Content .. 53 54 55 56 ..

F16C/D. FLIGHT MANUAL (2002) - page 55

T.O. GR1F16CJ11

Change 7A121

1F-16X-1-1-0008A

Angle of Attack

DATA BASIS FLIGHT TEST

LG UP

ALL DRAG INDEXES

1G LEVEL FLIGHT

NO THRUST EFFECTS INCLUDED

CONFIGURATION:

CONDITIONS:

AOA DEGREES

GW 1000 POUNDS

Figure A17.

T.O. GR1F16CJ11

A122Change 7

1F-16CJ-1-1-1009A

0.4

0.8

1.2

AILABLE LOAD F

ACTOR G

GW 1000 LB

BASELINE

1.6

2.0

MACH NUMBER

AILABLE LOAD F

ACTOR G

GW 1000 LB

BASELINE

0.0

0.4

0.8

1.2

1.6

2.0

0.0

CAT III

CAT I

MACH NUMBER

Available Load Factor

DATA BASIS FLIGHT TEST

ALL DRAG INDEXES

LG UP

ENGINE F100-PW-229

CONDITIONS:

CONFIGURATION:

NOTES:

ALL TEMPERATURES
ALL THROTTLE SETTINGS

REFER TO SECTION V FOR G LIMITATIONS.

KCAS ON 9.0G LIMITER IS INACCURATE. (REFER TO FIGURE A1-3.)

2.4

Figure A18.

TURN RADIUS 1000 FEET

LOAD F

ACTOR G

1F-16X-1-1-0009A

BANK ANGLE DEGREES

TURN RATE DEGREES/SECOND

Turn Conversion

. GR1F

16CJ

Change 7A123

Figure A19.

T.O. GR1F16CJ11

A124Change 7

1F-16X-1-1-0001X

0.80

0.70

0.60

0.50

0.40

0.30

0.20

0.10

MEDIUM

MEDIUM TO POOR

GROUND

VEHICLE

FRICTION

READING

RCR/

BRAKING

ACTION

LEVEL

Ground Vehicle Friction Reading-To-RCR

Conversion

NOTES:

IN MANY AREAS, GROUND VEHICLE FRICTION READING IS THE ONLY AVAILABLE MEASURE

FOR RUNWAY BRAKING ACTION.
NORMALLY THE GROUND VEHICLE FRICTION READING, ALSO REFERRED TO AS BRAKING

ACTION COEFFICIENT, IS GIVEN AS WHOLE NUMBERS, NOT AS DECIMALS (I.E., 40 INSTEAD

OF 0.40).

MEDIUM TO GOOD

POOR

GOOD

Figure A110.

T.O. GR1F16CJ11

Change 7A21

PART 2 - TAKEOFF

TABLE OF CONTENTS

Page

Takeoff Data

A21

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

Definitions of Terms

A21

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

Data Basis for Charts

A22

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

Takeoff Planning

A22

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

Takeoff Factor

A22

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

Takeoff Speed

A23

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

Takeoff Distance

A23

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

Acceleration Check Speed

A24

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

Refusal Speed

A24

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

Minimum AB Blowout Speed

A24

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

Takeoff Roll Trim With

Asymmetric Stores

A25

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

Takeoff and Landing Crosswind

Limits

A25

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

Brake Energy Limits-Maximum

Effort Braking

A25

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

LIST OF CHARTS

Figure

Page

Takeoff Factor

A21

A27

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

. . . .

Takeoff Speed

A22

A28

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

. . . .

Takeoff Distance

A23

A29

. . . . . . . . . .

. . . .

Acceleration Check

Speed

A24

A210

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

. . . .

Refusal Speed (NonAB)

A25

A211

. . . .

Refusal Speed (AB)

A26

A214

. . . . . . . .

. . . .

Refusal Speed With Drag

Chute (NonAB)

A27

A217

. . . . . . . . . . .

. . . .

Refusal Speed With Drag

Chute (AB)

A28

A221

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

. . . .

Minimum AB Blowout

Speed

A29

A225

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

. . . .

Takeoff Roll Trim With

Asymmetric Stores

A210

A226

. . . . . .

. . . .

Takeoff and Landing Cross

wind Limits

A211

A227

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

. . . .

Brake Energy Limits-Max

Effort Braking

A212

A228

. . . . . . . . . .

. . . .

Safe Tire Bead Temperature-

For Quick Turnaround

A213

A231

. . .

. . . .

TAKEOFF DATA

All data needed for takeoff planning is presented in

this section. Takeoff data is presented for MIL and

MAX AB throttle settings. For the purpose of Part 2,

MIL thrust is called nonAB and MAX AB thrust is

called AB. All data is based on normal flap positions

(LEF's are at - 2 degrees and TEF's are at 20 degrees

down while weight is on the MLG). Rotation speed,

takeoff speed, ground run distance, acceleration

check speed, maximum refusal speed, and crosswind

data may be determined from these charts. Effects of

wind, temperature, pressure altitude, runway slope

and length, drag index, and RCR are included on

appropriate charts.

