action to avoid flying into bomb fragments and to avoid enemy
fire.

Unguided Bombs CCIP Attack (Post-Designate)

An additional option for CCIP bombs delivery is available for situations where the target cannot be within the
HUD field of view at release. This can sometimes happen on attacks from a shallow dive angle or high altitude.
The steps to enter CCIP mode are the same as described above. The difference is in when you press and hold
the Weapons Release button.
1. Maneuver your aircraft to position the CCIP Pipper on target.
When the Time Delay Cue is displayed on the Bomb Fall Line, the pipper is not in the HUD field of view,
however you will still place the pipper over the intended target.
You will designate that location as the target by pressing and holding the Weapons Release button.
The fire control computer will do the rest.

Time Delay Cue

Bomb Fall Line

CCIP Pipper

Target

Laser ranging may be performed to improve the computed firing solution if a targeting pod is installed.
(See Laser Ranging for more information.)
2. Press and HOLD the Weapons Release button.
The HUD symbology displayed is identical to that used for a CCRP delivery. Keep the Flight Path Marker
aligned with the Steering Line. This will align your aircraft with the target even though the target will
be out of sight.
A Solution Cue is displayed at the top of the Steering Line. It will fall down the line as the range
decreases and the weapon is about to be released.

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Solution Cue

Flight Path Marker

Steering Line

3. Keep the Weapons Release button held until after the Solution Cue passes the Flight Path
Marker.
Keep flying the Flight Path Marker over the Steering Line as the Sulution Cue continues to track
downward. The bombs are released when the Steering Cue passes the Flight Path Marker.

Solution Cue

Flight Path Marker

Steering Line

Hold the Weapons Release button long enough to ensure all weapons come off. The FPM flashes after
weapons are released. Pull up immediately and take evasive action to avoid flying into bomb fragments
and to avoid enemy fire.

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Unguided Bombs CCRP Attack

The Continuously Computed Release Point (CCRP) mode provides computed, automatic release of bombs. This
can be done from a dive, but also from wings-level or a nose-high attitude.
This mode requires a target designation point from which to build the bombing solution. Command steering is
provided to the appropriate weapon release point and the weapon will release automatically at the proper time
such that the weapons hit the target.

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Set Laser Arm Switch to Arm if laser ranging updates are desired
4. Select Bombs and desired options on SMS MFD
5. Set desired steerpoint number or designate target with TGP
6. Center FPM on Steering Line
7. Depress and hold Weapons Release button [RAlt]+[Space] to expend weapons at computed
point

1. Verify CCRP symbology is displayed in the HUD.

The fire control system provides a Steering Line (SL) to provide steering to the designated target. By
placing the Flight Path Marker (FPM) on the SL and holding down the Weapon Release Button, the
weapon will release at the proper time and account for wind.

Solution Cue Gun Cross

Target Locator Line Flight Path Marker

Steering Line

Target Designator

Pull-Up Anticipation Cue

Master Arm Status Slant Range

CCRP Sub-mode
Time to Release

A Solution Cue is displayed at the top of the SL. It will fall down the line as the range decreases and
the weapons are about to be released.
When the Target Designator (TD) is outside the HUD field on view as shown above, a Target Locator
Line (TLL) extends from the Gun Cross pointing directly at the target. The relative angle is displayed
next to the Gun Cross showing the number of degrees in tens between the cross and the target.
2. Designate the desired target.
To calculate a bombing solution in CCRP mode, a target first must be designated. This can be done by:

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• Selecting a Steerpoint that was placed at the target location

• Designating a target with the Targeting Pod (if installed)
Updates to the target location may be made by slewing the TD Box in the HUD or slewing the TGP
cursor onto a new position with the Cursor/Enable Control.

Solution Cue
Flight Path Marker

Steering Line

Pull-Up Anticipation Cue

Target Designator

Time to Release

Monitor the Pull-Up Anticipation Cue to ensure it does not go above the Flight Path Marker. The Pull-
Up Anticipation Cue (PUAC) provides a visual representation of the altitude required for the bomb fuze
to arm or altitude to initiate a pull-up to avoid impacting the ground, whichever is more immediate. It
moves up toward the Flight Path Marker (FPM) as the aircraft loses altitude. Releasing a bomb with the
FPM below the PUAC will not give the bomb time to arm and result in a dud.
Laser ranging may be performed to improve the computed firing solution if a targeting pod is installed.
(See Laser Ranging for more information.)
3. Press and HOLD the Weapon Release button.
Keep the Flight Path Marker aligned with the Steering Line. This will align your aircraft with the target
even though the target will be out of sight.
Time to release counts down at the lower right of the HUD.

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Solution Cue
Flight Path Marker

Steering Line

Pull-Up Anticipation Cue

Time to Release

When the Solution Cue begins to move down the Steering Line, about 10 seconds prior to release,
press and hold the Weapon Release button. This provides the fire control computer consent to release
the weapons.
4. Keep the Weapons Release button held until after the Solution Cue passes the Flight Path
Marker.
Keep flying the Flight Path Marker over the Steering Line as the Sulution Cue continues to track
downward. The bombs are released when the Steering Cue passes the Flight Path Marker.

Solution Cue

Flight Path Marker

Steering Line

Time to Release

Hold the Weapons Release button long enough to ensure all weapons come off. The FPM flashes after
weapons are released.

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LASER-GUIDED BOMBS
The development of laser guided weapons has dramatically improved the accuracy of weapon guidance and
delivery. With the assistance of build-up guidance kits, general GP bombs are turned into laser-guided bombs
(LGBs). The kits consist of a computer- control group (CCG), guidance canards attached to the front of the
warhead to provide steering commands, and a wing assembly attached to the aft end to provide lift. LGBs are
maneuverable, free-fall weapons requiring no electronic interconnect to the aircraft. They have an internal semi-
active guidance system that detects laser energy and guides the weapon to a target illuminated by an external
laser source. The designator can be in the delivery aircraft, another aircraft, or a ground source.
All LGB weapons have a Computer Control Group (CCG), a warhead (bomb body with fuze), and an airfoil group.
The computer section transmits directional command signals to the appropriate pair of canards. The guidance
canards are attached to each quadrant of the control unit to change the flight path of the weapon. The canard
deflections are always full scale (referred to as “bang, bang” guidance).
The LGB flight path is divided into three phases: ballistic, transition, and terminal guidance. During the ballistic
phase, the weapon continues via the unguided trajectory established by the flight path of the delivery aircraft at
the moment of release. In the ballistic phase, the delivery attitude takes on additional importance since
maneuverability of the LGB is related to the weapon velocity during terminal guidance. Therefore, airspeed lost
during the ballistic phase equates to a proportional loss of maneuverability. The transition phase begins at
acquisition. During the transition phase, the weapon attempts to align its velocity vector with the line-of-sight
vector to the target. During terminal guidance, the LGB attempts to keep its velocity vector aligned with the
instantaneous line-of-sight. At the instant alignment occurs, the reflected laser energy centers on the detector
and commands the canards to a trail position, which causes the weapon to fly ballistically with gravity biasing
towards the target.
GBU-10 Paveway II. This Guided Bomb Unit (GBU) weighs 2,562 lbs. and is basically a laser-guided version of
the Mk-84 unguided bomb with a general-purpose warhead. The laser detector on the nose of the seeker detects
the reflected energy of the designating laser at the set laser code. Once dropped, the wing-like airfoil surfaces at
the rear of the bomb extend and are used to maneuver the bomb to the laser designation point. Rather than
smooth and constant input of course-corrections to reach the target, the bomb uses a series of discreet input
corrections and this is often referred to as “bang-bang” guidance mode.
GBU-10 can only be hung from a MAU-12 ejector rack on stations 3, 4, 6, and 7.
Suitable targets for the GBU-10 are large and/or hardened targets that require an accurate and powerful strike.
Such targets often include bridges, bunkers, and hardened command posts.
GBU-12 Paveway II. This GBU is the laser-guided version of the Mk-82 unguided, general purpose bomb. The
GBU-12 guides using the same principles as the GBU-10, the only difference being the bomb the LGB is based
on.
The GBU-12 can be mounted singly on a MAU-12 ejector rack at stations 3, 4, 6, and 7. Only two may be loaded
on a TER when wing external fuel tanks are installed due to clearance constraints. This is commonly referred to
as a ‘slant load’.

Terminal Laser Guidance Codes

The seeker head on each laser guided bomb is set to track only a specific laser pulse rate frequency (PRF) code.
These are manually set by the weapons load crew during ground operations and may not be set from the cockpit
during flight.
To replicate this, the laser code may be set using the mission editor. In this example, the laser code on each
bomb seeker head is 1564.

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An additional method to set the bomb seeker laser code is included on the in-game kneeboard. You may access
this using keyboard command [RShift]+[K], then use the [ and ] (bracket) keys to access the page. Use the
keyboard commands listed to the right of each digit to change the laser code.
Bomb seeker laser codes can only be changed using this method on the ground prior to engine start and with
the STA POWER switch on the right console OFF.

The laser designator on the Targeting Pod must be set to match the code on the bomb. (See LASR DED Page for
more information.)

SMS Page
The A-G SMS display and procedures for setting up an attack with guided or unguided bombs are identical. See
the Bombs A-G SMS Page section for procedures.

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Laser Guided Bomb CCRP Attack

The Continuously Computed Release Point (CCRP) mode provides computed, automatic release of bombs. This
can be done from a dive, but also from wings-level or a nose-high attitude. The laser guided bomb attack is
identical to unguided bombs with the addition of laser designation with the Targeting Pod (TGP)
This mode requires a target designation point from which to build the bombing solution. Command steering is
provided to the appropriate weapon release point and the weapon will release automatically at the proper time
such that the weapons hit the target.
The bomb laser code must match the TGP laser designator laser code. See the Bomb Seeker Laser Code and
Laser Designator Code sections for procedures.

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Set Laser Arm Switch to Arm
4. Select Bombs and desired options on SMS MFD
5. Set desired steerpoint number or designate target with TGP
6. Center FPM on Steering Line
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point
8. Lase target at least 8-12 seconds prior to impact

1. Verify CCRP symbology is displayed in the HUD.

The fire control system provides a Steering Line (SL) to provide steering to the designated target. By
placing the Flight Path Marker (FPM) on the SL and holding down the Weapon Release Button, the
weapon will release at the proper time and account for wind.

Solution Cue Gun Cross

Target Locator Line Flight Path Marker

Steering Line

Target Designator

Pull-Up Anticipation Cue

Master Arm Status Slant Range

CCRP Sub-mode
Time to Release

A Solution Cue is displayed at the top of the SL. It will fall down the line as the range decreases and
the weapons are about to be released.

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When the Target Designator (TD) is outside the HUD field on view as shown above, a Target Locator
Line (TLL) extends from the Gun Cross pointing directly at the target. The relative angle is displayed
next to the Gun Cross showing the number of degrees in tens between the cross and the target.
2. Verify TGP is configured for target search and laser fire.
Select A-G mode on the TGP to configure it for target acquisition and weapon guidance. The line of
sight will slave to the selected steerpoint when CCRP delivery mode is selected.
The TGP display may be made the sensor of interest (SOI) by positioning the Display Management
Switch (DMS) Down. The current SOI can be identified by the box surrounding the display.

Radar Altitude
Current Mode

Field of View and Situational Awareness Cue

Zoom Factor
Sensor Type

Laser Spot Search Code

Crosshairs

Track Mode Laser Status

The TGP crosshairs may then be slewed to a new position using the Cursor/Enable Control. Slewing
the Target Designator with the HUD as SOI will also slew the TGP crosshairs.
3. Locate and designate the desired target.
To calculate a bombing solution in CCRP mode, a target first must be designated. This can be done in
two ways:
• Select a Steerpoint that was placed at the target location. The Target Designator box
on the HUD will be placed at the steerpoint. The TGP will slave to that location when CCRP
mode is selected.
• Locate a target with the Targeting Pod. With the TGP SOI, position the TMS Down to
undesignate. The TGP will return to the boresight position near the center of the HUD. Fly
or slew the TGP line of sight to the desired target location. TMS Up to designate. The Target
Designator box on the HUD will be placed at that location.
Updates to the target location may be made by slewing the TD Box in the HUD or slewing the TGP
cursor onto a new position with the Cursor/Enable Control. The Targeting Pod line of sight is used to
calculate the bombing solution regardless of the track mode used.
Command an area track with TMS Up to stabilize the crosshairs over the target. A Point Track may also
be commanded using TMS Up to aid in targeting if desired.

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Situational Awareness Cue

Crosshairs

Track Mode Laser Status

Laser ranging may be performed prior to weapon release to improve the computed firing solution.
(See Laser Ranging for more information.)
The laser designator may be fired with any sensor type selected and from any track mode. The Laser
status is displayed as an L near the bottom of the display when the Laser Arm switch is set to arm.
The laser is fired by squeezing the trigger to the first detent. The L flashes when the laser designator
is firing.
4. Execute a CCRP bombing delivery.
Weapons delivery for laser guided bombs is identical to unguided bomb CCRP delivery.
Keep the Flight Path Marker aligned with the Steering Line. This will align your aircraft with the target
even though the target will be out of sight.
The Steering Cue will fall down the Steering Line as the range decreases and the weapon is about to
be released. Time to release counts down at the lower right of the HUD.

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Solution Cue

Flight Path Marker

Steering Line
Pull-Up Anticipation Cue

Master Arm and

Laser Status
Time to Release

Target Designator

Monitor the Pull-Up Anticipation Cue to ensure it does not go above the Flight Path Marker. The Pull-
Up Anticipation Cue (PUAC) provides a visual representation of the altitude required for the bomb fuze
to arm or altitude to initiate a pull-up to avoid impacting the ground, whichever is more immediate. It
moves up toward the Flight Path Marker (FPM) as the aircraft loses altitude. Releasing a bomb with the
FPM below the PUAC will not give the bomb time to arm and result in a dud.
5. Press and HOLD the Weapon Release button.
When the Solution Cue begins to move down the Steering Line, about 10 seconds prior to release,
press and hold the Weapon Release button. This provides the fire control computer consent to release
the weapon.
Keep the Flight Path Marker aligned with the Steering Line. This will align your aircraft with the target
even though the target will be out of sight.

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Solution Cue
Flight Path Marker

Steering Line

Pull-Up Anticipation Cue

Time to Release

6. Keep the Weapons Release button held until after the Solution Cue passes the Flight Path
Marker.
Keep flying the Flight Path Marker over the Steering Line as the Sulution Cue continues to track
downward. The bombs are released when the Steering Cue passes the Flight Path Marker.

Solution Cue

Flight Path Marker

Steering Line

Time to Release

Hold the Weapons Release button long enough to ensure all weapons come off. The FPM flashes after
weapons are released.
Execute a 30-45 degree check turn to the left or right to avoid overflight of the target and possible TGP
gimbal roll. Continue to track the target in the TGP and update the crosshair aimpoint if necessary.

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Situational Awareness Cue

Crosshairs

Track Mode Laser Status

7. Lase the target with the TGP.

Squeeze the Trigger to lase the target no later than 8-12 seconds prior to impact. The L flashes when
the laser designator is firing. At impact, the screen will wash out from the IR energy of the explosion.

Switch to a wide field of view for an assessment and documentation of target damage. Set up for a re-
attack if necessary or exit the area.

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JOINT DIRECT ATTACK MUNITIONS (JDAM)

JDAM is an inertial and GPS guidance kit that can be attached to the Mk-82 or Mk-84 general-purpose bombs.
When released, the aircraft downloads the target coordinates to the JDAM. The JDAM then guides to those
coordinates. The weapon is completely fire-and-forget but cannot be steered or re-targeted post-launch.

