Content .. 51 52 53 54 ..

F16C/D. FLIGHT MANUAL (2002) - page 53

T.O. GR1F16CJ1CL2

AR8

OTHER CONSIDERATIONS:

Enter any brute force disconnect as a discrepancy in the

AFTO Form 781. The entry will specify which type of brute force

disconnect occurred.

Following an inadvertent brute force disconnect, air

refueling will be terminated except during fuel emergencies

or when continuation of air refueling is dictated by

operational necessity.

A controlled tension brute force disconnect will be

accomplished only as a last resort, after all other normal and

emergency methods of disconnect have failed.

The receiver pilot must not jerk the boom out with rapid

thrust change toward IDLE or by using speedbrakes; to do so

may cause serious structural damage. Gradual power

reduction will suffice to effect a disconnect.

Fly stabilized at contact altitude until certain the nozzle is

clear of the receptacle and slipway.

Air refueling for the receiver which required controlled

tension disconnect will be terminated except during fuel

emergencies or when continuation of air refueling is dictated

by operational necessity.

AR8

8 3/4 " Page

T.O. GR1F16CJ1CL2

AR9

BRUTE FORCE DISCONNECT

Inadvertent Disconnect

An inadvertent brute force disconnect is defined as any

unplanned disconnect which is the result of one of the

following:

The receiver aircraft moving rapidly to the aft limit,

causing mechanical tanker/receiver separation.

Boom pullout occurs at 38 degrees elevation or below.

Controlled Tension Disconnect

1. Slide out boom with gradual power reduction.

2. When at full boom extension, tension disconnect

will occur with slight power reduction.

AR9

BRUTE FORCE DISCONNECT

T.O. GR1F16CJ1CL2

AR10

NOTES:

AR10

T.O. GR1F16CJ11

9 JUNE 1997

CHANGE 815 JUNE 2003

Supplemental

FLIGHT MANUAL

HAF SERIES AIRCRAFT

F16C/D

BLOCKS 50 AND 52 +

LOCKHEED MARTIN CORPORATION

F3365790C2002

F3365799C0059

Commanders are responsible for bringing this publication to the attention of all Air Force personnel cleared for

operation of subject aircraft.

GR1F-16C-1-0001X

T.O. GR1F16CJ11

T2Change 2

DISCLOSURE STATEMENT

This information is furnished on the conditions that it will not be released to another nation without the

specific authorization of the Department of the Air Force of the United States; it will be used for military

purposes only; the recipient will report promptly to the United States any known or suspected compromise;

and the information will be provided substantially the same degree of security afforded it by the Department

of Defense of the United States. Also, regardless of any other markings on the document, it will not be

downgraded or declassified without the written approval of the originating US agency. Any request for this

document should be referred to OOALC/YPXG, 6089 Wardleigh Road, Hill AFB, UT 840565838.

SUPPLEMENTAL NOTICE

This manual is incomplete without T.O. GR1F16CJ1.

SUPERSEDURE NOTICE

See Technical Order Index, T.O. GR0171, for current status of Flight Manuals, Safety Supplements, Opera

tional Supplements, and Flight Crew Checklists.

LIST OF EFFECTIVE PAGES

NOTE:Changes to the current issue are indicated by a vertical line in the outer margins of the page.

T.O. GR1F16CJ11

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

Change 8A

HAF

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B119

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B120

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B121

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B122

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B123

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B124

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B21

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B22

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B23

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B24

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B25

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B26

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LIST OF EFFECTIVE PAGES (Cont)

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INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

* Zero in this column indicates an original page.

