F18. FLIGHT MANUAL (2008)

A1-F18EA-NFM-200

CHAPTER 3

Takeoff

F414-GE-400

3.1 WIND COMPONENTS CHART

This chart (figure 3-1) is used primarily for breaking a forecast wind down into crosswind and

headwind components for takeoff computations. It is not to be used as a ground controllability chart.

3.1.1 Use. Determine the effective wind velocity. For crosswind component add the full value of any

reported gust velocity (incremental wind factor) to the steady state velocity; e.g., reported wind 050/30

G40, effective wind is 050/40. For headwind component add one-half the gust velocity (incremental

wind factor) to the steady state velocity; e.g., reported wind 050/30 G40, effective wind is 050/35.

Reduce the reported wind direction to a relative bearing by determining the wind direction and runway

heading. Enter the chart with the relative bearing. Move along the relative bearing to intercept the

crosswind effective wind speed arc. From this point, descend vertically to read the crosswind

component. From the intersection of bearing and effective headwind speed, project horizontally to the

left to read headwind component.

3.1.2 Sample Problem. Conditions - Reported wind 050/35 G40, runway heading 030

A. Relative bearing

20°

C. Crosswind component

14 knots

B. Intersect:Crosswind windspeed arc 40 knots

D. Headwind component

33 knots

Headwind windspeed arc 35 knots

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CHANGE 2

A1-F18EA-NFM-200

3.2 DENSITY RATIO CHART

This chart (figure 3-2) provides a means of obtaining a single factor (density ratio) that may be used

to represent a combination of temperature and pressure altitude. Density ratio must be determined

before the takeoff data charts can be utilized.

3.2.1 Use. Enter the chart with existing temperature and project vertically to intersect the applicable

pressure altitude curve. From this point, project horizontally to the left scale to read density ratio.

3.2.2 Sample Problem.

A. Temperature

60°F

C. Density ratio

0.93

B. Pressure altitude

2000 feet

3.3 MINIMUM GO SPEED CHARTS

These charts (figures 3-3 and 3-4) provide the means of determining the minimum speed at which

the aircraft can experience an engine failure and still take off. Variations in ambient temperature,

pressure altitude, gross weight, and the runway length are taken into consideration. Separate plots are

provided for maximum afterburner and military thrust conditions. The data presented reflect an

engine failure occurring at the minimum go speed and allowing a 3-second decision period from the

time of the failure. In the case of a military thrust takeoff, an additional 2-second period is allotted for

advancing the throttles and transitioning to maximum afterburner thrust on the operating engine.

If an engine is lost above the maximum abort speed but below the

minimum go speed or at a condition where insufficient rate of climb

capability exists, the pilot can neither abort nor take off safely with the

runway length remaining without considering such factors as reducing

gross weight or engaging the overrun end arrestment cable.

3.3.1 Use. To determine minimum go speed, enter the applicable plot with the prevailing density

ratio, and project horizontally to the available runway length grid line. Parallel the nearest guideline

up or down until intersecting the density ratio baseline. From this point descend vertically until

intersecting the applicable gross weight curve. If this projected line does not intersect the applicable

takeoff gross weight curve, there is no corresponding minimum go speed (single engine takeoff is

possible for the available runway length regardless of engine failure speed). If the gross weight curve

lies to the right of the projected line, a single-engine takeoff cannot be made under the prevailing

conditions. Finally, project horizontally to read the minimum go speed.

NOTE

This problem assumes maximum thrust on operating engine within 5

seconds after engine failure. The minimum go speed for a maximum

thrust takeoff will be lower than that for a military thrust takeoff due

to the greater acceleration with maximum thrust up to and including

the 3-second decision time.

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ORIGINAL

A1-F18EA-NFM-200

3.4 MAXIMUM GROSS WEIGHT WITH SINGLE ENGINE CHARTS

These charts (included with figures 3-3 and 3-4) provide a the means for determining the maximum

takeoff gross weight for which the aircraft is capable of establishing at least 100 fpm single engine rate

of climb. Variations in field ambient temperature and runway altitude are taken into consideration.