JDAM SMS Format

Employment
Mode Profile Settings
Alignment Status
Active Profile
Selected Weapon
and Quantity

Power On/Off

Built-In Test

Profile Options

Weapon Station

Employment Mode. Toggles between pre-planned (PRE) and visual (VIS) employment modes (see Employment
in Pre-Planned (PRE) Mode and Employment in Visual (VIS) Mode).
Active Profile. Cycles between four different employment profiles (see SMS Control Page).
Profile Settings. Press this OSB to open the Control page, where you can modify the active profile (see SMS
Control Page).
Alignment Status. When the weapon is first powered on, will display “A10” (unstable alignment). During the
alignment process, it will count down, and then display “RDY” when alignment is complete.
Selected Weapon and Quantity. Displays the weapon quantity and “GB38” or “GB31”.
Power On/Off. Press to toggle power to all JDAM stations.
Built-In Test. Runs built-in tests. (N/I)
Profile Options. Displays the parameters of the selected profile (see SMS Control Page).
Weapon Station. The selected weapon station for the next release is displayed in reverse video.

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SMS Control Page

Active Profile
Impact Angle

Arming Delay
Impact Azimuth

Impact Vertical
Velocity
Fuzing Option

Active Profile. Cycles between four different profiles to edit.

Arming Delay. Selects the delay between weapon release and arming. Options are 4, 4.5, 5, 5.5, 6, 6.5, 7, 7.5,
8, 8.5, 9, 9.5, 10, 14, 21, and 25 seconds.
Fuzing Option. Sets the fuzing option:
• AIR: Weapon will air-burst above the target. This reduces the penetrative effect of the bomb but
improves its area effect.
• GND: Weapon will explode on impact. Selecting GND will reveal an additional option labeled FD (fuzing
delay). Selectable fuzing delays are 0 (instant), 5, 15, 25, 45, 60, 90, 180, and 240 milliseconds. Adding
a fuzing delay allows the weapon to penetrate the target prior to exploding.
• GND DLY: Weapon will impact target inert, and then explode after an extended period. Selecting GND
DLY will reveal an additional option labeled FD (fuzing delay). Selectable fuzing delays are 0.25, 0.5,
0.75, 1, 4, 8, 12, 16, 20, and 24 hours after impact.
Impact Angle. Sets the angle that the bomb will attempt to impact the target at (e.g., 60°). A higher impact
angle should be used if tall structures surround the target.
Impact Azimuth. Sets the heading that the bomb will attempt to fly to the target during the terminal phase. A
value of “0” means no specific heading; use a value of “360” if you want the bomb to impact the target from the
south flying north.
Impact Vertical Velocity. Sets the vertical velocity the bomb will attempt to achieve when impacting the target,
in feet per second. A higher vertical velocity creates more effective penetration.

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JDAM HUD Symbology

Azimuth
Steering Line
Upper Range Scale

Current Range

In-Range Bracket

Lower Range Scale

Bearing and
Distance to Target

Azimuth Steering Line. Center the Flight Path Marker over this line to fly the fastest course to the launch
acceptability region (LAR).
Upper Range Scale. Indicates the top range of the dynamic launch zone (DLZ) in nautical miles.
Current Range. The caret indicates the aircraft’s current range to the target. If the caret is within the in-range
bracket, the weapon can reach the target if released.
In-Range Bracket. Indicates the range where the weapon can reach the target.
Lower Range Scale. Indicates zero range.
Bearing and Distance to Target. Indicates the bearing (degrees) and distance (nautical miles) the current
SPI, which is the location the bomb will fly to after release.

Employment in Pre-Planned (PRE) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select JDAM and power on
4. Set desired options on SMS format
5. Set desired steerpoint or designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

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1. Select JDAM and power on.

Set the master mode to A-G, and on the SMS format, use OSB 6 to select GBU-38 (GB38) or GBU-31
(GB31) as the active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment
process. Alignment will take a few minutes.

Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set desired options on SMS format.

On the SMS format, select and configure the profile you want to use.

Active Profile

3. Set desired steerpoint or designate target

The weapon will guide to the current sensor point of interest (SPI) when released. If no cursor has
been added, or cursor zero (CZ) has been pressed, the SPI will be the selected steerpoint. Designating
a target (e.g., using the targeting pod) will shift the SPI to that location.
4. Center FPM on Steering Line and fly in range
Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket.

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Azimuth
Steering Line
Dynamic Launch
Zone

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the JDAM kit. If this process is interrupted
by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

Employment in Visual (VIS) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select JDAM and power on
4. Set VIS mode and desired options on SMS format
5. Use HUD and TDC to designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

1. Select JDAM and power on.

Set the master mode to A-G, and on the SMS format, use OSB 6 to select GBU-38 (GB38) or GBU-31
(GB31) as the active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment
process. Alignment will take a few minutes.

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Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set VIS mode and desired options on SMS format.

On the SMS format, select and configure the profile you want to use. Press OSB 2 to change the delivery
mode to VIS.

Delivery Mode

Active Profile

3. Use HUD and TDC to designate target

Upon enabling VIS mode, a target-designator (TD) box will appear on the HUD, and the HUD will
become SOI. Use the TDC to slew the TD box over the target, then press TMS Forward to designate.

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HUD SOI
Indication

TD Box

4. Center FPM on Steering Line and fly in range

Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket. You can continue to adjust the position of the TD box using the TDC.

Azimuth
Steering Line

HUD SOI
Indication

TD Box

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the JDAM kit. If this process is interrupted
by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

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AGM-154 JOINT STANDOFF WEAPON

(JSOW)
JSOW is an inertially-aided glide bomb capable of striking targets up to 70 NM away, depending on the altitude
and speed of launch. When released, the aircraft downloads the target coordinates to the JSOW. The JSOW then
guides to those coordinates. The weapon is completely fire-and-forget. The AGM-154A variant has BLU-97/B
warheads and cannot be re-targeted after launch.

JSOW SMS Format

Employment
Mode Profile Settings
Alignment Status
Target Size
Selected Weapon
and Quantity

Ripple setting Power On/Off

Ripple spacing Built-In Test

Profile Options

Weapon Station

Employment Mode. Toggles between pre-planned (PRE) and visual (VIS) employment modes (see Employment
in Pre-Planned (PRE) Mode and Employment in Visual (VIS) Mode).
Target Size. Not yet implemented.
Profile Settings. Press this OSB to open the Control page, where you can modify the active profile (not
implemented).
Alignment Status. When the weapon is first powered on, will display “A10” (unstable alignment). During the
alignment process, it will count down, and then display “RDY” when alignment is complete.
Selected Weapon and Quantity. Displays the weapon quantity and “A154A”.
Power On/Off. Press to toggle power to all JSOW stations.
Built-In Test. Runs built-in tests. (N/I)
Profile Settings. Displays the parameters of the selected profile. (N/I)

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Weapon Station. The selected weapon station for the next release is displayed in reverse video.
Ripple setting. Toggle between single release and pairs release with longitudinal or lateral separation.
Ripple spacing: Press to enter the distance in feet between the two bombs at height of function. Not displayed
if the single release mode is selected.

JSOW HUD Symbology

Azimuth
Steering Line
Upper Range Scale

Current Range

In-Range Bracket

Lower Range Scale

Bearing and
Distance to Target

Upper Range Scale. Indicates the top range of the dynamic launch zone (DLZ) in nautical miles.
Current Range. The caret indicates the aircraft’s current range to the target. If the caret is within the in-range
bracket, the weapon can reach the target if released.
In-Range Bracket. Indicates the range where the weapon can reach the target.
Lower Range Scale. Indicates zero range.
Bearing and Distance to Target. Indicates the bearing (degrees) and distance (nautical miles) the current
SPI, which is the location the bomb will fly to after release.

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Employment in Pre-Planned (PRE) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select JSOW and power on
4. Set desired options on SMS format
5. Set desired steerpoint or designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

1. Select JSOW and power on.

Set the master mode to A-G, and on the SMS format, use OSB 6 to select AGM-154A (A154A) as the
active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment process.
Alignment will take a few minutes.

Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set desired options on SMS format.

On the SMS format, configure the weapon as desired.
3. Set desired steerpoint or designate target
The weapon will guide to the current sensor point of interest (SPI) when released. If no cursor has
been added, or cursor zero (CZ) has been pressed, the SPI will be the selected steerpoint. Designating
a target (e.g., using the targeting pod) will shift the SPI to that location.
4. Center FPM on Steering Line and fly in range
Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket.

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Azimuth
Steering Line
Dynamic Launch
Zone

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the JSOW. If this process is interrupted
by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

Employment in Visual (VIS) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select JSOW and power on
4. Set VIS mode and desired options on SMS format
5. Use HUD and TDC to designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

1. Select JSOW and power on.

Set the master mode to A-G, and on the SMS format, use OSB 6 to select AGM-154A (A154A) as the
active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment process.
Alignment will take a few minutes.

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Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set VIS mode and desired options on SMS format.

On the SMS format, select and configure the options you want to use. Press OSB 2 to change the
delivery mode to VIS.
Delivery Mode

3. Use HUD and TDC to designate target

Upon enabling VIS mode, a target-designator (TD) box will appear on the HUD, and the HUD will
become SOI. Use the TDC to slew the TD box over the target, then press TMS Forward to designate.

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HUD SOI
Indication

TD Box

4. Center FPM on Steering Line and fly in range

Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket (labeled “JIZ”). You can continue to adjust the position of the TD box using
the TDC.

Azimuth
Steering Line

HUD SOI
Indication

TD Box

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the JSOW. If this process is interrupted
by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

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WIND-CORRECTED MUNITIONS
DISPENSERS (WCMD)
Wind-Corrected Munitions Dispensers (WCMD, pronounced “wick-mid”) are tail kits that can be equipped to a
CBU-87 CEM or CBU-97 SFW, giving the precision guidance capability. WCMD includes an onboard INS and can
be programmed with the winds aloft to improve accuracy.
When the CBU-87 is equipped with WCMD, it is called the CBU-103. A CBU-97 with WCMD is called a CBU-105.

WCMD SMS Format

Employment
Mode Profile Settings
Alignment Status

Selected Weapon
and Quantity

Ripple setting
Power On/Off
Ripple spacing

Profile Options

Weapon Station

Employment Mode. Toggles between pre-planned (PRE) and visual (VIS) employment modes (see Employment
in Pre-Planned (PRE) Mode and Employment in Visual (VIS) Mode).
Profile Settings. Press this OSB to open the Control page, where you can modify the active profile (see WCMD
CNTL Page).
Alignment Status. When the weapon is first powered on, will display “A10” (unstable alignment). During the
alignment process, it will count down, and then display “RDY” when alignment is complete.
Selected Weapon and Quantity. Displays the weapon quantity and “CB103” or “CB105”.
Power On/Off. Press to toggle power to all WCMD stations.
Profile Settings. Displays the parameters of the selected profile.
Weapon Station. The selected weapon station for the next release is displayed in reverse video.
Ripple setting. Toggle between single release and pairs release with longitudinal or lateral separation.

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Ripple spacing: Press to enter the distance in feet between the two bombs at height of function. Not displayed
if the single release mode is selected.

WCMD HUD Symbology

Azimuth
Steering Line
Upper Range Scale

Current Range
Release Cue

In-Range Bracket

Lower Range Scale

Bearing and
Distance to Target

Upper Range Scale. Indicates the top range of the dynamic launch zone (DLZ) in nautical miles.
Current Range. The caret indicates the aircraft’s current range to the target. If the caret is within the in-range
bracket, the weapon can reach the target if released.
In-Range Bracket. Indicates the range where the weapon can reach the target.
Lower Range Scale. Indicates zero range.
Bearing and Distance to Target. Indicates the bearing (degrees) and distance (nautical miles) the current
SPI, which is the location the bomb will fly to after release.

WCMD CNTL Page

The CNTL page lets you configure the WCMD engagement profile and other options.

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Attack Azimuth Target Winds

Wind Source
Arming Delay

Burst Altitude

Spin Rate

Attack Azimuth. Sets the attack direction that the bombs will attempt to achieve. A setting of “0” means that
the bombs will use the most direct attack direction (“360” means attack heading north). (Not implemented.)
Arming Delay. Sets the delay after release before the weapon arms. (Not implemented.)
Burst Altitude. Sets the height of function, which is the altitude (MSL) when the submunitions will be released.
Higher burst altitudes create a wider dispersal.
Spin Rate. The bomb will begin rotating at this RPM value prior to submunitions release (CBU-103 only). Higher
spin rates create a wider dispersal.
Target Winds. Manual winds aloft entry. Not implemented.
Wind Source. Toggles wind data from mission planning (MP), pilot-entered (PI), and avionics system (SY).
Currently only MP is available.

Employment in Pre-Planned (PRE) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select WCMD and power on
4. Set desired options on SMS format
5. Set desired steerpoint or designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

1. Select WCMD and power on.

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Set the master mode to A-G, and on the SMS format, use OSB 6 to select WCMD (CB103 or CB105) as
the active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment process.
Alignment will take a few minutes.

Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set desired options on SMS format.

On the SMS format, configure the weapon as desired.
3. Set desired steerpoint or designate target
The weapon will guide to the current sensor point of interest (SPI) when released. If no cursor has
been added, or cursor zero (CZ) has been pressed, the SPI will be the selected steerpoint. Designating
a target (e.g., using the targeting pod) will shift the SPI to that location.
4. Center FPM on Steering Line and fly in range
Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket.

Azimuth
Steering Line
Dynamic Launch
Zone

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the WCMD. If this process is interrupted

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by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

Employment in Visual (VIS) Mode

Summary
1. Select A-G Master Mode [2]
2. Set Master Arm Switch to Arm
3. Select WCMD and power on
4. Set VIS mode and desired options on SMS format
5. Use HUD and TDC to designate target
6. Center FPM on Steering Line and fly in range
7. Depress and hold Weapons Release button [RAlt]+[Space] to release at the computed point

1. Select WCMD and power on.

Set the master mode to A-G, and on the SMS format, use OSB 6 to select WCMD (CB103 and CB105)
as the active weapon. Press OSB 7 (PWR OFF) to power on the weapon and begin the alignment
process. Alignment will take a few minutes.

Alignment Status

Selected Weapon
and Quantity

Power On/Off

2. Set VIS mode and desired options on SMS format.

On the SMS format, select and configure the options you want to use. Press OSB 2 to change the
delivery mode to VIS.

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Delivery Mode

3. Use HUD and TDC to designate target

Upon enabling VIS mode, a target-designator (TD) box will appear on the HUD, and the HUD will
become SOI. Use the TDC to slew the TD box over the target, then press TMS Forward to designate.

HUD SOI
Indication

TD Box

4. Center FPM on Steering Line and fly in range

Steer to place the azimuth steering line (ASL) over the flight path marker. Fly until the range caret is
within the in-range bracket. You can continue to adjust the position of the TD box using the TDC.

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Azimuth
Steering Line

HUD SOI
Indication

TD Box

5. Depress and hold Weapons Release button

You must hold the Weapons Release button continuously until the weapon releases. During this
process, target coordinates and profile data is downloaded to the WCMD. If this process is interrupted
by releasing the Weapons Release button before the download finishes, the weapon will become a
hung store and will be unusable.