Change 8C

B27

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B28

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B29

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B210

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B211

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B212

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B213

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B214

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B215

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B216

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B217

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B218

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B219

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B220

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B221

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B222

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B223

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B224

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B225

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B226

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B227

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B228

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B229

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B230

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B231

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B232 Blank

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B31

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B32

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B33

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B34

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B35

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B36

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B37

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B38

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B39

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B310

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B41

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B42

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B43

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B44

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B45

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B46

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B47

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B48

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B49

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B410

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B411

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B412

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B413

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B414

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B415

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B416

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B417

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B418

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B419

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B420

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B421

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B422

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B423

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B424

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B425

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B426

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B427

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B428

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B429

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B430

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B431

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B432

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B433

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B434

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B435

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B436

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B437

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B438

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B439

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B440

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B441

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B442

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B443

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B444

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B445

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B446

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B447

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B448

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B449

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B450

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B451

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B452

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B453

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B454

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B455

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B456

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B457

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B458

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B459

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B460

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B461

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B462

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B463

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B464 Blank

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B51/B61

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B62

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B63

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B64

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B65

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B66

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B71

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B72

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B73

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B74

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B75

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B76

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B77

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B78

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B79

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B710 Blank

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B81

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B82

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B83

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B84

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B85

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B86

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B87

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B88

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B89

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B810

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B811

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B812

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B813

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B814

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B815

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B816

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B817

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B818

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B819

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B820

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B821

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B822

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B823

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B824

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B825

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B826

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B827

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B828

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B829

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B830

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B831

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B832

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B833

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B834

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B835

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B836

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B837

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B838

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B839

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B840

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B841

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B842

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B843

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B844

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B845

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B846

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B847

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B848

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B849

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LIST OF EFFECTIVE PAGES (Cont)

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*Change

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*Change

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*Change

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INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

T.O. GR1F16CJ11

* Zero in this column indicates an original page.

DChange 8

B850

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B851

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B852

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B853

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B854

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B855

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B856

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B857

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B858

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B859

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B860

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B861

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B862

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B863

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B864

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B865

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B866

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B867

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B868

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B869

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B870

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B871

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B872

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B873

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B874

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B875

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B876

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B877

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B878

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B879

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B880

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B881

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B882

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B883

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B884

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B91

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B92 Blank

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B93 Deleted

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B94 Deleted

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B95 Deleted

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B96 Deleted

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B97 Deleted

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B98 Deleted

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B99 Deleted

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B910 Deleted

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B911 Deleted

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B912 Deleted

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B913 Deleted

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B914 Deleted

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B915 Deleted

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B916 Deleted

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B917 Deleted

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B918 Deleted

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C11

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C12

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C13

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C14

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C15

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C16

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C17

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C18

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C19

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C110

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C111

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C112

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C113

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C114

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C115

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C116

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C117

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C118

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C119

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C120

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C121

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C122

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C123

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C124

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C21

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C22

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C23

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C24

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C25

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C26

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C27

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C28

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C29

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C210

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C211

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C212

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C213

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C214

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C215

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C216

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C217

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C218

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C219

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C220

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C221

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C222

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C223

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C224

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C225

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C226

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C227

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C228

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C229

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C230

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C231

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C232 Blank

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C31

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C32

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C33

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C34

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C35

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C36

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C37

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C38

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C39

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C310

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C41

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C42

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C43

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C44

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C45

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C46

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C47

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C48

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C49

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C410

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C411

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C412

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C413

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C414

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C415

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C416

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C417

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C418

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C419

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C420

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T.O. GR1F16CJ11

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

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T.O. GR1F16CJ11

Change 7i

TABLE OF CONTENTS

SECTION I

Description and Operation

T.O. GR1F16CJ1

SECTION II

Normal Procedures

T.O. GR1F16CJ1

SECTION III

Emergency Procedures

T.O. GR1F16CJ1

SECTION IV

Crew Duties

T.O. GR1F16CJ1

SECTION V

Operating Limitations

T.O. GR1F16CJ1

SECTION V

Operating Limitations (Stores)

T.O. GR1F16CJ12

SECTION VI

Flight Characteristics

T.O. GR1F16CJ1

SECTION VII

Adverse Weather Operation

T.O. GR1F16CJ1

GLOSSARY

Standard and Nonstandard Abbreviations

T.O. GR1F16CJ1

APPENDIX A

Performance Data-F100PW229

A11

APPENDIX B

Performance Data-F110GE129

B11

APPENDIX C

Performance Data-F100PW229/CFT

C11

T.O. GR1F16CJ11

iiChange 2

AIRCRAFT AND COCKPIT DESIGNA

TION CODES

System and/or component effectivity for a particular

aircraft version/cockpit is denoted by a letter code

enclosed in a box located in the text or on an illustra

tion. The symbols and designations are as follows:

No code-F16C and F16D aircraft

F16C aircraft

F16D aircraft

F16D aircraft, forward cockpit

F16D aircraft, rear cockpit

BLOCK DESIGNATION CODES/SERIAL

NUMBER/TAIL NUMBER CROSSREF

ERENCE

Refer to T.O. GR1F16CJ1 for a complete block desig

nation codes/serial number/tail number crossrefer

ence listing.

PILOT'S RESPONSIBILITY - TO LET US

KNOW

Every effort is made to keep the flight manual cur

rent. Review conferences with operating personnel

and a constant review of safety investigation and

flight test reports assure inclusion of the latest data

in the manual. Comments, corrections, and questions

regarding this manual or any phase of the flight

manual program are welcomed. These should be

forwarded on AF Form 847 in accordance with AFI

11215 through command headquarters to OOALC/

YPVT, 6080 Gum Lane, Hill AFB, UT 840565825.