3.4.1 Use. To determine the maximum gross weight for 100 fpm single engine rate of climb, enter the

applicable chart with the field temperature and ascend vertically to the field altitude. From this point

project horizontally to read the maximum takeoff gross weight for which at least 100 fpm single engine

rate of climb is possible. If the takeoff gross weight is higher than this value and gross weight cannot

be safely reduced, the takeoff should be aborted.

3.4.2 Sample Problem.

A. Temperature

60°F (15.6°C)

C. Maximum Gross Weight

61,000 lbs.

B. Altitude

8000 feet

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ORIGINAL

A1-F18EA-NFM-200

3.5 MAXIMUM ABORT SPEED CHARTS

These charts (figures 3-5 and 3-6) provide the means for determining the maximum speed at which

a field takeoff may be aborted and the aircraft stopped within the remaining runway length. Variations

in ambient temperature, pressure altitude, aircraft gross weight, and runway length are taken into

consideration. Separate plots are provided for maximum afterburner and military thrust takeoffs

under both dry and wet runway conditions. The data presented reflect an engine failure occurring at

the maximum abort speed allowing a 3-second decision period from the time of failure followed by a

2-second transition to idle thrust on the operating engine and full braking (brake application speed

limits applied).

3.5.1 Use. Enter the chart with the prevailing density ratio and project horizontally right to intersect

the available runway length curve. From this point, project vertically down to the applicable gross

weight curve for either dry or wet runway conditions, then horizontally left to read maximum abort

speed.

3.5.2 Sample Problem. Maximum Thrust Takeoff (figure 3-5).

A. Density ratio

0.90

D. Maximum abort speed

B. Runway length

8000 feet

(Dry runway)

150 KCAS

C. Gross weight

62,000 lbs.

E. Maximum abort speed

(Wet runway)

122 KCAS

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ORIGINAL

A1-F18EA-NFM-200

3.6 TAKEOFF DISTANCE CHARTS

These charts (figures 3-7 and 3-8) are used to determine the no wind ground run distance, wind

adjusted ground run and the total distance to climb to a height of 50 feet. Separate charts are provided

for maximum and military thrust. A table has been provided on each chart to show nosewheel liftoff

speed with the corresponding aircraft takeoff speed for various gross weight and CG combinations.

3.6.1 Use. Enter the density ratio plot with the gross weight and project vertically up to intersect the

appropriate CG curve. From this intersection, project horizontally to the left to read the minimum

allowable density ratio for takeoff at this weight/CG combination.

Enter the chart with the applicable density ratio and project horizontally to the right to intersect the

appropriate takeoff gross weight curve. From this intersection, project vertically down to read no wind

ground run distance. Parallel the appropriate wind guideline (headwind or tailwind) to intersect the

takeoff wind velocity. From this point project vertically down to read ground run adjusted for wind

effects. To find the total distance required to climb to a height of 50 feet, continue down to the reflector

line and project horizontally to the left scale.

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ORIGINAL

A1-F18EA-NFM-200

3.6.2 Sample Problem. Maximum Thrust Takeoff CG - 22% MAC.

A. Gross weight

58,000 lbs.

G. Effective headwind

10 knots

B. CG

18% MAC

H. Ground run (wind corrected)

2500 feet

C. Minimum density ratio

0.66

I. Total distance required to climb

3800 feet

(Applicable density ratio > Minimum

to a height of 50 feet

density ratio)

J. Nosewheel liftoff speed for a

153 KCAS

D. Density ratio

0.90

CG of 22% MAC (from table)

E. Gross weight

58,000 lbs.