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AGM-88 HARM
The AGM-88C High-speed Anti-Radiation Missile (HARM) is a supersonic, passive radar-guided air-to-ground
missile intended to strike air defense radar sites and vehicles. The missile has an onboard radar receiver that
homes in on radar energy emitted by ground-based radars, making it fire-and-forget. The pilot can designate
targets using the missile’s onboard radar receiver or using the HARM Targeting System (HTS) external sensor
pod. The HARM may be loaded on stations 3, 4, 6, or 7, but is typically only employed from stations 3 and 7.
The HARM can be targeted using one of three modes: position known (POS), HARM-as-sensor (HAS), or datalink
(DL). Currently, DL is not implemented in DCS.
Communication with the HARM missile is managed by the aircraft launcher interface computer (ALIC) within the
LAU-118 missile launcher. The ALIC provides HARM sensor video to the SMS and allows the SMS to hand off
threat types to the AGM-88. After launch, the AGM-88 will home on threat radars matching the handed-off threat
type.

Preparation
Prior to departure, set up your HARM threat tables as necessary. The threats you expect to fire against must be
present on the selected threat table for the AGM-88 to detect them. Most of the time, you will be able to use one
of the default threat tables:
TBL1 TBL2 TBL1
WPN WPN WPN
(MODERN SAM SYSTEMS) (AAA & SHORAD) (OLDER SAM SYSTEMS )
10 SA-10 “FLAP LID” 19 SA-19 “HOT SHOT” 3 SA-3 “LOW BLOW”
BB SA-10 “BIG BIRD” 15 SA-15 “SCRUM HALF” S P-19 “FLAP LID B”
CS SA-10 “CLAM SHELL” 8 SA-8 “LAND ROLL” 6 SA-6 “STRAIGHT FLUSH”
11 SA-11 “FIRE DOME” A ZSU-23-4 “GUN DISH” 2 SA-2 “FAN SONG”
SD SA-11 “SNOW DRIFT” DE PPRU-M1 “DOG EAR” 13 SA-13 “SNAP SHOT”

If any expected threats do not appear on these tables, you will need to edit one or more of the tables. It may be
wise to consolidate the expected threats to one table to improve the efficiency of employing HARM missiles during
the mission.
The HARM DED page is used to edit the default HARM threat tables.

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HARM DED Page

The HARM DED page is accessed by pressing 0/M-SEL on the ICP keypad when the MISC DED page is displayed
on the DED, or by pressing UFC (OSB 5) on the MFD Weapon (WPN) format, when “AG88” is the current SMS
profile. This page is used to configure the HARM threat tables to better tailor the AGM-88 scans to the radar
signals that are anticipated to be encountered during the mission.
(See Appendix B for a complete list of all threat radar ALIC codes.)

1. HARM Threat Table 4. DED Asterisks

2. Table Threat Number 3. Threat ALIC Code

Move DED asterisks to

Modify Cycle to next threat table the previous data field

Reject
Return DED No function
Accept
to CNI page

Operate Cycle to previous threat table Move DED asterisks

to the next data field

1. HARM Threat Table. Displays the HARM threat table that corresponds with the displayed threat ALIC
codes. The ICP Increment/Decrement rocker may be used to cycle to a different threat table.
2. Table Threat Number. Displays five threat entries that may accept an ALIC code for the displayed threat
table.
3. Threat ALIC Code. Displays the ALIC code representing a specific threat radar type that is loaded into the
corresponding threat entry. May be modified using the ICP keypad.
4. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.

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SMS Format
Prior to employing HARMs, press the A-G button on the ICP to select air-to-ground master mode. Ensure that the
SMS and WPN formats are visible on an MFD. From the SMS format, power on the HARMs:

Master mode Inventory

Weapon type

Weapon status

AGM-88 power

BIT
Station

Weapon status

Master mode: Toggles between A-G and STRF (gun strafe) air-to-ground modes.
Inventory: Pressing this OSB displays the Inventory page.
Weapon type: Displays “AG88” for AGM-88 HARM, and the number of missiles loaded.
Weapon status: Displays “RDY” when the AGM-88 is ready for launch.
AGM-88 power: Displays “PWR ON” or “PWR OFF”. Pressing commands spin-up or spin-down to all loaded
AGM-88 missiles.
BIT: Commands execution of a built-in test. The status of each station will be updated following completion of
the BIT.
Station: Displays the stations on which HARMs are loaded. The station selected for launch is boxed. Above the
station number is a character indicating the missile degrade state for that station: “D” for degraded or “F” for
failed. No character above the station number indicates a functioning missile.

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WPN Format
The AGM-88 HARM can be targeted using its onboard sensor in one of three modes: position known (POS),
HARM-as-sensor (HAS), or datalink (DL). (Currently DL is not supported in DCS.) Each mode has its own WPN
format.

HAS Mode
Search filter
FOV

Threat table HARM UFC

Sub-mode DTSB

Threat types Scan counter

Scan time

Restart search

Boresight ALIC video

time
TDC

Station

Sub-mode: Displays “HAS” in HARM-as-Sensor sub-mode.

Threat table: Displays the current threat table (TBL1, TBL2, or TBL3). Pressing cycles through the three tables.
Pressing the TMS switch left when the WPN page is SOI also cycles through threat tables.
FOV: Displays the missile field of view: “CTR” for center, “LT” for left, “RT” for right, and “WIDE” for wide.
Pressing cycles through FOV settings. The FOV setting controls which portion of the missile’s forward hemisphere
it searches. Pressing the Expand/FOV button on the SSC also cycles FOV settings.
Search filter: Pressing this OSB allows the pilot to toggle on and off threats within the current threat table.
Reducing the number of threats that the ALIC is searching for reduces the time for each scan cycle.
HARM UFC: Pressing this OSB displays the HARM page on the DED, where threat tables can be modified.
DTSB: The detected target status box lists detected threat types. When a new threat is detected, its type (e.g.,
“2” for SA-2) is added to the DTSB.
Scan counter: This counter increments after each successive scan made by the AGM-88.
Restart search: Pressing this OSB cancels the current scan cycle and begins a new one.

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ALIC video: Detected threats are displayed in this area. Only threats from the active threat table are displayed.
ALIC video is ground stabilized and referenced to missile boresight line. Threats displayed as characters
representing their type (e.g., “2” for SA-2). If the threat is active (radiating), the letter “A” follows the threat
type. If the threat is tracking (guiding an in-flight missile), the letter “T” follows the threat type. If the threat is
not radiating (memory threat), or multiple threats of the same time are co-located, no “A” or “T” is shown.
Pressing TMS forward commands designation of the threat under the TDC. The ALIC video display will switch to
a non-ground-stabilized display of the targeted threat, with crosshairs indicating missile boresight.

Station: Shows which stations have AGM-88s loaded. The station selected for next launch is boxed. A “D” or “F”
is displayed over the station number to indicate a degraded or failed missile.
TDC: The target designator cursor is slewed over a target the pilot wishes to designate, using the cursor control
on the TQS. Pressing TMS forward commands designation of the threat under the TDC, and hands off the threat
type to the AGM-88.
Boresight: Indicates the missile boresight axis.
Scan time: Shows worst-case scan time. The ALIC will repeatedly scan for threats according to the chosen
parameters. Reducing the number of threats to be scanned using the SRCH OBS, or reducing the FOV, will reduce
the scan time and therefore decrease the amount of time before a threat is detected.
Threat types: The five threat types for the current threat table (TBL1, TBL2, or TBL3) are shown along the left
side. If a threat is designated, its type is highlighted. The adjacent OSBs have no function in the HAS sub-mode.

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POS Mode

POS mode

Threat table HARM UFC

Sub-mode

Threat types

In-flight missile
data
Next missile
data

Launch status
divider line

Station

Sub-mode: Displays “POS” in Position Known sub-mode.

Threat table: Displays the current threat table (TBL1, TBL2, or TBL3). Pressing cycles through the three tables.
Pressing the TMS switch left when the WPN page is SOI also cycles through threat tables.
HARM UFC: Pressing this OSB displays the HARM page on the DED, where threat tables can be modified.
POS mode: Selects the attack profile to use: EOM (equations of motion), PB (pre-briefed), or RUK (range
unknown).
Threat types: Lists the threats in the current table. Pressing the OSB adjacent to a threat hands off that threat
type to the ALIC.
Next missile data: Information about the next missile to be launched. Not displayed if all missiles have been
launched. Line 1 is the threat type to be handed off to the missile. Line 2 is the steerpoint to be handed off to
the missile. Line 3 is the predicted time until impact, and line 4 is the predicted impact time, if the missile were
launched now. Only lines 1 and 2 are shown for RUK attacks.
In-flight missile data: Information about the in-flight missile. If multiple missiles are in-flight, multiple
datablocks will be shown along this row. Line 1 is the predicted time until impact. Line 2 is the steerpoint that
was handed off to the missile, and line 3 is the threat type that was handed off to the missile. Only lines 2 and 3
are shown for RUK attacks.
Launch status divider line (LSDL): Divides in-flight missile information from next missile information.

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HUD Symbology

Upper range
scale

AMZ/MMZ
Max loft
separator

Current range,
required loft angle

FOV box HLS

A-G mode Release altitude

and required turn

Time to MMZ

Min loft

Optimal Current range,

loft required loft angle

Bearing and
distance to target

On the right side is the HARM Launch Scale (HLS), which indicates the range potential of the missile to reach the
current target. The target is assumed to be at the selected steerpoint. The SMS estimates both the aircraft
maneuver zone (AMZ), and the missile maneuver zone (MMZ). The AMZ is the zone where the missile can reach
the target if the launching aircraft lofts or turns towards the target first. The MMZ is the zone where the missile
can reach the target by doing entirely its own maneuvering.
FOV box: Indicates the end-game field-of-view of the HARM. The FOV box flashes when the aircraft is within
the missile maneuver zone, target handoff is completed, and the missile is ready to be fired.
HLS: The HARM launch scale (HLS) staple represents the combined AMZ and MMZ; in other words, the ranges
at which the missile can reach the target with or without aircraft maneuvering. The horizontal dash within the
staple indicates the top of the MMZ range and the bottom of the AMZ range. The bottom of the staple indicates
minimum launch distance. The pickle button is only hot when the staple is within the MMZ.

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The HLS and all associated symbology are inhibited in HAS mode.
Current range, required loft angle: The position of the caret along the staple represents the current aircraft
range to target along the HLS range scale. If the caret is above the AMZ/MMZ separator, the aircraft must first
maneuver before the missile can reach the target. The number adjacent to the caret is the required loft angle to
place the aircraft within the MMZ. The loft angle is prefixed by an “A” when the aircraft is within the MMZ. The
caret is inhibited when in PB mode and more than 10° off-bearing.
Upper range scale: Will be either 40 or 80 NM, whichever is sufficient to cover the distance to the target.
Zero range: The bottom end of the HLS is a target distance of zero.
Min loft, optimal loft, max loft: The horizontal ticks along the azimuth steering line (ASL) indicate the
minimum and maximum loft required for the missile to reach the target. Maximum loft is the larger tick and
represents the loft angle that will give the missile maximum range. Minimum loft is the smaller tick and represents
the range where the missile would have to do a max-g pulldown to reach the target. In PB mode, optimal loft is
also shown as a pair of whiskers along the ASL. Optimal loft represents the loft angle that gives the missile the
maximum energy available at impact.
Loft cues are inhibited in HAS and POS/RUK modes.
Release altitude: The top number of this datablock is the predicted release altitude assuming the aircraft makes
a 4-g loft to the optimal loft altitude (or the maximum loft altitude if not within the MMZ).
Required turn: The bottom number of this datablock is the required turn to place the aircraft within the MMZ
(e.g., “L03” if a 3° left turn is required). Shows “00” if the aircraft is on-bearing but not yet within the MMZ range.
Once the aircraft is within the MMZ, this field shows the aircraft required turn to face the target (e.g., “L90” if
the aircraft nose is 90° right of the target).
This datablock is not displayed in HAS and POS/RUK modes.
Time to MMZ: Displays the estimated time until the aircraft reaches the MMZ. Displays “0:00” when the aircraft
is inside the MMZ. Not displayed in HAS or POS/RUK modes.
Bearing and distance to target: The bearing and distance (in nautical miles) from the aircraft’s present
position to the target. Not displayed in HAS mode.

Employment using HARM-as-Sensor (HAS) Mode

Summary
1. Select A-G Master Mode [2].
2. Set MASTER ARM switch to ARM.
3. Select AG88 on SMS page (OSB6).
4. Select HAS sub-mode on the WPN page (OSB1).
5. Make the WPN page SOI.
6. Select the desired threat table on the WPN page (OSB2).
7. Wait until your threat appears in the ALIC video display on the WPN page.
8. Move the TQS cursor over the threat and designate with TMS forward [RCtrl]+[Up].
9. Fire the missile using the weapon release button [RAlt]+[Space].

HARM-as-sensor (HAS) mode is a target-of-opportunity employment mode using the HARM’s onboard radar
receiver. The HARM detects air defense radar signals and transmits that information to the aircraft. The pilot can
then select a radar to attack and launch a HARM against it. With this mode, distance to the target is not known,
only bearing, so the HARM does not loft, which decreases its effective range.

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In HAS mode, the HARM repeatedly scans for threats that match the current active threat table. The HARM begins
with a full scan of its FOV, once for each of the selected threat types. If any targets are found, a detailed scan is
performed to determine the target coordinates. The HARM then steps to the next threat type. In all, this results
in a worst-case scan cycle time of 90 seconds.
The ALIC is in HAS mode when the master mode is A-G, AG88 is the selected weapon on the SMS page, and
“HAS” is displayed as the active sub-mode on the WPN page.
1. Select HAS mode and make WPN page SOI.
Press OSB 1 if necessary to change to HAS sub-mode. Ensure that the WPN page is SOI; if not, press
DMS aft to change SOI to the WPN page.

2. Select the appropriate threat table.

Press OSB 2 or TMS left until the desired threat table is selected.
3. Reduce the scan time by selecting only the threats you wish to scan for (optional).
If you want to reduce scan time, press SRCH (OSB 4), then leave highlighted only the threats you are
interested in searching for.

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Press HAS (OSB 1) to return to the HAS page.

4. Select an FOV (optional).
You can further reduce scan time by using the pinky switch (or OSB 3) to cycle through FOV options
until you find an appropriate FOV.
5. Locate and designate your target.
Point your aircraft (and the missile seeker) in the direction of your expected threat. As each scan cycle
completes, detected threats will be shown in the ALIC video area and placed into the DTSB.

Slew the cursor over the detected threat, then press TMS forward to designate it. The HAS display will
change to indicate the designated threat.

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Note that you can designate and fire against any threat that appears on the HAS display, but many
radar operators will cycle their radars on and off or track different targets. This will result in the HARM
being unable to continue tracking the target, and the missile will become ineffective.
To increase probability of kill, you may wish to wait until the threat radar is guiding a missile at you
(“T” appears next to threat type on HAS display) before firing, since a radar operator is less likely to
cease tracking you while guiding a missile. However, this strategy comes with its own obvious risks!
6. Fire the missile.
Verify the proper threat is highlighted, “RDY” is displayed in the SMS and WPN pages, and the FOV box
in the HUD is flashing, then press and hold the pickle button to fire the missile.

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Employment using Position Known (POS) Mode

Summary
1. Select A-G Master Mode [2].
2. Set MASTER ARM switch to ARM.
3. Select AG88 on SMS page (OSB6).
4. Select POS sub-mode on the WPN page (OSB1).
5. Select the attack profile on the WPN page (OSB3).
6. Select the desired threat table and threat on the WPN page (OSB2).
7. Select the target steerpoint.
8. Fly to the AMZ, follow the loft and turn cues, and wait until the FOV box on the HUD is flashing.
9. Fire the missile using the weapon release button [RAlt]+[Space].