PUBLICATION DATE

The date appearing on the title page represents the

currency of material contained herein.

AIRCRAFT MODIFICATION/RETROFIT

INFORMATION

Refer to T.O. GR1F16CJ1 for a complete T.O./ECP

listing.

GLOSSARY

Refer to T.O. GR1F16CJ1 for standard and nonstan

dard abbreviations, terms, and symbols.

T.O. GR1F16CJ11

Change 7A11

APPENDIX A

F100PW229

PERFORMANCE DATA

Part 1-Introduction

A11

. . . . . . . . . . . . . . . . . . . . . . .

Part 2-Takeoff

A21

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 3-Climb

A31

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 4-Cruise

A41

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 5-Endurance

A51

. . . . . . . . . . . . . . . . . . . . . . . .

Part 6-Descent

A61

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 7-Landing

A71

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 8-Combat

A81

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 9-Mission Planning

A91

. . . . . . . . . . . . . . . . . .

PART 1-INTRODUCTION

TABLE OF CONTENTS

Page

Introduction

A11

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Drag Index and Configuration

Weight

A12

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Position Error Correction

A13

. . . . . . . . . . . . . . . . . .

Airspeed Conversion

A14

. . . . . . . . . . . . . . . . . . . . . .

Compressibility Correction to

Airspeed

A14

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Miscellaneous Charts

A14

. . . . . . . . . . . . . . . . . . . . .

Angle of Attack (AOA)

A14

. . . . . . . . . . . . . . . . . . . .

Available Load Factor

A15

. . . . . . . . . . . . . . . . . . . . .

Turn Conversion

A15

. . . . . . . . . . . . . . . . . . . . . . . . .

Ground Vehicle Friction

ReadingToRCR Conversion

A15

. . . . . . . . . . . .

LIST OF CHARTS

Figure

Page

Drag Indexes and Weights-

Basic Aircraft

A11

A16

. . . . . . . . . . .

. . . .

Drag Indexes and Weights

Suspension Equipment

A11

A17

. . .

. . . .

Drag Indexes and Weights-

Individual Stores

A11

A18

. . . . . . . .

. . . .

Position Error Correction-

Airspeed and Altitude

A12

A113

. . .

. . . .

Position Error Correction-

Mach Number

A12

A114

. . . . . . . . . .

. . . .

Airspeed Conversion

A13

A115

. . . . . . .

. . . .

Compressibility Correction

to Airspeed

A14

A117

. . . . . . . . . . . . .

. . . .

Figure

Page

Standard Atmosphere

A15

A118

. . . . . .

. . . .

Temperature Correction

for Compressibility

A16

A120

. . . . . .

. . . .

Angle of Attack

A17

A121

. . . . . . . . . . . .

. . . .

Available Load Factor

A18

A122

. . . . . .

. . . .

Turn Conversion

A19

A123

. . . . . . . . . .

. . . .

Ground Vehicle Friction

ReadingToRCR

Conversion

A110

A124

. . . . . . . . . . . . .

. . . .

INTRODUCTION

The data presented in the charts is applicable to air

craft equipped with an F100PW229 engine. All per

formance data is based on use of all approved fuels.

The data covers a flight spectrum ranging from sea

level to approximately 60,000 feet and 02.0 mach.

No conservative factors are used in any of the fuel

consumption data presented herein. The appendix is

divided into nine parts with performance data pres

ented in an appropriate order for flight planning.

The usage of the material requires that (except Part

9) all the text be presented first followed by all the

charts. Because of the large number of stores and

stores loading combinations the aircraft is capable of

carrying, most charts are presented in a drag index

format. All charts are based on F16 test data, except

the Refusal Speed charts in Part 2 and all charts in

Part 7. These exceptions are based on predicted

brake performance.

T.O. GR1F16CJ11

A12Change 8

NOTE

Limiting conditions relative to altitude,

airspeed, stores, gross weight, etc., are

presented in Section V and should be

checked prior to selecting mission

conditions. Some charts may present

data for more than permissible maxi

mun weight per Section V. Such weight

presentation does not have precedence

over the limits of Section V. All data is

based on the (1962) U.S. standard

atmosphere and the (1966) U.S. stand

ard atmosphere supplements. Pressure

altitude and true mach are used for all

data unless specified otherwise.