K. Takeoff speed (from table)

167 KCAS

F. No wind ground run distance

2800 feet

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ORIGINAL

A1-F18EA-NFM-200

3.7 TAKEOFF GROUND ROLL CORRECTION FOR CG CHARTS

These charts (figures 3-9 and 3-10) are used primarily to determine takeoff distances resulting from

adverse conditions of gross weight and CG. The charts can also be used to obtain any distance and

speed relationship during the takeoff ground run.

3.7.1 Use. Enter the chart with the applicable takeoff gross weight and project horizontally right to

intersect the normal CG curve, then project vertically down. The vertical projection passes through the

normal CG takeoff speed. Reenter the chart with the normal no wind ground run (from Takeoff

Distance chart) and project horizontally right to intersect the vertical projection from the normal CG

curve. From this intersection, parallel the nearest acceleration guideline. Return to the gross

weight-normal CG intersection and project further right to the actual takeoff CG curve, then vertically

down to intersect the new acceleration curve. The vertical projection passes through the actual CG

takeoff speed. From this intersection, project horizontally left to ground run corrected for CG. To

determine wind effect on ground run and total distance to height of 50 feet, reenter appropriate takeoff

distance chart with corrected ground roll. The nosewheel liftoff speed can be determined in the takeoff

distance chart by interpolation in the speed table using gross weight and CG. To determine speed at

a given distance on the takeoff run, enter the chart at the ground run distance and project horizontally

to the reference acceleration curve. Then project vertically up to the corresponding speed.

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ORIGINAL

A1-F18EA-NFM-200

CHAPTER 4

Climb

F414-GE-400

4.1 TAKEOFF ALLOWANCES CHART

The takeoff allowances and acceleration to climb speed chart (figure 4-1) presents fuel usage during

start, taxi, engine run-up. This chart is used to determine fuel, time and distance data from brake

release to 350 KIAS or climb speed.

4.2 CLIMB PERFORMANCE CHARTS

Climb charts present the military thrust climb performance for two-engine operation. Climb charts

are also included to present the maximum thrust climb performance for two-engine operation. These

charts are used to obtain climb data after takeoff to selected altitude in a gear-up and flaps-up

configuration.

4.2.1 Military Thrust Climb. Military thrust climb charts (figures 4-2 thru 4-6) are provided for two

engine operation, single engine operation, and various drag indexes and gross weights. The data

includes climb speed schedule; combat ceiling and service ceiling; optimum cruise altitude; and

separate charts for time, fuel, and distance required to climb from sea level to selected altitude at climb

speed schedule. Also provided are data for peak rate of climb (figure 4-7).

4.2.2 Maximum Thrust Climb. Maximum thrust climb charts for two-engine operation (figure 4-8)

are provided for various drag indexes and gross weights. The data include peak rate of climb Mach

number; combat ceiling; and separate charts for time, fuel, and distance required to climb from sea

level to selected altitude at peak rate of climb.

4.2.3 Use. CLIMB SPEED SCHEDULE - From the appropriate drag index column determine the

optimum climb speed (calibrated airspeed to constant Mach number) for the selected climb altitude.

The preclimb fuel requirements should be noted if the takeoff acceleration phase is to be considered

in the climb planning.

COMBAT CEILING AND SERVICE CEILING - Enter the chart with the initial climb gross weight

and project vertically up to the appropriate drag index curve, then horizontally left to the temperature

baseline and parallel the appropriate temperature deviation guideline to the correct temperature

deviation. Project horizontally left to find the service ceiling and the combat ceiling for initial climb

gross weight.

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ORIGINAL

A1-F18EA-NFM-200

OPTIMUM CRUISE ALTITUDE - Enter the chart with the initial gross weight and project

vertically up to the appropriate drag index curve, then horizontally left to the temperature baseline and

parallel the appropriate temperature deviation guideline to the correct temperature deviation. Project

horizontally left to find the optimum cruise altitude for initial climb gross weight.