Position Known (POS) mode is a pre-planned employment mode that relies on a steerpoint being placed at or
near the target radar. The radar type will be downloaded to the ALIC, and the HARM will fly towards the target
steerpoint until the radar is detected, at which point it will home on the radar signal.
In POS mode, the pilot selects one of three attack profiles: Equations of Motion (EOM), Pre-Briefed (PB), or Range
Unknown (RUK). Each of these profiles makes different assumptions about the aircraft maneuver zone (AMZ) and
missile maneuver zone (MMZ). The AMZ is the zone where the missile can reach the target, assuming the aircraft
maneuvers to a required bearing and loft angle first. The MMZ is the zone where the missile can reach the target
without requiring the aircraft to turn or loft.
Equations of Motion (EOM) mode is the most effective profile for off-boresight launches but requires the most
accurate target steerpoint data. To launch with EOM selected, the pilot must first fly to the AMZ, then loft and
launch once within the MMZ. EOM is useful when attacking threats that require high-angle off-boresight (HOB)
defensive tactics.
Pre-Briefed (PB) mode is the most effective profile at longer ranges but requires an on-bearing attack. To
launch with PB selected, the pilot must first turn the aircraft to point at the target, then fly to the AMZ, then loft
and launch once within the MMZ. PB is most effective at longer ranges but requires the aircraft to fly directly at
the target.
Range Unknown (RUK) mode is the most versatile profile when working with degraded target data. To launch
with RUK selected, the pilot must fly the aircraft into the MMZ, where the missile can make all required
maneuvering to reach the target. RUK is much more tolerant of inaccurate target steerpoints, or when fighting
threats where only bearing information is available.
1. Select POS sub-mode on the WPN page.
Press OSB 1 if necessary to change to POS sub-mode. You will see the launch status divider line (LSDL)
and next-launch information below the LSDL.

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1. Select the attack profile.

On the WPN page, press OSB 3 until the desired attack profile is shown.
2. Select the threat table and threat.
On the WPN page. press OSB 2 until the desired threat table is shown, and then press the OSB adjacent
to the threat you wish to attack from the list on the left side. This will hand off the threat to the ALIC.
3. Select the target steerpoint.
Activate the steerpoint co-located with the threat you are attacking.
4. Fly to the AMZ, follow the required turn and loft cues, and wait until the FOV box on the
HUD is flashing.
The attack profile you will fly is dependent on whether you have selected EOM, PB, or RUK.

EOM Attacks
In EOM mode, you can launch from any relative bearing, as long as you follow the cues to the MMZ.
First fly towards the target until the HLS range caret indicates that you are within the AMZ. If a required
turn is indicated on the datablock below the HLS, turn as indicated until it reads “00”. (You do not
necessarily need to be facing the target, as long as there is no required turn.) Then, pull up until the
VVI is between the minimum and maximum loft cues on the ASL. When the FOV box is flashing, you
can launch.

PB Attacks
In PB mode, you must be within 10° of bearing to the target. Once your aircraft is pointed towards the
target, fly towards the target until within the AMZ. You will see the minimum, optimal, and maximum
loft cues on the ASL. Pitch the aircraft to place the VVI between the minimum and maximum loft cues.
When the FOV box is flashing, you can launch.

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RUK Attacks
In RUK mode, you must fly the aircraft all the way to the MMZ. Follow the azimuth steering line (ASL)
on the HUD towards the target until the FOV box on the HUD is flashing. Once it is flashing, you are
within the MMZ and the weapon release button will be hot. For RUK attacks, the HARM will loft, but
the loft angle will be limited to the maximum the missile can achieve while keeping the threat within
its field of view.
Because range information is degraded or unavailable for RUK attacks, no time-until-intercept or time-
to-impact data is shown on the WPN page, and loft information is suppressed on the HUD.

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AGM-65 MAVERICK
The AGM-65 Maverick is an optically guided air-to-ground missile intended for the close air support (CAS) mission.
It uses an onboard electro-optical (E/O) or infrared imager that tracks the target, giving it “fire and forget”
capability. The pilot locks the target using the image from the onboard seeker head and fires the missile. The
missile tracks to the target using the image from its seeker head.
The AGM-65 was developed by Hughes Missile Systems Division in 1966 and entered service in 1972.

Operation
The AGM-65 must be warmed up before it can be used. During the warm-up period, onboard image-stabilizing
gyroscopes spin up to operating speed. The missile’s video can be used before the gyroscopes have spun up, but
the image will not be ground stabilized.
Missile video will become available on the WPN page once the gyroscopes are spun up. If you wish to shorten
the warm-up period, pressing the Uncage button while the WPN page is SOI will activate missile video once the
gyroscopes have reached 90% of operating speed.
The pilot can locate and designate targets using the fire control radar (FCR) or heads-up display (HUD), using
the AGM-65’s own seeker head, or the pilot can handoff targets designated from the Sniper Advanced Targeting
Pod (TGP).
When handing off targets from the TGP, the missile boresight correlator (MBC) compares the image from the
targeting pod with the image from the missile seeker head and slews the missile seeker head until the images
match. The MBC is only active when in A/G mode with an AGM-65 selected, and the TGP is sensor of interest
(SOI).
When the Maverick is fired, its onboard imager continues to track the target until the target grows to fill about
75% of the seeker head field of view (FOV). At this point, to continue to impact, the Maverick uses forced
correlation.
The AGM-65 has a ground-configurable fuzing delay and a ground-selectable LAND/SHIP selector that changes
the tracking algorithm to be more suitable for vehicles or ships.

Limitations
Standby 1 hour
time
Video time 30 minutes
Seeker gimbal limits
AGM-65D ±42° horizontally
±30-54° vertically

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SMS Page

E/O sub-mode Inventory

SMS master mode Control menu

mode
Missile quantity and type

Missile step Power on/off

Release pulses

Station

SMS master mode: Toggles between A-G and STRF (gun strafe) master modes.
E/O sub-mode: Cycles between PRE, VIS, or BORE E/O sub-modes. You can also toggle sub-modes using the
cursor enable button quadrant system (TQS). (See Employment sections below for more.)
Inventory page: Press to show the Inventory page.
Control page: Press to show the Control page.
Missile quantity and type: Cycles between different types of loaded AGM-65s.
Auto power toggle: Toggles on or off the auto-power feature (see Automatic Power-On, below).
Release pulses: Controls the number of missiles released per press of the weapon release button. Only available
for AGM-65D and -65G.
Stations: Shows the stations loaded with AGM-65s. The next station to fire is highlighted.
Missile step: Cycles the next station to fire between loaded stations.

SMS Page, CNTL Sub-Page

Auto power toggle: Turns on or off the auto power-on feature.
Auto power steerpoint: Sets the steerpoint where the Maverick will automatically turn on.
Auto power direction: Sets the general direction the airplane must be going when it crosses that steerpoint to
automatically power on the Mavericks. Cycles between north/east/south/west.

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WPN Page

E/O sub-mode
Operating mode Field of view

TGP boresight Weapon type and quantity

Expand FOV
Tracking gate
Polarity
Pointer cross
LAR
Max range
Reticle depressions
Current range
Min range
Stations Zero range

TTI
Weapon status

Operating mode: Cycles between STBY (standby) and OPER (operating) modes.

E/O sub-mode: Cycles between PRE, VIS, or BORE E/O sub-modes. You can also toggle sub-modes using the
Cursor Enable button on the TQS. (See Employment sections below for more information.)

TGP boresight: Press to mark this Maverick station as boresighted to the targeting pod. This should be done
after confirming that the targeting pod and Maverick seeker head are pointing at the same target.
(See Missile Boresighting for more information.)

Tracking gate: Indicates the missile track target. The crosshairs will expand to indicate the boundaries of the
target being tracked.

Pointer cross: Indicates the seeker head direction relative to boresight (center of the screen). The AGM-65D
seeker head is capable of ±42° horizontally, and +30–54° vertically.

The pointer cross will flash when any of the following launch criteria are not met:

• Seeker head must be within 10° horizontally and vertically of boresight.

• Target image must be large enough to maintain continuous track.
Reticle depressions: Indicates 5°, 10°, and 15° of reticle depression.

Stations: Shows the stations loaded with AGM-65s. The next station to fire is highlighted. Above the station
number will be a character indicating the status of the MBC:

• S: Slave (MBC has not been commanded to slew missile)

• 1: Slew 1 (MBC is slewing to match missile LOS to TGP LOS)
• 2: Slew 2 (MBC is slewing to match missile video to TGP video)
• T: Track (MBC has commanded missile to track)
• C: Complete (MBC has finished correlating)

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• I: Impossible (MBC was unable to complete handoff)

Weapon status: One of the following:

• REL: Release signal being transmitted to weapon.

• RDY: Weapon is armed and ready for release.
• MAL: Weapon cannot be released due to malfunction.
• SIM: Weapon is unarmed and will not be released, but release symbology is being displayed.
• (blank): MASTER ARM is in OFF position.
Field of view: Toggles between wide and narrow FOV. You can also toggle FOV using the pinky switch on the
Side Stick Controller (SSC) when the WPN format is SOI, or using the Uncage button on the TQS regardless of
SOI.

Weapon type: Cycles between the different types of loaded AGM-65s. Shows the quantity and type of AGM-65
loaded and active.

Expand FOV: Outlines the boundaries of the expanded field of view.

Polarity: Toggles between hot-on-cold (HOC) and cold-on-hot (COH) polarity. You can also press TMS right to
toggle between polarities. The AGM-65G and -H additionally have an AREA mode for forced correlation mode
(see Force Correlate, below).

LAR: The launch acceptable region for the next missile, showing the acceptable launch range and current range
adjacent to the caret. Accurate range data is only available if the SPI is in proximity to the missile LOS.

Time to impact (TTI): The time until the next missile impacts its target, if launched now.

Preparation
The AGM-65 has a duty cycle of one hour in standby, and 30 minutes when active. After powering the
AGM-65s, the missiles will begin their 3-minute warm-up period. Once three minutes has passed, the missiles are
in standby mode and ready for employment. In standby mode, the missiles have one hour of available duty time.
Once a missile’s video is activated, it has 30 minutes of available duty time. When a missile’s duty time has
expired, it must be powered off for two hours.

Automatic Power-On
The SMS can be configured to automatically power on the Mavericks when crossing a configured steerpoint, so
that the pilot does not need to remember to power them on at least three minutes prior to employment.

Summary
1. On the SMS format, select Mavericks.
2. Display the Control page.
3. Choose the steerpoint.
4. Choose the direction and enable auto power-on.

1. On the SMS format, select Mavericks.

On the SMS format, press OSB 6 until AG65 is shown as the active weapon.

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2. Display the Control page.

Press the CNTL (OSB 5) to display the Control page.

3. Choose the steerpoint.

Press OSB 19, labeled STPT X.

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Using the OSBs, enter the steerpoint number, then press the OSB labeled ENTR. The Mavericks will be
powered on upon crossing this steerpoint. You can press RCL to undo an errant digit, or RTN to return
to the Control page without changing the steerpoint number.
4. Choose the direction and enable auto power-on.
Press OSB 20 (NORTH OF) to cycle between different direction options. The Maverick will not be
powered on until the aircraft crosses the configured steerpoint traveling in generally this direction.
Press AUTO PWR (OSB 7) to turn on the automatic power-on feature.

You can leave the Control page by pressing the CNTL (OSB 5) again.

Missile Boresighting
Missile boresighting should be done prior to employing Mavericks using TGP handoff. It can be done either on
the ground or in the air while enroute.

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Summary
1. Power on the Mavericks and TGP.
2. Set GND JETT switch to ENABLE, MASTER ARM switch to MASTER ARM or SIMULATE, A-G master
mode [2], and TGP to A-G mode.
3. On the SMS format, select AG65 and set E/O sub-mode to PRE or VIS.
4. On the TGP format, slew the seeker head to the boresight target.
5. On the WPN format, slew the seeker head to the same target and designate.
6. Press the BSGT button (OSB 20).
7. Repeat steps 4–6 for each station.
8. Power off the Mavericks and reset all switches.

1. Power on the Mavericks and TGP.

Place the TGP format on one MFD, and the SMS format on another.
If the Mavericks are not already powered on: On the SMS format, press the PWR OFF (OSB 7) to power
on the Mavericks.

If the TGP is not already powered on: Set the RIGHT HDPT power switch to on, on the SENSOR panel.
2. Set GND JETT ENABLE ON, MASTER ARM SIM, A-G master mode, and A/G TGP mode.
If on the ground, set GND JETT ENABLE to ON. Press the A-G button on the ICP to switch to air-to-
ground master mode. Set the MASTER ARM switch to SIM.
If the TGP is not already in air-to-ground mode, then on the TGP format, press the OSB labeled STBY,
then the OSB labeled A-G to put the targeting pod in A/G mode.
3. On the SMS format, select AG65 and set E/O sub-mode to PRE or VIS.
On the SMS format, press OSB 2 until PRE or VIS is shown as the Maverick sub-mode. (You can also
use the cursor enable button on the TQS to cycle between delivery modes.) Use PRE if your boresight
target is co-located with a steerpoint; use VIS if you are visually locating your boresight target. Confirm
that AGM-65 PRE or VIS symbology is shown on the HUD. Choosing a target further away will reduce
parallax errors.

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Change the MFD displaying the SMS format to the WPN format. On the WPN format, verify that NOT
TIMED OUT is no longer displayed, indicating the missiles have completed their three-minute warm-
up. The WPN page should begin displaying video from the missile seeker head.
4. On the TGP format, slew the seeker head to the boresight target.
Use DMS aft to move SOI to the TGP. Using the TQS cursor, slew the TGP pointing cross over the
boresight target.

5. On the WPN format, slew the seeker head to the same target and designate.
Press DMS aft until SOI moves to the WPN format. Use the TQS cursor to slew the Maverick tracking
gate over that same boresight target, then press TMS forward to designate. Verify that the tracking
gate closes, and the correct target is being tracked.

6. Press the BSGT button (OSB 20).

Press OSB 20, labeled BSGT, to boresight the missiles.
Press TMS aft to break missile track, then verify the missile LOS follows the TGP LOS.

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7. Repeat steps 4–6 for each station.

Press the Missile Step button to move to the next pylon. Repeat this procedure for each pylon loaded
with AGM-65s.
8. Power off the Mavericks and reset all switches.
When you are finished boresighting your missiles, go back to the SMS format and press the OSB labeled
PWR ON. This will prevent your Mavericks from running through their duty time before you enter the
combat area.
Be sure to reset the positions of the MASTER ARM and GND JETT ENABLE switches, as well as the
master mode.

Employment using PRE mode

The PRE (pre-planned) delivery mode allows you to lock targets in the vicinity of a sensor point of interest (SPI),
such as a steerpoint. PRE uses CCRP-style HUD symbology, and the Maverick seeker head will be slaved to the
SPI.

Summary
1. On the WPN format, set E/O sub-mode to PRE. Make sure WPN page is SOI.
2. Slew the tracking gate over the target and designate [RCtrl]+[Up].
3. Fire the missile [RAlt]+[Space].

1. On the WPN format, set E/O sub-mode to PRE. Make sure WPN page is SOI.
On the WPN format, set the delivery mode to PRE using Cursor Enable or OSB 2. The Maverick seeker
head will be slaved to the SPI (typically the selected steerpoint). Confirm that seeker head video is
available.