DRAG INDEX AND CONFIGURATION

WEIGHT

Drag index is a numerical factor which provides a

means for quantifying the effects on aircraft perform

ance of adding stores to the basic aircraft. The drag

index system provides accurate corrections for store

effects at all subsonic speeds (less than 1.0 mach). At

supersonic speeds (greater than 1.0 mach), the size

and shape of the store(s) affect drag to a significant

degree, and a single value of drag index can no longer

exactly represent all stores and combinations at these

speeds. Therefore, it should be noted that actual

supersonic performance may vary from that pre

dicted by the performance charts.

Configuration weight is intended to facilitate mission

planning by precomputing the weight of a configura

tion which is to be added to the aircraft operating

weight to obtain aircraft start engine weight. Config

uration weight is the weight of the complete configu

ration which is uploaded to the basic aircraft. The

configuration weight includes the weight of all the

stores (missiles, bombs, pods, etc.), suspension equip

ment, full external fuel tanks (if used), and ECM pod

(if used).

The drag index and configuration weight of autho

rized takeoff store loadings are presented in T.O.

GR1F16CJ12, STORES LIMITATIONS.

The drag indexes and weights of specific stores and

suspension equipment items are given in figure A11.

If the drag index and configuration weight for a spe

cific loading are not presented in T.O.

GR1F16CJ12, STORES LIMITATIONS (i.e., nor

mal downloads), figure A11 may be used to deter

mine drag index and configuration weight.

NOTE

The drag index for a specific loading

accounts for the combined effects of the

stores on drag and therefore may vary

slightly from the drag index computed

using figure A11.

Configuration weight for a specific

loading may vary slightly from the

weight computed using figure A11

due to rounding.

Aircraft start engine weight is determined by adding

aircraft operating weight, internal usable fuel, and, if

installed, ammunition, chaff/flares, and configuration

weight. All these weights are given in figure A11.

The aircraft operating weight given is an approxi

mate value and includes pilot (

2 ), oil, oxygen,

unusable fuel, and tip missile launchers. For weight

and balance information, refer to the individual air

craft Form F (DD Form 3654) and the Weight and

Balance Handbook. An example of the determination

of the drag index, configuration weight, and aircraft

start engine weight is provided in the sample problem

which follows.

REFER TO FIGURE A11.

Assume a loading of four AIM9L missiles on

LAU129/A launchers, two MK 84 bombs, and two

370gallon fuel tanks. The drag index and configura

tion weight for this loading from T.O. GR1F16CJ12,

STORES LIMITATIONS, are 152 and 11,777 pounds,

respectively.

For this example, drag index and configuration

weight are computed as follows:

STA 1 and 9 (2 AIM9L missiles on LAU129/A

launchers)

The basic aircraft drag index includes tip missiles

on 16S210 missile launchers. The drag index is 1

for a tip missile on a LAU129/A missile launcher

and the weight of an AIM9L is 195 pounds.

For two AIM9L's on LAU129/A launchers:

Drag index = 2

1 = 2

Weight= 2

195 = 390 pounds

T.O. GR1F16CJ11

Change 7A13

STA 2 and 8 (AIM9L missiles on LAU129/A launch

ers + adapters)

One AIM9L has a drag index of 5 and weighs 195

pounds. The drag index of a LAU129/A launcher

with adapter is 6 and the weight is 113 pounds.

Since AIM9L's are carried at stations 2 and 8,

multiply each drag index and weight by 2 and

sum the results.

For two AIM9L's and LAU129/A launchers with

adapters:

Drag index = (2

5) + (2

= 22

Weight

= (2

195) + (2

113) = 616

pounds

STA 3 and 7 (MK 84 on wing weapon pylon)

The drag index of one MK 84 bomb is 9 and the

bomb weight is 1970 pounds. The drag index of a

pylon with MAU12C/A, D/A rack at station 3 or

7 is 15 and the weight is 289 pounds. Since two

MK 84 bombs are to be carried on pylons, multiply

each drag index and weight by 2 and sum the

results.

For two MK 84's on wing weapon pylons:

Drag index =(2

9) + (2

15)

= 48

Weight

=(2

1970) + (2

281) = 4502

pounds

STA 4 and 6 (370gallon fuel tanks)

In a similar manner, find that the drag index of

one 370gallon fuel tank, mounted on station 4 or

6 with single stores at 3 or 7, is 35 and its weight

is 531 pounds (empty) or 3047 pounds (full). Note

that no rack is required to install the tank on the

wing.

For two tanks:

Drag index = 2

= 70

Weight

= 2

3047

= 6094

pounds

(full)

The total store loading drag index and configuration

weight can now be determined by summing the indi

vidual store station values.