Optimum Cruise Altitude (figure 4-2, sheet 3)

A. Initial gross weight

44,000 Lb.

B. Drag Index

100

C. Temperature deviation

-10°C

from standard day

D. Optimum cruise altitude

40,950 Ft.

TIME, FUEL, AND DISTANCE - Presentations of these charts are identical: therefore, they are

used in the same manner. Enter the appropriate chart with the initial gross weight and project

horizontally right to intersect the desired altitude then vertically down to the appropriate drag index

curve. From this point project horizontally left to the temperature baseline and parallel the

appropriate temperature deviation guideline to the correct temperature deviation, project horizontally

left to find time, fuel, or distance required.

Time, Fuel, and Distance to Climb (figure 4-2, sheets 4, 5, & 6)

A. Initial gross weight

44,000 Lb.

B. Selected altitude

35,000 Ft.

C. Drag Index

100

D. Temperature deviation

+10°C

from standard day

E. Time to climb

4.6 Min.

F. Fuel required

1260 Lb.

G. Distance

38NM

XI-4-3

ORIGINAL

A1-F18EA-NFM-200

4.3 CLIMB CHARTS - 350 KCAS

These charts (figures 4-4 thru figure 4-6) show time, fuel, and distance for a simplified military

thrust climb. These data charts are based on climbing at 350 knots until interception of the constant

Mach portion of the military thrust climb speed schedule, then maintaining constant Mach to cruise

altitude.

4.3.1 Use. Enter the charts with the initial climb gross weight. Project horizontally to the right and

intersect the assigned cruise altitude, or the optimum cruise altitude for the computed drag index.

Project vertically downward to intersect the applicable drag index line, then project horizontally to the

left to the temperature deviation baseline (corresponds to a U.S. standard day (°C)). Parallel the

applicable guideline (hotter or colder) to intersect a vertical grid line corresponding to the degree of

deviation between forecast flight temperature and standard day temperature. From this point continue

horizontally to the left to read the planning data (fuel, time, or distance).

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ORIGINAL

A1-F18EA-NFM-200

4.4 PEAK RATE OF CLIMB CHARTS

These charts provide peak rate of climb data for two-engine operation. The data are based on either

military thrust (figure 4-7) or maximum thrust (figure 4-8) at selected altitudes, gross weights, and

drag indexes. The charts include a climb schedule (Mach number) and the normal time, fuel, and

distance required charts which are used in an identical manner as the military thrust climb charts

based on the climb speed schedule. A combat ceiling chart is included for maximum thrust.

4.4.1 Use. MACH NUMBER - Enter the chart at the selected pressure altitude and project

horizontally right to the appropriate drag index curve, then vertically down to find the Mach number

for peak rate of climb.

4.5 INSTANTANEOUS RATE OF CLIMB CHARTS

These charts are based on two-engine operation at military thrust (figure 4-9) or maximum thrust

(figure 4-10) and provide instantaneous rate of climb for any given altitude gross weight combination

with various drag indexes.

4.5.1 Use. Enter the chart with the appropriate gross weight and project horizontally right to the

selected altitude curve. From this point, project vertically down to the computed drag index curve, then

horizontally left to read the instantaneous rate of climb in feet per minute.

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ORIGINAL

A1-F18EA-NFM-200

4.6 SUPERSONIC MAXIMUM THRUST CLIMB CHARTS

These charts (figure 4-11) are plotted for supersonic maximum thrust climb from 35,000 feet to the

supersonic combat ceiling. Distance traveled in the climb is plotted against gross weight, with

guidelines provided to show the weight reduction as the climb progresses. The time to distance/altitude

relationship is superimposed on the plot. Level flight acceleration data are provided which includes

time, fuel used (gross weight change), and distance required to accelerate from the subsonic to the

supersonic climb Mach number at 35,000 feet. If supersonic climb is contemplated, acceleration at

35,000 feet followed by the climb is recommended, since acceleration to supersonic Mach numbers at

this altitude provides for the optimum performance capability.