Press DMS aft until the WPN page is SOI.

2. Slew the tracking gate over the target and designate.

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Use the TQS cursor to slew the tracking gate over the target, then press TMS forward to designate.
The tracking gate will close on the target. Confirm that the missile is tracking the correct target, the
pointer cross is not flashing, and that the target is in range.

3. Fire the missile.

Fire the missile with the weapon release button.

Employment using VIS mode

The VIS (visual) delivery mode allows you to lock targets that you can see in front of you, by using the HUD to
slew a TD box onto the target. VIS uses DTOS-style sighting. VIS mode is unavailable if the Mavericks are loaded
onto an LAU-88/A rack.

Summary
1. On the WPN format, set E/O sub-mode to PRE.
2. On the HUD, slew the TD box over the target and designate [RCtrl]+[Up].
3. On the WPN format, slew the tracking gate over the target and designate [RCtrl]+[Up].
4. Fire the missile [RAlt]+[Space].
5.
1. On the WPN format, set E/O sub-mode to PRE.
On the WPN format, set the delivery mode to VIS using cursor enable or OSB 2. SOI will move to the
HUD, and a TD box will appear, initially caged to the flight path marker (FPM). Confirm that seeker
head video is available on the WPN page.

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2. On the HUD, slew the TD box over the target and designate.
Uncage the TD box and slew it over the target using the TQS cursor.
Press TMS forward to designate the target in the TD box. The TD box will ground-stabilize and SOI will
move to the WPN format.

If the wrong target is designated, reject the designation by setting HUD as SOI using DMS forward,
and then undesignate with TMS aft.
3. On the WPN format, slew the tracking gate over the target and designate.
Use TMS left or OSB 7 to change video polarity, if desired.
Use the TQS cursor to place the target within the crosshairs on the WPN format, then press TMS
forward to designate the target. The crosshairs will close on the target. Confirm that the missile is
tracking the correct target, the pointer cross is not flashing, and that the target is in range.

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4. Fire the missile.

Fire the missile with the weapon release button.

Employment using BORE mode

BORE (boresight) delivery mode is intended for quick reactive or target-of-opportunity shots. Missiles can be
launched against any target in BORE mode without having to change the SPI. In BORE mode, the Maverick seeker
head is slaved to the pointer cross on the HUD.

Summary
1. On the WPN format, set E/O sub-mode to BORE.
2. On the HUD, fly the boresight cross over the target and designate [RCtrl]+[Up].
3. Fire the missile [RAlt]+[Space].

1. On the WPN format, set E/O sub-mode to BORE.

On the WPN format, set the delivery mode to BORE using cursor enable or OSB 2. SOI will move to
the WPN format. Confirm that seeker head video is available. SOI will move to the WPN page and
missile seeker head position will be displayed on the HUD as a cross. Seeker head position will initially
be boresight.

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2. On the HUD, fly the boresight cross over the target and designate.
Fly the pointer cross near your target, then use the TQS cursor to slew the pointer cross over the
target. Reference both the HUD and the WPN format to correctly place the pointer cross, then press
TMS forward to designate.

Confirm that the missile is tracking the correct target, the pointer cross is not flashing, and that the
target is in range.
3. Fire the missile.
Fire the missile with the weapon release button.

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Employment using TGP handoff

The TGP can hand-off targets to the MBC, which will correlate the seeker head video with the TGP video and
attempt to automatically track the TGP target. To improve the likelihood of a successful handoff, perform the
steps listed in Missile Boresighting, above, prior to entering the target area.
You should have the TGP format active on one MFD and the WPN format active on the other.

Summary
1. On the WPN format, set the delivery mode to PRE or VIS using cursor enable [Enter] or OSB2.
Confirm that seeker head video is available.
2. Using the DMS, move SOI to the TGP format [RAlt]+[.].
3. Using the RDR CURSOR/ENABLE switch, slew to the target. For a moving target, use TMS forward
[RCtrl]+[Up] to switch to POINT track. (See LITENING II Targeting Pod for more information.)

While the TGP is slewed, the MBC will command the seeker head to match slew and automatically attempt a
track. During the attempt, HANDOFF IN PROGRESS will be displayed on the WPN format. The amount of time to
complete correlation is reduced if the missile boresight procedure was completed prior to weapon employment.
If handoff succeeds, a “C” (correlated) will be displayed over the active pylon number. There is no need to switch
SOI away from the TGP format. Confirm that the missile is tracking the correct target, the pointer cross is not
flashing, and that the target is in range, then press the weapon release button to fire.
If the handoff cannot succeed, “I” (impossible) is displayed above the pylon number instead.

Ripple Fire
Up to two Mavericks can be queued with separate targets for a ripple fire (a.k.a. “quick-draw”) attack. When
more than one Maverick is tracking a target, two 10-mr LOS circles will appear on the HUD, labeled “1” and “2”.
The AGM-65s must be loaded on LAU-117 pylons for ripple fire to be available.

Summary
1. On the SMS format, set RP to 2 (optional).
2. Using one of the delivery modes above, designate a target for the first Maverick [RCtrl]+[Up].
3. Press the Missile Step button [S] to step to the next missile.
4. Designate a target [RCtrl]+[Up] for the second Maverick.
5. Fire both missiles.

1. On the SMS format, set RP to 2 (optional).

Optionally, set the release pulses to two. To do this, from the SMS page, press OSB 8 (labeled RP).
Use the MFD to set the releases pulses to 2, then press ENTR (OSB 2).

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2. Using one of the delivery modes above, designate a target for the first Maverick.
Using one of the delivery modes above, locate and designate a target for the first Maverick. Confirm
that the missile is tracking the correct target. Do not fire the missile.

3. Step to the next missile.

Press the Missile Step button to step to the next missile.
4. Designate a target for the second Maverick.
Using the same procedure, locate and designate a target for the second missile. Confirm that the
missile is tracking the correct target, the pointer cross is not flashing, and that the target is in range.
On the HUD, LOS circles labeled “1” and “2” will indicate missile LOS and the order the missiles will fire
in.

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5. Fire both missiles.

If you set releases pulses to two, press and hold the weapon release button until both missiles have
come off the rail. If not, press and hold the weapon release button once for each missile (twice total).

Force Correlate
The AGM-65G and -H models can be launched in force-correlate mode. This mode does not use the normal
centroid tracking algorithm suitable for targeting vehicles, instead using an image-correlation algorithm suitable
for tracking elements within a picture. Force-correlate mode is useful when launching Mavericks against static
targets such as buildings and structures, when it is desired that the Maverick impact a specific part of that
structure. Instead of tracking the target centroid, the Maverick will strive to impact the exact part of the image
that was targeted (e.g., the base of an antenna).

Summary
1. Using one of the delivery modes above, locate a target.
2. Set the polarity mode to AREA.
3. Designate the image feature you wish to target [RCtrl]+[Up].
4. Fire the missile. [RAlt]+[Space]

1. Using one of the delivery modes above, locate a target.

Select either PRE, VIS, or BORE mode and locate your target.
2. Set the polarity mode to AREA.
Press OSB 6, use the cursor enable button, or (if the WPN page is SOI) press TMS right to cycle between
polarity modes until AREA is shown next to OSB 6.

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3. Designate the image feature you wish to target.

Press DMS aft until the WPN page is SOI.
Using the TQS cursor, slew the targeting gate to the image feature you wish to target, then press TMS
forward to designate it. Confirm that the missile is tracking the correct portion of the image, the pointer
cross is not flashing, and the target is in range.

4. Fire the missile.

Fire the missile with the weapon release button.

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DEFENSIVE SYSTEMS
DEFENSIVE SYSTEMS

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RADAR WARNING RECEIVER

The F-16C is equipped with the AN/ALR-56M Advanced Radar Warning Receiver system. The ALR-56M includes
a series of passive radar receiver antennas mounted to the exterior of the airframe, internal signal processors, a
threat warning azimuth indicator, and associated cockpit control panels.

High Band Antenna

High Band Antenna

High Band Antenna

Dual-Blade Low Band Antenna

AN/ALR-56M Advanced RWR Antenna Locations

When radar signals are detected by the external receiver antennas, the signal characteristics are analyzed and
processed by the ALR-56M electronics to determine the specific type of radar that has been detected, what mode
the radar is currently operating within, and its relative bearing from the aircraft. When these characteristics have
been processed, a corresponding symbol is displayed on the Threat Warning Azimuth Indicator and corresponding
audio feedback is provided to the pilot’s helmet.
Antenna coverage of the ALR-56M is 360° in azimuth but only ±45° in elevation. As
a result, the F-16C cannot detect radar signals that are directly above or below the
fuselage centerline. This should be considered when performing defensive
maneuvers at high pitch or roll angles, which could result in placing hostile radars
in an RWR blind spot. When this occurs, radar lock and missile launch warnings will
be lost.
When employing the CMDS in Semi-automatic or Automatic modes, this will also RWR
cause the ECM pod to cease emitting, which may increase the aircraft’s vulnerability Blind Spot
to attack for the duration the hostile radar signals are within the RWR blind spot.
It is important to note that the RWR does not indicate when a threat radar can see your aircraft, nor does it
indicate whether a threat radar is actually tracking your aircraft. The RWR only detects the presence of radar
signals and the operating mode of the radar based on those signals. It is possible that the radar may not be
tracking your aircraft specifically but is locked on to another aircraft along the same bearing as your aircraft.
Prudence should be taken when analyzing the information the RWR is providing, and weighing that with the other
sensors on board your aircraft to produce an accurate assessment of the tactical situation.

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Threat Warning Azimuth Indicator

The Threat Warning Azimuth Indicator is a circular-shaped display mounted Display Intensity Knob
in the upper left portion of the Instrument Panel. The Azimuth Indicator is a
plan-form layout with the center of the display representing the aircraft, with
threat symbols displayed 360° in azimuth around it. The Azimuth Indicator
includes a display intensity knob on the top left corner of the panel that can
be used to brighten or dim the display itself.
If a threat symbol is displayed at the top of the display, the associated radar
is directly in front of the aircraft. If the threat symbol is displayed at the
bottom of the display, the associated radar is directly behind the aircraft.
The distance from the center of the display at which the threat symbols are
drawn correspond to the relative signal strength of the radar system. If the
icon is closer to the center, the received radar signal is stronger than those
that are along the edge of the display. It is important to note that signal
strength does not equate to actual distance. For example, it is possible that an air defense system such as the
SA-10 may be physically located further away from the aircraft than an SA-8, but the SA-10 threat symbol may
be displayed closer to the center of the Azimuth Indicator than the SA-8 due to it’s more powerful search radar.
Any time a new threat symbol is displayed on the Azimuth Indicator, an audio tone will be played over the THREAT
audio channel, which can be adjusted on the AUDIO 1 control panel. Additional, distinctive audio tones are played
to indicate to the pilot when a radar has been detected that is in Track or Launch/Missile Guidance modes.
A threat symbol may appear in one of four states on the Azimuth Indicator:
• RWR Threat. A radar signal has been detected along this bearing.

• RWR Highest Threat. A radar signal has been detected along this bearing and has been
processed as the highest threat to the aircraft.
• RWR Threat with Missile Launch (flashing circle). A radar signal has been detected along
this bearing in Launch/Missile Guidance mode.
• RWR Highest Threat with Missile Launch (flashing circle). A radar signal has been
detected along this bearing in Launch/Missile Guidance mode and has been processed as the
highest threat to the aircraft.
A complete list of all RWR symbols and their corresponding threat systems can be found in Appendix B.

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Threat Warning Prime Control Panel

The Threat Warning Prime control panel is
mounted to the left of the Azimuth Indicator, and
includes several buttons for controlling the Azimuth
1. HANDOFF Button
Indicator display as well as several indicator lights.
1. HANDOFF Button. Not implemented. 2. Mode Button

2. MODE Button. Toggles the Azimuth Display 3. LAUNCH Button

between OPEN and PRIORITY modes.
• OPEN. Displays the 16 highest priority 4. T (TGT SEP) Button
radar threats.
5. Unknown/Ship Button
• PRIORITY. Displays the 5 highest
priority radar threats. 6. SYS TEST Button

3. LAUNCH Button. Illuminates when a threat

radar is detected to be in Launch/Missile
Guidance mode.
4. T Button. While pressed, any threat symbols that are overlaid on top of each other are separated to aid in
reading their symbol labels. The higher priority threat symbol will remain at it’s true bearing while the lower
priority threat symbol will be laterally offset. When the button is released, all threat symbols will return to
their true bearings on the Azimuth Indicator.
5. Ship/Unknown Button. Not implemented.
6. SYS TEST Button. Not implemented.

Threat Warning Auxiliary Control Panel

The THREAT WARNING AUX control panel is mounted to the left
of the CMDS control panel on the Left Auxiliary Console. The panel
includes buttons for powering and controlling the operation of the
ALR-56M.
1. SEARCH Button
1. SEARCH Button. Not implemented.
2. ACT/PWR Button
2. ACT/PWR Button. Not implemented.
3. ALTITUDE Button. Not implemented. 3. ALTITUDE Button

4. POWER Button. Toggles power to the ALR-56M radar

4. POWER Button
warning receiver.
5. DIM knob. Rotating the knob clockwise increases the 5. DIM Knob
brightness intensity of the indicator lights on the panel as well
as those on the Threat Warning Prime control panel.

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COUNTERMEASURES DISPENSING SET

The F-16C is equipped with the AN/ALE-47 Airborne Countermeasures Dispensing Set (CMDS) for protection
against radar-guided and infrared-guided threats. The ALE-47 includes four expendable countermeasure
dispensers mounted to the exterior of the airframe, internal processors, and a control panel within the cockpit.
The cockpit-mounted CMDS control panel allows the pilot to review expendable countermeasure quantities,
configure CMDS modes of operation, and manage individual countermeasure programs.

ALE-47 Dispensers

ALE-47 Dispenser

AN/ALE-47 Airborne Countermeasures Dispenser Locations

The main interfaces with the CMDS are through the CMDS Control Panel and the CMDS DED page. The primary
controls for countermeasure employment are on the Side Stick Controller (SSC).

CMDS Control Panel

The CMDS control panel is located on the Left 1. Status Displays 2. Quantity Display
Auxiliary Console and powers the ALE-47
countermeasure dispensers and configures the
3. RWR Switch
CMDS Manual programs and modes of
operation. 4. O1/O2/CH/FL
Switches
1. Status Displays. Indicates status of the
countermeasures dispensing set.
5. No function
• NO GO. The CMDS is powered but
has malfunctioned and cannot 6. No function
dispense countermeasures.
• GO. The CMDS is powered and ready
to dispense countermeasures. 7. JETT Switch 8. PRGM Knob 9. MODE Knob

• DISPENSE RDY. The CMDS is ready to dispense countermeasures in reaction to a threat but requires
consent from the pilot when CMDS MODE is set to SEMI. This will be accompanied by a “COUNTER”
voice message (if enabled on the CMDS DED page).