Drag Index

Configuration

Weight

STA 1 and 9

390

STA 2 and 8

616

STA 3 and 7

4,502

STA 4 and 6

6,094

Total

142

11,602

pounds

Using these values plus the basic aircraft drag index

and weights, the drag index and start engine weight

can be determined:

Drag Index

Basic aircraft drag index

Store loading drag index

= 142

Drag index total

= 149

Start Engine Weight

Aircraft operating weight

= 20,168

Internal usable fuel (JP8)

= 7,116

Ammunition (full drum)

=287

Chaff/flares (not loaded)

= 0

Configuration weight

=11,602

Total start engine weight

= 39,173

pounds

NOTE

Assumed values for basic aircraft

operating weight and drag index are

used in the sample problems through

out this appendix in order to eliminate

reworking the problems whenever the

basic operating weight or drag index

changes due to modifications. The

sample problems are aids in using the

appendix and are not necessarily

applicable to specific configurations.

POSITION ERROR CORRECTION

A single nosemounted pitotstatic probe supplies

static and total pressure information to the CADC,

altimeter, and airspeed indicator. The CADC com

putes calibrated airspeed, true airspeed, true mach,

and calibrated altitude and provides the required

signals to drive the airspeed and altitude indications

on the HUD.

T.O. GR1F16CJ11

A14Change 7

The CADC provides corrected (calibrated) altitude

signals to the altimeter when the altimeter is in

ELECT. When the altimeter is in PNEU, it displays

indicated (not corrected for position error) altitude.

The airspeed indicator always displays indicated air

speed and mach number. Position error corrections

are shown in figure A12.

REFER TO FIGURE A12.

Enter Position Error Correction-Airspeed and

Altitude chart with desired calibrated airspeed (A),

proceed vertically to desired pressure altitude lines

(B), then proceed horizontally to read altitude

correction (C) and airspeed correction (D). Subtract

the corrections from the desired conditions to obtain

indication reading. Mach position error corrections

may be found in a similar manner.

SAMPLE PROBLEM.

A. KCAS

= 380

B. Pressure altitude

= 30,000 feet

C. Altitude correction = 175 feet

Altimeter reading

= 30,000-175 =

29,825 feet

D. Airspeed correction = 1.5 knots

Airspeed indicator

reading

= 380-1.5 = 378.5

knots

AIRSPEED CONVERSION

Curves shown in figure A13 are presented as an aid

for conversion between calibrated airspeed, true air

speed, and mach number. Fahrenheit/Centigrade

temperature conversion is also shown.

REFER TO FIGURE A13.

To obtain mach numbers, enter Airspeed Conversion

chart with calibrated airspeed (A). Proceed vertically

to altitude (B) and horizontally left to read mach

number (C).

To obtain KTAS, enter Airspeed Conversion chart

with calibrated airspeed (A). Proceed vertically to

altitude (B), then horizontally left to temperature (D),

and then vertically upward or downward, as applica

ble, to read KTAS (E).

SAMPLE PROBLEM.

A. KCAS

= 225

B. Altitude

= 40,000 feet

C. Mach number

= 0.75

D. Temperature

= -40

E. KTAS

= 446

COMPRESSIBILITY CORRECTION

TO AIRSPEED

Figure A14 is provided as an aid to converting cali

brated airspeed into equivalent airspeed.

REFER TO FIGURE A14.

Enter Compressibility Correction to Airspeed chart

with calibrated airspeed (A), proceed vertically up

ward to altitude (B) and proceed horizontally left to

read compressibility correction (C). Note that the

chart can also be entered at (B) with mach and alti

tude. Subtract the compressibility correction from

calibrated airspeed to obtain equivalent airspeed.

SAMPLE PROBLEM.

A. KCAS

= 300

B. Altitude

= 30,000 feet

C. Compressibility

correction

= 15 knots

KEAS

= 300-15 = 285

MISCELLANEOUS CHARTS

STANDARD ATMOSPHERE, figure A15, and TEM

PERATURE CORRECTION FOR COMPRESSIBIL

ITY, figure A16, are included for information. No

samples are provided for these charts since they are

selfexplanatory.

ANGLE OF ATTACK (AOA)

AOA data is provided in figure A17 for information.

AOA data for altitudes from sea level to 60,000 feet

and from 0.31.2 mach is shown.

REFER TO FIGURE A17.

Enter AOA chart with GW (A), proceed horizontally

to altitude (B), vertically down to mach number (C),

and horizontally left to read AOA (D).

SAMPLE PROBLEM.

A. GW

= 33,000 pounds

B. Altitude

= 30,000 feet

C. Mach number

= 0.80

D. AOA

= 4.6 degrees

Content .. 51 52 53 54 ..

F16C/D. FLIGHT MANUAL (2002) - page 53

F16C/D. FLIGHT MANUAL (2002) - page 53