4.6.1 Use. Enter the chart with the gross weight and proceed vertically to the initial Mach number

and note the corresponding distance and time. Proceed parallel to the guidelines to the desired

supersonic climb Mach number (end of acceleration). Project both vertically downward and horizon-

tally to the left from this point to read gross weight and distance traveled, also note the time. From

these values, subtract the distance, weight, and time corresponding to the initial Mach number to

determine the distance, fuel, and time required to accelerate. From the climb Mach number gross

weight intersection (start of climb), proceed parallel along the guidelines to the desired altitude. Obtain

the distance, gross weight, and time for this starting point. Subtract from this data the corresponding

values at the start of climb to obtain the distance traveled, the weight change (fuel used), and the time

required to complete the climb. If total distance, fuel and time

are

desired,

add the climb and

acceleration values together.

4.6.2 Sample Problem. Configuration - (2)AIM-9 +(2)AIM-120.

A. Initial gross weight

42,000 Lb.

B. Initial Mach number

1.1

C. Time corresponding to initial

Mach number

0.6 Min.

D. Distance corresponding to initial

Mach number

6.1 NM

E. Climb Mach number

1.2

F. Time at end of acceleration

1.0 Min.

G. Distance at end of acceleration

10.1 NM

H. Gross weight at end of acceleration

41,740 Lb.

I. Time required for acceleration

(F-C)

0.4 Min.

J. Fuel required for acceleration

(A-H)

260 Lb.

K. Distance required for acceleration

(G-D)

4.0 NM

L. Altitude at end of climb

46,000 Ft.

M. Time at end of climb

3.0 Min.

N. Distance at end of climb

32.7 NM

O. Gross weight at end of climb

40,670 Lb.

P. Time required for climb (M-F)

2.0 Min.

Q. Distance required for climb (N-G)

22.6 NM

R. Fuel required for climb (H-O)

1070 Lb.

S. Total time required to accelerate

and climb (I+P)

2.4 Min.

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ORIGINAL

A1-F18EA-NFM-200

T. Total distance required to accelerate

and climb (K+Q)

26.6 NM

U. Total fuel required to accelerate

and climb (J+R)

1330 Lb.

4.7 SINGLE ENGINE RATE OF CLIMB TAKEOFF CONFIGURATION CHARTS

These charts (figures 4-12 and 4-13) provide the single engine rate of climb capability in the field

takeoff (half flaps, gear down) and catapult launch (full flaps, gear down) configurations with

maximum afterburner thrust on the operating engine. Charts are provided for six different external

store loadings: three loadings with full external stores and three loadings with stores jettisoned. Single

engine rate of climb is presented as a function of temperature, gross weight, angle of attack, and

airspeed. Dual engine operational launch endspeeds and dual engine nose and main gear liftoff speeds

are provided for reference on the catapult launch and field takeoff charts, respectively.

4.7.1 Use. Enter the chart representing the applicable air temperature at the desired airspeed and

project vertically upward until intersecting the appropriate gross weight curve. From this intersection,

read the angle of attack required to maintain 1g, unaccelerated flight at this condition and then project

horizontally left to obtain the corresponding single engine rate of climb. For air temperatures between

the values listed at the top of each chart, linear interpolation between the two applicable charts must

be used.

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ORIGINAL

A1-F18EA-NFM-200

4.8 ADJUSTMENT TO SEROC FOR RETRACTING LANDING GEAR CHART

This chart (figure 4-14) provides the effect of raising the landing gear on single engine rate of climb

capability in the catapult launch (full flaps, gear down) and field takeoff (half flaps, gear down)

configurations with maximum afterburner thrust on the operating engine. Gear up single engine rate

of climb is presented as a function of gear down single engine rate of climb and the angle of attack

required to maintain 1g, unaccelerated flight as determined from figure 4-12 and 4-13.