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2. Quantity Display. Displays the remaining quantity of each countermeasure type on board the aircraft.
System failure messages are also displayed in these display fields when applicable. “LO” is displayed when
the countermeasure quantity is at or below the BINGO quantity as set on the CMDS DED page. This will be
accompanied by a “LOW” voice message (if enabled on the CMDS DED page).
3. RWR Switch. Enables the CMDS to use threat indications detected by the ALR-56M Radar Warning Receiver
to determine appropriate countermeasure programs when CMDS MODE is set to SEMI or AUTO.
4. O1/O2/CH/FL Switches. Enables the dispensing of the respective countermeasure type: O1/Other 1,
O2/Other 2, CH/Chaff and FL/Flares. Placing these switches to ON will enable the corresponding
countermeasure type’s quantity to be displayed on the Quantity Display above the respective switch.
5. JMR Switch. No function.
6. MWS Switch. No function.
7. JETT Switch. Jettisons all expendable countermeasures on board the aircraft. This switch remains
functional regardless of the CMDS MODE knob position.
8. PRGM Knob. Selects the CMDS program to be manually dispensed using CMS Forward on the SSC when
the CMDS Mode is in Manual, Semi-automatic, or Automatic.
• BIT. Initiates a BIT of the CMDS. (N/I)
• 1. Selects Manual Program 1.
• 2. Selects Manual Program 2.
• 3. Selects Manual Program 3.
• 4. Selects Manual Program 4.
9. MODE Knob. Selects the operating mode of the CMDS.
• OFF. The CMDS is not powered and dispensing is not possible, except for jettison using the JETT
switch. ECM pod emissions are disabled.
• STBY. The CMDS is powered but dispensing is not enabled, except for jettison using the JETT switch.
Changes to the CMDS settings and programs may be made using the CMDS DED page while in this
mode. ECM pod emissions are disabled.
• MAN. The CMDS is powered and Manual programs may be dispensed. Manual ECM pod emissions are
enabled and disabled manually by the pilot.
o CMS Aft will activate ECM pod noise jamming signals if ECM XMIT switch is in position 3.
o CMS Right will deactivate ECM pod noise jamming signals.
o Manual Programs 1-4 may be dispensed based on the position of the PRGM knob.
o Manual Programs 5 and 6 may be dispensed.
• SEMI. The CMDS is powered and determines the appropriate Automatic program to be dispensed
based on the threat; and will dispense a single Automatic program if consent is provided by the pilot.
Manual programs may still be dispensed. ECM pod emissions require pilot consent but will only occur
when the aircraft is actively being engaged by a hostile radar threat.
o CMDS selects the appropriate Automatic Program against the current radar threat. The pilot
is prompted by DISPENSE RDY Status Display on the CMDS panel and a “COUNTER” voice
message to provide consent to dispense a single Automatic program, or dispense a Manual
program.

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o Once an Automatic or Manual program has completed, the pilot will be prompted again to
provide consent to dispense a single Automatic program, or dispense a Manual program.
o CMS Aft will dispense a single Automatic Program and will enable the ECM pod to emit
deception jamming signals any time the aircraft is locked by a hostile radar threat if ECM
XMIT switch is in position 1 or 2.
o The Automatic program will not be dispensed if the chaff is in LO status. Manual dispensing
can still be performed.
o CMS Right will disable the ECM pod from emitting.
o Manual Programs 1-4 may be dispensed based on the position of the PRGM knob.
o Manual Programs 5 and 6 may be dispensed.
• AUTO. The CMDS is powered and determines the appropriate Automatic program to be dispensed
based on the threat; and will repetitively dispense the selected Automatic program if consent is
provided by the pilot. Manual programs may still be dispensed. ECM pod emissions do not require pilot
consent and will occur any time the aircraft is actively being engaged by a hostile radar threat. Manual
programs may still be dispensed.
o CMDS selects the appropriate Automatic Program against the current radar threat. If consent
has already been given to dispense Automatic programs, the selected Automatic program
will be repetitively dispensed any time the aircraft is locked by a hostile radar threat, until
the aircraft is no longer locked by a hostile radar threat or the chaff reaches the BINGO
quantity entered via the CMDS DED page.
o CMS Right will revoke consent for dispensing Automatic programs and will interrupt any
Automatic or Manual programs that are currently in progress.
o If ECM power switch is set to OPR, the ECM pod will override XMIT switch position and emit
deception jamming signals until the aircraft is no longer being locked by a hostile radar
threat. The ECM will operate in ECM Priority mode, unless the current weapon profile is AIM-
120, in which case the ECM pod will operate in Avionics Priority mode.
o The Automatic program will not be dispensed if the chaff is in LO status. Manual dispensing
can still be performed.
o Manual Programs 1-4 may be dispensed based on the position of the PRGM knob.
o Manual Programs 5 and 6 may be dispensed.
• BYP. Bypass mode can be used if the other modes have malfunctioned or failed in any way. Manually
dispenses one chaff cartridge and one flare cartridge when CMS Forward is pressed. Manual Programs
1 through 6 will be unavailable, as well as any other CMS functions. If the ECM pod is currently emitting
in deception jamming mode, it will continue to emit until the current threat is no longer present, after
which it will be placed in a standby state.

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CMDS DED Settings

Prior to making any changes to the CMDS settings, the CMDS MODE
knob should be set to the STBY position on the CMDS control panel.
Failing to perform this step may result in erroneous data entry into
the CMDS settings. The CMDS DED page may then be accessed to
modify CMDS settings and Manual programs.

CMDS BINGO Page

The Countermeasures Dispensing Set DED page is accessed by pressing 7/MARK button on the ICP keypad
when the LIST DED page is displayed on the DED. This page is used to modify the CMDS Manual programs 1
through 6, adjust the expendable countermeasure “BINGO” quantities, and toggle individual CMDS voice message
alerts.
The first CMDS DED page displayed is the CMDS Bingo page, which allows the pilot to edit the “BINGO” quantity
values for each expendable countermeasure type and toggle voice message alerts regarding countermeasure
dispensing.
1. DED Asterisks 5. Selected Steerpoint

2. Chaff Bingo Quantity 6. Feedback Voice Message

3. Flare Bingo Quantity 7. Request Countermeasures

Voice Message
4. Other 1/Other 2
Bingo Quantities 8. Bingo Voice Message

Move DED asterisks to

Modify Cycle to next steerpoint the previous data field

Reject

Return DED Cycle DED to

Accept
to CNI page next CMDS page

Operate Cycle to previous steerpoint Move DED asterisks

to the next data field

1. DED Asterisks. If a data field on the DED is bracketed by these symbols, the ICP keypad may be used to
enter a different value, or the 0/M-SEL button may be used to enable it in some cases. A data field that has
been modified but has not been accepted will be highlighted. When the modified data is accepted (ICP ENTR
button) or rejected (ICP RCL button) the data field will be returned to normal, de-highlighted text.
2. Chaff Bingo Quantity. When the chaff quantity reaches this value, “LO” will be displayed on the CMDS
control panel Quantity Display next to the chaff quantity, and the dispensing of Automatic programs
containing chaff will be disabled. Manual programs may still be dispensed. Valid entries range from 0 to 99.
3. Flare Bingo Quantity. When the flare quantity reaches this value, “LO” will be displayed on the CMDS
control panel Quantity Display next to the flare quantity, and the dispensing of Automatic programs
containing flares will be disabled. Manual programs may still be dispensed. Valid entries range from 0 to 99.
4. Other 1/Other 2 Bingo Quantity. No function.

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5. Selected Steerpoint. Displays the selected steerpoint. The ICP Increment/Decrement rocker may be used
to cycle to a different steerpoint while this page is displayed on the DED.
6. Feedback Voice Message. When set to ON, a “CHAFF FLARE” voice message will be played when a
countermeasures program has begun dispensing. Note that this voice message will remain the same even
if the selected program does not include both countermeasure types. May be changed by placing the DED
asterisks around the data field and pressing any ICP keypad button 1-9 to toggle between ON and OFF.
7. Request Countermeasures Voice Message. When set to ON, a “COUNTER” voice message will be played
when the CMDS MODE is set to SEMI and pilot consent is requested to dispense an Automatic program
selected by the CMDS. May be changed by placing the DED asterisks around the data field and pressing any
ICP keypad button 1-9 to toggle between ON and OFF.
8. Bingo Voice Message. When set to ON, a “LOW” voice message will be played when a countermeasure
type has reached its BINGO quantity as set on the CMDS DED page, and an “OUT” voice message will be
played when a countermeasure type has been depleted. May be changed by placing the DED asterisks
around the data field and pressing any ICP keypad button 1-9 to toggle between ON and OFF.

CMDS CHAFF & FLARE Page

The second and third CMDS DED pages are the CMDS Chaff and CMDS Flare pages respectively. These pages are
used to edit how chaff and/or flares are dispensed within each Manual program. Setting the Burst Quantity or
Salvo Quantity to 0 will prevent the respective countermeasure type from being dispensed during that program.
This can be used to configure chaff-only or flare-only programs. The CMDS CHAFF and FLARE pages function
identically.

1. Burst Quantity

2. Burst Interval
5. Manual Program Number
3. Salvo Quantity

4. Salvo Interval

Move DED asterisks to

Modify Cycle to next program the previous data field

Reject

Return DED Cycle DED to

Accept
to CNI page next CMDS page

Operate Cycle to previous program Move DED asterisks

to the next data field

1. Burst Quantity. Number of cartridges dispensed within each salvo. Valid entries range from 0 to 99.
2. Burst Interval. Time interval between cartridges dispensed within a salvo. Valid entries range from 0.020
to 10.000, in 0.001 increments.
3. Salvo Quantity. Number of salvos dispensed within the program. Valid entries range from 0 to 99.
4. Salvo Interval. Time interval between each salvo dispensed within the program. Valid entries range from
0.50 to 150.00 in 0.01 increments.

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5. Manual Program Number. Identifies which Manual program is being edited. To edit the settings for a
different program, use the ICP Increment/Decrement rocker to cycle through the Manual programs.
• Manual Program 1-4. Dispensed by pressing CMS Forward on the SSC when the CMDS Mode is in
Manual, Semi-automatic, or Automatic, based on the position of the CMDS PRGM knob.
• Manual Program 5. Dispensed by pressing the CHAFF/FLARE Dispense Button, located on the left
cockpit wall above the throttle, when the CMDS Mode is in Manual, Semi-automatic, or Automatic.
• Manual Program 6. Dispensed by pressing CMS Left when the CMDS Mode is in Manual, Semi-
automatic, or Automatic.

Salvo 2

0.2 second
between 2 flares

Salvo 1

0.2 second
between 2 flares

Countermeasure Program Quantities & Intervals

CMDS (THER1 & OTHER2 Pages

The CMDS OTHER1 and OTHER2 pages have no function. The only expendable countermeasures used by the F-
16C variant that is simulated by DCS: F-16C Viper are chaff and flares.

Use the DCS SEQ position to cycle through these sub-pages and return to the CMDS BINGO sub-page.

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ELECTRONIC COUNTERMEASURES
Electronic countermeasures (or ECM) pods can be carried to provide an additional layer of protection against
radar threats such as surface-to-air missile (SAM) batteries. Depending on the sophistication and range of the
radar system that is attempting to acquire and track the aircraft, ECM pods can be used to deny, degrade or
delay an attack so that the pilot can escape the engagement envelope of the threat system, evade incoming
weapons, or gain additional time to execute their mission before being forced to take evasive maneuvers.
The F-16C can be equipped with either the AN/ALQ-131 or AN/ALQ-184 electronic countermeasures pods.

AN/ALQ-184 ECM pod

Radar Jamming
A radar system relies on its ability to receive reflections of its own radio signals off an object, and that these
reflections (called “radar returns”) are strong enough to be processed among other noise and clutter within the
electromagnetic environment. Radar jamming is a type of electronic attack that intentionally radiates radio signals
back to a radar system in order to confuse or degrade the radar’s ability to calculate range and position using its
own radar signals. By matching the victim radar’s signal characteristics, a radar jammer can effectively send false
information into the victim radar. This can be done using “noise jamming” or “deception jamming”.

Object detected by radar Transmitted radar signals

Reflected radar return is

processed as position and range

Radar Detection

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Noise Jamming
Noise jamming is accomplished by saturating a victim radar with radio signals that match the frequencies
transmitted by its own radar antenna. This is primarily performed to deny ranging data by interfering with the
radar’s ability to accurately measure the elapsed time between transmissions and reflected radar energy.

Aircraft emitting Transmitted radar signals

matching radar signals

True radar return is masked within a

continuous stream of radar energy, denying
range information to the victim radar

Noise Jamming

Unfortunately, since noise jamming relies upon the continuous transmission of high-power radio signals, often
across multiple frequencies (known as “barrage jamming”), it can also highlight the presence of the aircraft to
hostile radar systems before the aircraft itself would have been detected.

Deception Jamming
Deception jamming is accomplished by analyzing a radar signal, and then retransmitting a signal that precisely
matches the signal characteristics in order to generate false targeting information. In contrast to noise jamming,
deception jamming can either produce false target returns or introduce errors into automatic target tracking
techniques within certain radar systems.

Aircraft emitting Transmitted radar signals

matching radar signals

True radar return is masked by a

stronger radio signal retransmitted to
create erroneous range or position data

Deception Jamming

The advantage of deception jamming is that the jammer itself can be employed intermittently so as to avoid
highlighting the position of the aircraft until necessary. However, depending on the specific radar system, the
effectiveness of these jamming techniques may vary.

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Burnthrough
“Burnthrough” may occur when the radar
return of the aircraft is strong enough that it
exceeds the power of the jammer’s radio Aircraft emitting
signal when received by the victim radar. Transmitted radar signals
matching radar signals

Burnthrough commonly occurs when the

aircraft is at closer ranges to the victim
radar, which will produce a stronger radar True radar return is strong
return. As such, the range at which enough to overcome the
signal strength of the jammer
burnthrough occurs will vary between
different types of radar systems.
Radar “Burnthrough” of Jamming Signals

Application of Electronic Countermeasures

While ECM does not provide a guarantee against enemy air defenses, when properly employed during a mission
ECM can provide additional time to determine the best way to counter enemy air defenses, or allow an attack
aircraft to sufficiently reduce their range to target in order to employ their own weapons.

Weapon Engagement Zone (WEZ) “Burnthrough” range

Munitions employed against

air defenses or targets that
Attack aircraft entering Attack aircraft is able to approach are under their protection
WEZ of air defenses within range of own weapons

Jamming signals delay

enemy air defenses

Electronic Countermeasures Against Enemy Air Defenses

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ECM Control Panel

The ECM control panel is located on the Left
Console and controls the operation of the 1. ECM Power Switch
ALQ-131 or ALQ-184 ECM pod (if installed).
2. XMIT Switch
NOTE: Each ECM pod available to the DCS:
F-16C Viper functions identically within DCS
3. DIM Knob
World. The selection of a specific pod may
provide other benefits such as different
weight and drag impacts, emulating the
inventory of a specific country’s military, or 4. RESET Button 5. BIT Button 6. ECM Module Control Buttons
simulating a specific conflict or time period.
1. ECM Power Switch. Controls the ECM pod operation.
• OPR. ECM pod is operating. Threat signals are processed, and the pod’s transmitters operate in
accordance with the settings on this panel and the Hands-On Controls.
• STBY. ECM pod is powered but is not processing threat signals or emitting jamming signals.
• OFF. ECM pod is not powered.
2. XMIT Switch. Determines the operational mode of the ECM pod.
• 1 – Deception jamming mode (Avionics Priority). The ECM pod will reactively emit jamming
signals if the ECM system determines the aircraft is being actively tracked or engaged by a threat radar
system. The FCR will continue to operate, however the FCR detection and lock ranges will be reduced.
The CMDS MODE knob must be set to SEMI or AUTO to enable ECM emissions when set to this mode.
• 2 – Deception jamming mode (ECM Priority). The ECM pod will reactively emit jamming signals
if the ECM system determines the aircraft is being actively tracked or engaged by a threat radar system.
The FCR will be placed in a standby state, unless the current weapon profile is AIM-120, in which case
the ECM pod will operate in Avionics Priority mode.
The CMDS MODE knob must be set to SEMI or AUTO to enable ECM emissions when set to this mode.
• 3 – Noise jamming mode (ECM Priority). The ECM pod will continuously transmit jamming signals
in a preemptive manner. The FCR will be placed in a standby state.
CAUTION: Continuously broadcasting jamming signals in position 3 will increase the likelihood your
aircraft’s presence will be detected by hostile aircraft or air defense units.
The CMDS MODE knob must be set to MAN to enable ECM emissions when set to this mode.
3. DIM Knob. Controls the brightness of the ECM panel indicator lights on the module control buttons.
4. RESET Button. No function.
5. BIT Button. Performs a Built-In Test of the ECM pod. (N/I)
6. Manual Band Control Buttons. Selectively enables emissions from individual modules within the ECM
pod. Each button is latched in that the buttons are pressed down and held in place to enable that module;
or pressed down and popped out to disable that module.
• 1. Band 1 module.
• 2. Band 2 module.