4.8.1 Use. Enter the chart with the gear down single engine rate of climb established using figure 4-14

and project vertically upward to the appropriate angle of attack. From this intersection, project

horizontally left to obtain the corresponding gear up single engine rate of climb.

4.8.2 Sample Problem.

A. Gear down SEROC

2000 FPM

B. 1g trim AOA

6.5°

C. Gear up SEROC

2400 FPM

XI-4-11

ORIGINAL

A1-F18EA-NFM-200

TAKEOFF ALLOWANCES AND

ACCELERATION TO CLIMB SPEED

F414-GE-400

AIRCRAFT CONFIGURATION

REMARKS

VARIOUS DRAG INDEXES

ENGINE(S): (2) F414-GE-400

U.S. STANDARD DAY, 1962

DATE: 29 OCTOBER 1999

FUEL GRADE: JP-5

DATA BASIS: FLIGHT DERIVED

FUEL DENSITY: 6.8 LB/GAL

START E 10 LB /ENG

TAXI AT IDLE E 15 LB /MIN /ENG

ENGINE RUNUP, 30 SEC AT MIL E 90 LB /ENG OR 30 SEC AT MAXE 290 LB/ENG

BRAKE RELEASE TO CLIMB SPEED (NOMINAL VALUES)

MIL TAKEOFF

MAX TAKEOFF

MIL ACCEL TO 350

MIL ACCEL TO MIL

MAX ACCEL TO

KNOTS

CLIMB SPEED

MAX CLIMB SPEED

TIME (MIN)

0.9

1.1

1.0

FUEL (LB)

350

460

870

1300

DIST (NM)

2.3

4.3

4.1

3.3

TIME (MIN)

1.2

1.1

1.0

FUEL (LB)

440

480

870

1350

DIST (NM)

3.5

4.1

3.8

3.4

Figure 4-1. Takeoff Allowances and Acceleration to Climb Speed

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ORIGINAL

A1-F18EA-NFM-200

CLIMB SPEED SCHEDULE

F414-GE-400

MILITARY THRUST

AIRCRAFT CONFIGURATION

REMARKS

VARIOUS DRAG INDEXES

ENGINE(S): (2) F414-GE-400

ALL GROSS WEIGHTS

U.S. STANDARD DAY, 1962

DATE: 29 OCTOBER 1999

FUEL GRADE: JP-5

DATA BASIS: FLIGHT DERIVED

FUEL DENSITY: 6.8 LB/GAL

AIRCRAFT DRAG INDEX

PRESSURE

ALTITUDE

100

125

150

(feet)

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

Sea Level

515

0.78

500

0.76

490

0.74

475

0.72

475

0.72

460

0.70

420

0.63

5000

515

0.84

500

0.82

490

0.80

475

0.78

475

0.78

460

0.75

420

0.69

10,000

478

0.85

478

0.85

466

0.83

460

0.82

460

0.82

449

0.80

420

0.75

15,000

437

0.85

437

0.85

426

0.83

421

0.82

421

0.82

410

0.80

405

0.79

20,000

398

0.85

398

0.85

388

0.83

383

0.82

383

0.82

373

0.80

368

0.79

25,000

361

0.85

361

0.85

351

0.83

347

0.82

347

0.82

338

0.80

333

0.79

30,000

325

0.85

325

0.85

316

0.83

312

0.82

312

0.82

304

0.80

300

0.79

35,000

291

0.85

291

0.85

283

0.83

279

0.82

279

0.82

272

0.80

268

0.79

40,000

259

0.85

259

0.85

252

0.83

249

0.82

249

0.82

242

0.80

239

0.79

AIRCRAFT DRAG INDEX

PRESSURE

ALTITUDE

175

200

225

250

275

300

(feet)