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• 3. Band 3 module.
• 4. Band 4 module.
• 5. Band 5 module.
• (Blank). Un-marked module for growth within the system.
• FRM. No function.
• SPL. No function.
Four status lights on each button provide an indication as to the operational state of the ECM modules.
• S. Standby. The ECM module is powered but not enabled for transmission.
• A. Active. The ECM module is powered and enabled for transmission.
• F. Failed. The ECM module has malfunctioned or failed.
• T. Transmitting. The ECM module is powered and is currently transmitting.

NOTE: The Manual Band Control Buttons in the DCS: F-16C Viper function identically within DCS World.
The selection of different ECM modules will not produce different effects on a given threat system.

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HANDS-ON CONTROLS
The Countermeasures Management Switch (CMS) on the Side Stick
Controller (SSC) is the pilot’s primary control over the F-16C’s
defensive systems. The CMS is a 4-way switch which controls the
deployment of countermeasures and operation of the ECM pod (if
installed).
CMDS MODE – MAN. The following CMS actions
are performed when the CMDS Mode is set to
Manual. Countermeasures
Management Switch (4-way)
S *Dispense Manual Program 1-4

Dispense Manual **Deactivate ECM

S Program 6 CMS S noise jamming

S **Activate ECM noise jamming

CMDS MODE – SEMI. The following CMS actions CMDS MODE – AUTO. The following CMS actions
are performed when the CMDS Mode is set to Semi- are performed when the CMDS Mode is set to
automatic. Automatic.

S *Dispense Manual Program 1-4 S *Dispense Manual Program 1-4

Disable dispensing of
Dispense Manual **Disable ECM Dispense Manual Automatic Program or
S Program 6 CMS S deception jamming S Program 6 CMS S interrupt dispensing of
Manual Program

Dispense one Automatic Program Enable continuous dispensing

S **Enable ECM deception jamming S of Automatic Program

S Short press (<0.5 sec)

* CMS Forward will dispense the Manual Program selected by the CMDS PRGM knob, unless another Manual or
Automatic program is already in progress.
** XMIT Switch on ECM Panel must be set to positions 1 or 2 to enable Deception jamming in Semi-automatic
CMDS mode, or position 3 to enable Noise jamming in Manual CMDS mode.

CHAFF/FLARE Dispense Button

The CHAFF/FLARE Dispense button is located on the left cockpit wall outboard
and above the throttle, and immediately aft of the canopy locking lever.
Throttle
The button is used to dispense Manual Program 5 when the CMDS Mode is CHAFF/FLARE
set to Manual, Semi-automatic, or Automatic. This button operates Dispense
Button
independently of the CMS functions on the Side Stick Controller (SSC).

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APPENDICES
APPENDICES

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APPENDIX A – ABBREVIATED CHECKLISTS

This section’s revision is currently a work-in-progress.

Navigation
The following procedures outline the steps necessary in performing navigation, editing steerpoints within the
navigation database, tuning navigation aids (TACAN or ILS), and performing navigational fixes and calibrations
to maintain INS position accuracy.

Adding or Editing a Steerpoint (Steerpoints 1-30)

To add a new steerpoint using Lat/Long entry, select a steerpoint with empty coordinate data fields (all zeroes).
1. Use the DCS Up/Down positions to place the DED Asterisks over the LAT data field.
2. Press 2 on the ICP keypad to enter N (North).
or
2. Press 8 on the ICP keypad to enter S (South).
3. Use the ICP keypad to enter the Latitude. DD° MM.MMM’ format is the only format that is accepted, which
are entered as DDMMMMM in a continuous string of 7 characters without decimals.
4. Press ENTR to accept the new Latitude coordinates into the data field or press RCL twice to reject it.
5. Use the DCS Up/Down positions to place the DED Asterisks over the LNG data field.
6. Press 6 on the ICP keypad to enter E (East).
or
6. Press 4 on the ICP keypad to enter W (West).
7. Use the ICP keypad to enter the Longitude. DDD° MM.MMM’ format is the only format that is accepted,
which are entered as DDDMMMMM in a continuous string of 8 characters without decimals.
8. Press ENTR to accept the new Longitude coordinates or press RCL twice to reject it.
9. Use the DCS Up/Down positions to place the DED Asterisks over the ELEV data field.
10. Use the ICP keypad to enter the elevation in feet.
11. Press ENTR to accept the new elevation data or press RCL twice to reject it.

Convert MGRS to Lat/Long format (Steerpoints 21-25 only)

1. Use the DCS SEQ position to toggle the STPT page to MGRS format.
2. Use the DCS Up/Down positions to place the DED Asterisks over the GRID data field.
3. Use the ICP keypad to enter the two numerical digits of the Grid, and press ENTR to accept the data or
RCL to reject it.
4. Use the Increment/Decrement rocker to change the final Grid character to the correct letter, and press
ENTR to accept the data.

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5. Use the DCS Up/Down positions to place the DED Asterisks over the SQUARE data field, and press ENTR
to enable editing of the data field.
6. Use the Increment/Decrement rocker to change the first Square character to the correct letter, and
press ENTR to accept the data or RCL to reject it.
7. Use the Increment/Decrement rocker to change the second Square character to the correct letter, and
press ENTR to accept the data or RCL to reject it.
8. Use the DCS Up/Down positions to place the DED Asterisks over the EAST/NORTH data field.
9. Use the ICP keypad to enter the Easting/Northing in a continuous string of ten characters, and press ENTR
to accept the data or RCL to reject it.
10. Use the DCS Up/Down positions to place the DED Asterisks over the ELEV data field.
NOTE: Elevation data is not required for the conversion process to successfully complete, and can be
entered separately or not at all.
11. Use the ICP keypad to enter the elevation in feet, and press ENTR to accept the data or press RCL to
reject it.
12. Use the DCS Up/Down positions to place the DED Asterisks over the CNVRT data field, and press ENTR
to initiate the conversion to Lat/Long coordinates. When the conversion is complete, the DED Asterisks will
automatically be placed around the steerpoint data field. At this point, the STPT page can be sequenced
back to Lat/Long format.

Storing a Markpoint (HUD sensor option)

1. Use the DCS SEQ position to select HUD in the Sensor Option data field on the MARK DED page.
2. Use the throttle’s RDR CURSOR/ENABLE switch to slew the Mark Cue to the desired location within the
HUD field-of-view.
3. Press TMS Forward-Short on the SSC to ground stabilize the Mark Cue.
4. Use the throttle’s RDR CURSOR/ENABLE switch to make any final adjustments to the Mark Cue’s ground
stabilized position, as necessary.
5. Press TMS Forward-Short on the SSC to designate the location as a markpoint.
or
5. Press TMS Aft-Short to cage the Mark Cue to the HUD FPM without designating the markpoint.

Storing a Markpoint with HMCS (HUD sensor option)

1. Use the DCS SEQ position to select HUD in the Sensor Option data field on the MARK DED page.
2. Press TMS Forward-Long to select the HMCS as SOI.
3. Place the HMCS Aiming Cross over the desired location by head movement.
4. Press TMS Forward-Short on the SSC to ground stabilize the Mark Cue.
5. Use the throttle’s RDR CURSOR/ENABLE switch to make any final adjustments to the Mark Cue’s ground
stabilized position, as necessary.
6. Press TMS Forward-Short on the SSC to designate the location as a markpoint.
or

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6. Press TMS Aft-Short to cage the Mark Cue to the HMCS Aiming Cross without designating the markpoint.

Storing a Markpoint with HMCS (TGP sensor option)

1. Use the DCS SEQ position to select TGP in the Sensor Option data field on the MARK DED page.
2. Press DMS Down-Short to select the TGP as SOI on the applicable MFD format.
3. Use the throttle’s RDR CURSOR/ENABLE switch to slew the TGP crosshairs to the desired location.
4. Press TMS Forward-Short on the SSC to switch the TGP to Point Track.
5. Press TMS Forward-Short on the SSC to designate the Point Track location as a markpoint.
or
5. Press TMS Right-Short on the SSC to switch back to Area Track without designating the markpoint.

Storing a Markpoint with HMCS (FCR sensor option)

1. Use the DCS SEQ position to select FCR in the Sensor Option data field on the MARK DED page.
2. Press DMS Down-Short to select the FCR as SOI on the applicable MFD format.
3. Use the throttle’s RDR CURSOR/ENABLE switch to slew the FCR cursor to the desired location.
4. Press TMS Forward-Short on the SSC to switch the FCR to Fixed Target Track (FTT).
5. Press TMS Forward-Short on the SSC to designate the FTT location as a markpoint.
or
5. Press TMS Aft-Short on the SSC to reject the Fixed Target Track (FTT) without designating the
markpoint.

Storing a Markpoint with HMCS (OFLY sensor option)

1. Use the DCS SEQ position to select OFLY in the Sensor Option data field on the MARK DED page.
2. Maneuver the aircraft as necessary to ensure the flight path will take it over the intended markpoint location.
3. Press TMS Forward-Short on the SSC to designate the location as a markpoint as the aircraft passes
directly overhead the intended location.

Radio Communications
The following procedures outline the steps necessary in managing the UHF and VHF voice radios.

Editing a Preset UHF/VHF frequency (Upfront Controls)

1. Press COM 1 to access the UHF DED page or press COM 2 to access the VHF DED page.
2. Use the Increment/Decrement rocker to cycle to the desired preset to be edited.
or

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2. Use the DCS Up/Down positions to place the DED Asterisks over the Preset Channel Number, use the ICP
keypad to type the desired preset channel to be edited, and press ENTR.
3. Use the DCS Up/Down positions to place the DED Asterisks over the Preset Channel Frequency.
4. Use the ICP keypad to enter the new frequency for the displayed Present Channel, in a continuous string
of 5 numbers.
5. Press ENTR to accept the new frequency or press RCL twice to reject it.

Tuning a Preset UHF/VHF frequency (Upfront Controls)

1. Press COM 1 to access the UHF DED page or press COM 2 to access the VHF DED page.
2. Use the ICP keypad to enter a 1- or 2-digit number between 1-20, corresponding with the desired preset
channel to be tuned.
3. Press ENTR to accept the new frequency or press RCL twice to reject it.

Tuning a Manual UHF/VHF frequency (Upfront Controls)

1. Press COM 1 to access the UHF DED page or press COM 2 to access the VHF DED page.
2. Use the ICP keypad to enter a 5-digit number corresponding with the desired frequency to be tuned.
3. Press ENTR to accept the new frequency or press RCL twice to reject it.

Tuning a Preset UHF frequency (UHF Backup control panel)

1. Ensure the Function knob is set to MAIN or BOTH.
2. Set the Mode knob to PRESET.
3. Rotate the CHAN knob until the desired preset channel is displayed within the CHAN Display indicator.
4. The frequency assigned to the currently tuned preset channel may be verified by pressing the STATUS
button and observing the FREQUENCY STATUS/DISPLAY indicator.

Tuning a Manual UHF frequency (UHF Backup control panel)

1. Ensure the Function knob is set to MAIN or BOTH.
2. Set the Mode knob to MNL.
3. Rotate the A-3-2 and Manual Frequency knobs until the desired frequency is displayed in the FREQUENCY
STATUS/DISPLAY indicator.

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APPENDIX B – ALIC CODES & RWR SYMBOLS

The Aircraft Launcher Interface Computer (ALIC) codes listed under the “ID” column in the Air Defense and Naval
Radar Systems tables can be used on the HARM DED page or HTS DED page to program custom threat tables
for the AGM-88 HARM or HARM Targeting System radar signal scans.
The threat radar codes under the “RWR” column correspond with how the threat radar will appear on the ALR-
56M Threat Warning Azimuth Indicator, the MFD HARM Attack Display (HAD) format, or the MFD Weapon (WPN)
format when the AGM-88 weapon profile is selected.
Air defense radar systems are further identified by their type. The table below lists the definition of each “Type”
abbreviation to identify the radar’s function within their respective air defense units.

TYPE DESCRIPTION TYPE DESCRIPTION

CWAR Continuous-Wave Acquisition Radar STR Search and Tracking Radar
EWR Early Warning Radar TAR Target Acquisition Radar
FCR Fire Control Radar TI Target Illumination
RR Ranging Radar TTR Target Tracking Radar
SR Surveillance Radar

Air Defense Radar Systems

ID RWR NATO SYSTEM SYSTEM RADAR DESIGNATION TYPE
- S 1L13 “BOX SPRING” EWR
- S 5G66 “TALL RACK” EWR
122 S SA-2 / SA-3 / SA-5 S-75 / S-125 / S-200 P-19 “FLAT FACE B” SR
126 2 SA-2 “GUIDLELINE” S-75 SNR-75 “FAN SONG” TTR
123 3 SA-3 “GOA” S-125 SNR-125 “LOW BLOW” TTR
130 TS SA-5 “GAMMON” S-200 ST-68U “TIN SHIELD” TAR
129 5 SA-5 “GAMMON” S-200 5N62 “SQUARE PAIR” TTR / TI
108 6 SA-6 “GAINFUL” 2K12 Kub 1S91 “STRAIGHT FLUSH” TAR / TI
117 8 SA-8 “GECKO” 9K33 Osa “LAND ROLL” TAR / TTR
104 BB SA-10 “GRUMBLE” S-300PS 64N6E “BIG BIRD” SR
103 CS SA-10 “GRUMBLE” S-300PS 5N66M “CLAM SHELL” TAR
110 10 SA-10 “GRUMBLE” S-300PS 30N6E “FLAP LID” TTR
107 SD SA-11 “GADFLY” 9K37M Buk-M1 9S18M1 “SNOW DRIFT” TAR
115 11 SA-11 “GADFLY” 9K37M Buk-M1 9S35 “FIRE DOME TTR
109 DE PPRU-M1 9S80M1 “DOG EAR” SR
118 13 SA-13 “GOPHER” 9K35 Strela-10M3 9S86 “SNAP SHOT” RR
119 15 SA-15 “GAUNTLET” 9K331 Tor-M1 “SCRUM HALF” TAR / TTR
120 19 SA-19 “GRISON” 2S6M Tunguska 1RL144 “HOT SHOT” TAR / TTR

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131 FC S-60 / KS-19 SON-9 “FIRE CAN” FCR