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

Sea Level

400

0.60

380

0.57

360

0.54

330

0.50

300

0.45

300

0.45

5000

400

0.66

380

0.62

360

0.59

330

0.54

300

0.49

300

0.49

10,000

400

0.72

380

0.68

360

0.65

330

0.59

300

0.54

300

0.54

15,000

389

0.76

380

0.74

360

0.71

330

0.65

300

0.59

300

0.59

20,000

353

0.76

353

0.76

353

0.76

330

0.71

300

0.65

300

0.65

25,000

319

0.76

319

0.76

319

0.76

319

0.76

300

0.72

297

0.71

30,000

287

0.76

287

0.76

287

0.76

287

0.76

279

0.74

267

0.71

35,000

257

0.76

257

0.76

257

0.76

257

0.76

250

0.74

239

0.71

40,000

229

0.76

229

0.76

229

0.76

229

0.76

222

0.74

212

0.71

NOTE

FUEL ALLOWANCE FOR TAKEOFF AND ACCELERATION

TO CLIMB SPEED IS 1200 POUNDS, AND IS BASED ON

START, 20 MINUTES AT IDLE, 30 SECONDS RUNUP

AT MIL, AND A MIL POWER TAKEOFF.

Figure 4-2. Military Thrust Climb (Sheet 1 of 6)

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ORIGINAL

A1-F18EA-NFM-200

CLIMB SPEED SCHEDULE

F414-GE-400

MILITARY THRUST

AIRCRAFT CONFIGURATION

REMARKS

VARIOUS DRAG INDEXES

ENGINE: (1) F414-GE-400

ALL GROSS WEIGHTS

U.S. STANDARD DAY, 1962

ONE ENGINE OPERATING

INOPERATIVE ENGINE WINDMILLING

DATE: 29 OCTOBER 1999

FUEL GRADE: JP-5

DATA BASIS: FLIGHT DERIVED

FUEL DENSITY: 6.8 LB/GAL

AIRCRAFT DRAG INDEX

PRESSURE

ALTITUDE

100

(feet)

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

Sea Level

320

0.48

315

0.48

310

0.47

280

0.42

5000

320

0.53

315

0.52

310

0.51

280

0.46

10,000

320

0.58

315

0.57

310

0.56

280

0.51

15,000

320

0.63

315

0.62

310

0.61

280

0.55

20,000

320

0.69

315

0.68

310

0.67

280

0.61

25,000

320

0.76

310

0.74

292

0.70

280

0.67

30,000

304

0.80

279

0.74

263

0.70

263

0.70

35,000

272

0.80

250

0.74

235

0.70

235

0.70

40,000

242

0.80

222

0.74

209

0.70

209

0.70

AIRCRAFT DRAG INDEX

PRESSURE

ALTITUDE

150

200

250

300

(feet)

KCAS

MACH

KCAS

MACH

KCAS

MACH

KCAS

MACH

Sea Level

270

0.41

260

0.39

250

0.38

250

0.38

5000

270

0.45

260

0.43

250

0.41

250

0.41

10,000

270

0.49

260

0.47

250

0.45

250

0.45

15,000

270

0.54

260

0.52

250

0.50

250

0.50

20,000

270

0.59

260

0.57

250

0.55

250

0.55

25,000

270

0.65

260

0.63

250

0.60

250

0.60

30,000

263

0.70

260

0.69

250

0.67

250

0.67

35,000

235

0.70

235

0.70

235

0.70

235

0.70

40,000

209

0.70

209

0.70

209

0.70

209

0.70

NOTE

FUEL ALLOWANCE FOR TAKEOFF AND ACCELERATION

TO CLIMB SPEED IS 1200 POUNDS, AND IS BASED ON

START, 20 MINUTES AT IDLE, 30 SECONDS RUNUP

AT MIL, AND A MIL POWER TAKEOFF.

Figure 4-3. Single Engine Military Thrust Climb (Sheet 1 of 6)

XI-4-19

ORIGINAL

F18. FLIGHT MANUAL (2008) - page 33