121 A ZSU-23-4 Shilka RPK-2 “GUN DISH” STR
128 HQ CSA-7 / HQ-7B Hóng Qí-7 SR
127 7 CSA-7 / HQ-7B Hóng Qí-7 Type 345 TTR
- S AN/FPS-117 “SEEK IGLOO” EWR
203 HK MIM-23B I-Hawk AN/MPQ-50 TAR
204 HK MIM-23B I-Hawk AN/MPQ-46 TTR
206 HK MIM-23B I-Hawk AN/MPQ-55 CWAR
202 P MIM-104C Patriot PAC-2 AN/MPQ-53 STR
208 A M163 Vulcan ADS AN/VPS-2 RR
209 NS NASAMS 2 AN/MPQ-64F1 “Sentinel” STR
124 RP Rapier FSA DN 181 “Blindfire” TTR
125 RT Rapier FSA SR
205 RO Roland TÜR MPDR-3002S SR
201 RO Marder Roland MPDR-16 / DOMINO-30 TAR / TTR
207 A Flakpanzer Gepard STR

Naval Radar Systems

ID RWR SHIP CLASS TYPE DESIGNATION
301 SW Kuznetsov-class Heavy Aircraft Cruiser Project 1143.5 (Admiral Kuznetsov)
320 SW Kuznetsov-class Heavy Aircraft Cruiser Project 1143.5 [2017 SC revision]
313 HN Kirov-class Guided Missile Cruiser Project 1144.2 (Piotr Velikiy)
303 T2 Slava-class Guided Missile Cruiser Project 1164 (Moskva)
319 HP Neutrashimy-class Guided Missile Frigate Project 11540 (Neutrashimy)
309 TP Krivak II-class Frigate / Guard Ship Project 1135M (Rezky)
306 HP Grisha-class Anti-Submarine Corvette Project 1124.4 (Grisha)
312 PS Tarantul III-class Missile Corvette Project 1241.1 (Molniya)
410 SC Luyang II-class Guided Missile Destroyer Type 052C
409 HN Luyang I-class Guided Missile Destroyer Type 052B
411 MR Jiangkai II-class Guided Missile Frigate Type 054A
408 MR
PS Yuzhao-class Amphibious Transport Dock Type 071
402 SS Nimitz-class Aircraft Carrier CVN-70 (USS Carl Vinson)
403 SS Nimitz-class Aircraft Carrier CVN-71 (USS Theodore Roosevelt)
404 SS Nimitz-class Aircraft Carrier CVN-72 (USS Abraham Lincoln)
405 SS Nimitz-class Aircraft Carrier CVN-73 (USS George Washington)
406 SS Nimitz-class Aircraft Carrier CVN-74 (USS John C. Stennis)

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413 SS Nimitz-class Aircraft Carrier CVN-75 (USS Harry S. Truman)

407 40 Tarawa-class Amphibious Assault Ship LHA-1 (USS Tarawa)
315 AE Ticonderoga-class Guided Missile Cruiser
412 AE Arleigh Burke-class Guided Missile Destroyer Flight IIA
401 49 Oliver Hazard Perry-class Guided Missile Frigate

Airborne Radar Systems

RWR AIRCRAFT RWR AIRCRAFT RWR AIRCRAFT
19 MiG-19 JF JF-17 F4 F-4
21 MiG-21 29 J-11 F5 F-5
23 MiG-23 50 KJ-2000 14 F-14
24 Su-24 15 F-15
25 MiG-25 F1 Mirage F1 16 F-16
29 MiG-29 M2 Mirage 2000 18 F/A-18
29 Su-27 F2 Tornado GR4 E2 E-2
29 Su-33 E3 E-3
30 Su-30
31 MiG-31
34 Su-34
50 A-50

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APPENDIX C – HAD / WPN THREAT TABLES

The threat radar codes under the “HAD” column correspond with how the threat radar will appear on the MFD
HARM Attack Display (HAD) format if the corresponding threat class is enabled within the HTS scan cycles.
The HAD Manual threat Class is programmable via the HTS DED page and can include up to eight threat radar
types. This can be used to better tailor the HTS scan cycles to the radar signals that are anticipated to be
encountered during the mission.

HARM Attack Display (HAD) Threat Classes

HAD HAD CLASS 1 HAD HAD CLASS 2 HAD HAD CLASS 3
TS SA-5 “TIN SHIELD” S P-19 “FLAP LID B” DE PPRU-M1 “DOG EAR”
BB SA-10 “BIG BIRD” 2 SA-2 “FAN SONG” 19 SA-19 “HOT SHOT”
CS SA-10 “CLAM SHELL” 3 SA-3 “LOW BLOW” FC SON-9 “FIRE CAN”
10 SA-10 “FLAP LID” 5 SA-5 “SQUARE PAIR” A ZSU-23-4 “GUN DISH”
SD SA-11 “SNOW DRIFT” 6 SA-6 “STRAIGHT FLUSH”
11 SA-11 “FIRE DOME” 8 SA-8 “LAND ROLL”
15 SA-15 “SCRUM HALF” 13 SA-13 “SNAP SHOT”
HQ HQ-7 ACU
7 HQ-7 Type 345

HAD HAD CLASS 4 HAD HAD CLASS 5 HAD HAD CLASS 6

SW Kuznetsov-class P MIM-104C Patriot PAC-2
HN Kirov/Luyang II-class NS NASAMS 2 “Sentinel”
T2 Slava-class
HP Neutrashimy/Grisha-class
TP Krivak II-class
MR Luyang I/Jiangkai-class
PS Tarantul III/Yuzhao-class

HAD HAD CLASS 7 HAD HAD CLASS 8 HAD HAD CLASS 9

HK MIM-23B I-Hawk A M163 Vulcan ADS
RO Roland TÜR A Flakpanzer Gepard
RO Marder Roland
RP Rapier FSA “Blindfire”
RT Rapier FSA

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HAD HAD CLASS 10 HAD HAD CLASS 11 HAD HAD MANUAL CLASS
SS Nimitz-class
AE AN/SPY-1 “Aegis”
49 Oliver Hazard Perry-class
40 Tarawa-class

The emitter codes under the “WPN” column correspond with how the threat radar will appear on the MFD Weapon
(WPN) format when the corresponding threat table is selected.
Each HARM threat table can be modified using the HARM DED page. This can be used to better tailor the AGM-
88 scans to the radar signals that are anticipated to be encountered during the mission.

AGM-88 Weapon (WPN) Threat Tables

WPN TBL1 WPN TBL2 WPN TBL3
10 SA-10 “FLAP LID” 19 SA-19 “HOT SHOT” 3 SA-3 “LOW BLOW”
BB SA-10 “BIG BIRD” 15 SA-15 “SCRUM HALF” S P-19 “FLAP LID B”
CS SA-10 “CLAM SHELL” 8 SA-8 “LAND ROLL” 6 SA-6 “STRAIGHT FLUSH”
11 SA-11 “FIRE DOME” A ZSU-23-4 “GUN DISH” 2 SA-2 “FAN SONG”
SD SA-11 “SNOW DRIFT” DE PPRU-M1 “DOG EAR” 13 SA-13 “SNAP SHOT”

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APPENDIX E – GLOSSARY OF TERMS

Definitions of acronyms, abbreviations, labels, and terms.

A-A, A/A Air-to-Air

AAA Anti-Aircraft Artillery

A-CAL Altitude Calibration

ACM 1. Air Combat Mode; 2. Air Combat Maneuvers

ADI Attitude Director Indicator

A-G Air-to-Ground

AGL Above Ground Level

AGM Air-to-Ground Missile

AGR Air-to-Ground Ranging

AIM Air Intercept Missile

ALIC Aircraft Launcher Interface Computer

ALOW Altitude Low

ALT 1. Altitude; 2. Alternate

AMRAAM Advanced Medium Range Air-to-Air Missile

AOA 1. Angle-Of-Attack; 2. Angle-Of-Arrival

AR Aerial Refuel

ATC Air Traffic Control

ATT Attitude

AUTO Automatic

AZ Azimuth

BFM Basic Fighter Maneuvers

BHOT Black Hot

BI Burst Interval

BIT Built-In Test

BNGO Bingo

BORE Boresight

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BQ Burst Quantity

BULL Bullseye

BUP Backup

BVR Beyond Visual Range

BYP Bypass

CBU Cluster Bomb Unit

CCIP Continuously Computed Impact Point

CCRP Continuously Computed Release Point

CH Chaff

CMDS Countermeasures Dispenser Set

CMS Countermeasures Management Switch

CNI Communications/Navigation/IFF

CNTL Control

COM1 Communications radio 1; the ARC-164 UHF-AM radio

COM2 Communications radio 2; the ARC-222 VHF-AM/FM radio

CORR Correction

CRM Combined Radar Modes

CRUS Cruise

CTR Center

CZ Cursor Zero

DBS Doppler Beam Sharpening

DEC Decrement

DED Data Entry Display

DEFOG De-Fog

DEPR Depression

DEST Destination

DLNK, DL Datalink

DMS Display Management Switch

DRNG Delta Range

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DTC Data Transfer Cartridge

DTE Data Transfer Equipment

DTOS 1. Dive/Toss; 2. Delta Time-Over-Steerpoint

DTT Dual Target Track

DTU Data Transfer Unit

ECM Electronic Countermeasures

ECS Environmental Control System

EDR Endurance

EEGS Enhanced Envelope Gun Sight

EHSI Electronic Horizontal Situation Indicator

E-J Emergency Jettison

ELEV, EL Elevation

ENG Engine

ENTR Enter

EO Electro-Optical

ETA Estimated Time of Arrival

ETE Estimated Time Enroute

EOM Equations Of Motion

EPU Emergency Power Unit

EXP Expand

FCR Fire Control Radar

FDBK Feedback

FL Flight Lead

FLCC Flight Control Computer

FLCS Flight Control System

FLIR Forward Looking Infrared

FLT Flight

FOV Field-Of-View

FPM Flight Path Marker

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FTT Fixed Target Track

FT Feet (unit of measurement)

FZ Freeze

G G-force (unit of measurement)

GBU Glide Bomb Unit

GM Ground Mapping

GMT Ground Moving Target

GPS Global Positioning System

GRD GUARD

GS, G/S 1. Ground Speed; 2. Glide Slope

HAD HARM Attack Display

HARM High-speed Anti-Radiation Missile

HAS HARM As Sensor

HDG Heading

HMCS Helmet-Mounted Cueing System

HOTAS Hands-On Throttle and Stick System

HOB High-angle Off-Boresight

HSD Horizontal Situation Display

HSI Horizontal Situation Indicator

HTS HARM Targeting System

HUD Heads-Up Display

HYD Hydraulic

IAS Indicated Airspeed

ICP Integrated Control Panel

ICS Inter-Communication System

IDENT Identification

IDM Improved Data Modem

IFF Identification Friend or Foe

ILS Instrument Landing System

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IMC Instrument Meteorological Conditions

IN Inches (unit of measurement)

INC Increment

INFLT In-Flight

INS Inertial Navigation System

INSM Inertial Navigation System Memory

INTG Interrogate

INV Inventory

JDAM Joint Direct Attack Munition

JETT Jettison

JFS Jet Fuel Starter

JHMCS Joint Helmet-Mounted Cueing System

JSOW Joint Stand-Off Weapon

KM Kilometer (unit of measurement)

L16 Link16

LADD Low Altitude Drogue Delivery

LASR Laser

LAT Latitude

Lat/Long Latitude/Longitude

LB Pound (unit of measurement)

LGB Laser-Guided Bomb

LO Low

LONG Longitude

LRFD Laser Rangefinder/Designator

LSS Laser Spot Search

LST Laser Spot Tracker

Mach

MAGV Magnetic Variation

MAN Manual

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MFD Multi-Function Display

MGRS Military Grid Reference System

MIDS Multifunction Information Distribution System

MISC Miscellaneous

M-SEL Mode Select

MSL 1. Missile; 2. Mean Sea Level

NAV Navigation

N/I Not Implemented

NM Nautical Mile (unit of measurement)

NORM Normal

NWS Nose Wheel Steering

NVG Night Vision Goggles

OAP, OA1, OA2 Offset Aimpoint, Offset Aimpoint 1, Offset Aimpoint 2

OFP Operational Flight Program

OPR Operation

PB Pre-Briefed

PFLD Pilot Fault List Display

POS Position

PRE Pre-planned

PRF Pulse Repetition Frequency

PRGM, PROG Program

PSI Pounds per Square Inch (unit of measurement)

PTT Push-To-Talk

PUP Pull-Up Point

PWR Power

QTY Quantity

RCL Recall

RDY Ready

REC Receive

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REQCTR Request Countermeasures

RNG Range

RTN Return

RUK Range Unknown

RWR Radar Warning Receiver

RWS Range While Scan

SAI 1. Standby Attitude Indicator; 2. Situational Awareness Indicator

SAM 1. Surface-to-Air Missile, 2. Situation Awareness Mode

SEAD Suppression of Enemy Air Defenses

SEMI Semi-automatic

SEQ Sequence

SI Salvo Interval

S-J Selective Jettison

SMS Stores Management Set

SNSR Sensor

SOI Sensor-Of-Interest

SP Snowplow

SPI System-Point-of-Interest

SQ Salvo Quantity

SQL Squelch

SSC Side Stick Controller

STBY Standby

STN Source Track Number

STOR Store

STP, STPT Steerpoint

STR Steer

STT Single Target Track

SYM Symbology

TACAN, TCN Tactical Air Navigation

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TAS True Airspeed

TBL Table

TGP Targeting Pod

TGT Target

THRT Threat

T-ILS TACAN/Instrument Landing System

TMS Target Management Switch

TOF 1. Time Of Flight; 2. Time Of Fall

TOT Time Over Target

T/R Transmit/Receive

TWS Track While Scan

UFC Upfront Controls

UHF Ultra High Frequency

UTM Universal Transverse Mercator

VAH Velocity/Altitude/Heading

VHF Very High Frequency

VIP Visual Initial Point

VIS Visual

VMC Visual Meteorological Conditions

VRP Visual Reference Point

VV Vertical Velocity

VVI Vertical Velocity Indicator

WCMD Wind-Corrected Munition Dispenser

WHOT White Hot

WPN Weapon

WVR Within Visual Range

XMIT, XMT Transmit

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APPENDIX F – FORMULAS
Use these calculation and conversion formulas for pre-mission planning or while in flight. Desired resultants are
bolded.

Fuel/Endurance Calculations
Bingo Fuel (lbs) = (Time of Flight ÷ 60) × Fuel LB/HR
Objective Time (mins) = ([Total Fuel − Bingo Fuel] ÷ Fuel LB/HR) × 60

Speed/Time/Distance Calculations
Ground Speed Required (knots) = (Distance ÷ Minutes) × 60
Time of Flight (mins) = (Distance ÷ Ground Speed) × 60

Fuel/Range Calculations
Specific Range Factor = Ground Speed ÷ Fuel LB/HR
Flight Range (NM) = Specific Range Factor × Total Fuel

Distance Conversion
NM to ft = [NM] x 6,076
ft to NM = [ft] ÷ 6,076
NM to Km = [NM] × 1.85
Km to NM = [Km] ÷ 1.85

Altitude/Elevation Conversion
Feet to Meters = [ft] ÷ 3.281
Meters to Feet = [m] × 3.281

Latitude/Longitude Conversion
DDD-MM-SS.SS to DDD-MM.MMM

SS.SS ÷ 60 = .MMM
DDD-MM.MMM to DDD-MM-SS.SS

.MMM × 60 = SS.SS

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Good hunting!

The Eagle Dynamics SA team

EAGLE DYNAMICS SA © 2020

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