DEFINITIONS OF TERMS

Takeoff factor - A computed number which is a func

tion of engine thrust, temperature, and altitude. It is

used as a control parameter for most charts in this

section.

Rotation speed - Airspeed at which rotation to liftoff

attitude should be started.

Takeoff speed - Airspeed at which the main tires

leave the ground.

Takeoff ground run distance (also takeoff distance) -

Ground run in feet from brake release to takeoff

speed.

Refusal speed - Maximum airspeed that can be

attained and still stop on remaining runway should

takeoff be aborted.

Minimum AB blowout speed - Minimum airspeed at

which an AB blowout can occur and still reach takeoff

speed within the remaining runway length using

nonAB thrust.

Runway slope - Change in runway elevation divided

by runway length multiplied by 100 (expressed in per

cent uphill or downhill).

Aerodynamic braking (threepoint attitude) - Use of

fully opened speedbrakes and maximum horizontal

tail deflection (without raising nose tire from runway)

to increase deceleration. (Data base for aborted take

off.)

Maximum effort braking - A single continuous wheel

brake application using maximum pedal pressure

consistent with maintaining directional control (anti

skid on) in conjunction with aerodynamic braking

and drag chute.

T.O. GR1F16CJ11

A22Change 7

DATA BASIS FOR CHARTS

Estimated aerodynamic and propulsion data based

on wind tunnel and flight test results was used to gen

erate the information presented in this section.

Changes in LEF's positions and engine bleed require

ments for weight on or off LG have been accounted for,

as appropriate. Assumptions and approximations

made during the construction of each chart are dis

cussed along with the chart.

TAKEOFF PLANNING

Careful takeoff planning is essential from a stand

point of flight safety and mission success. Proper

planning will permit maximum use of the capability

of the aircraft to take off with heavy payloads while

maintaining adequate safety margins. Takeoff plan

ning comprises the following:

Determine aircraft configuration (total air

craft takeoff GW and drag index).

Obtain runway conditions for expected takeoff

time (pressure altitude, temperature, windspeed,

wind direction, length, slope, etc.).

Compute appropriate data.

This information will permit decisions to be made

regarding downloading or continuing or aborting

takeoff in the event of an emergency. Each chart is

discussed in detail in the following paragraphs. An

example takeoff planning problem is worked in con

junction with the discussion. The following typical

aircraft and field information is normally obtained

before using the charts:

Takeoff GW (air

craft operating

weight plus fuel,

ammo, and stores)

= 33,000 pounds (Allow for

ground operation fuel con

sumption; refer to Part 3)

(Normal taxi operations

require approximately 25

pounds of fuel per minute)

Stores loading

= Two AIM9L missiles at

stations 1 and 9, two MK 84

bombs at stations 3 and 7,

two 370gallon fuel tanks

at stations 4 and 6

Takeoff CG

= Refer to Weight and Bal

ance Form F (DD Form

3654)

Drag index

= Refer to T.O.

GR1F16CJ12, STORES

LIMITATIONS

Runway pressure

altitude

= 2000 feet

Runway

temperature

= 42

Runway length

= 6000 feet (available length)

Runway conditions = Dry concrete (RCR = 23)

Runway slope

= 1 percent (uphill)

Runway wind

= 10 knots (headwind)

TAKEOFF FACTOR

The takeoff factor concept of presenting takeoff per

formance is used to simplify chart presentations. The

takeoff factor is a computed number and is common

to all charts for a given thrust setting, pressure alti

tude, and temperature.

REFER TO FIGURE A21.

Enter the chart with runway temperature (A). Pro

ceed horizontally to pressure altitude (B) and then

vertically down to read MIL takeoff factor (C) or MAX

AB takeoff factor (D).

SAMPLE PROBLEM.

A. Runway temperature

= 42

B. Pressure altitude

= 2000 feet

C. MIL takeoff factor

= 2.54

D. MAX AB takeoff factor = 1.44

T.O. GR1F16CJ11

Change 7A23

TAKEOFF SPEED

Takeoff and rotation speeds are obtained from figure

A22.

REFER TO FIGURE A22.

Enter chart with takeoff GW (A), proceed vertically

to takeoff speed line (B), and proceed horizontally

left to takeoff speed (C) for 35 percent CG. Then com

pute takeoff and rotation speeds for the actual take

off CG. Next, enter inset at ambient temperature (F),

proceed vertically to altitude (G), and then proceed

horizontally left to maximum allowable takeoff GW

(H).

SAMPLE PROBLEM.

A. GW

= 33,000 pounds

B. CG

= 37.0 percent

C. Takeoff speed at 35.0

percent CG

= 170 KIAS

D. Takeoff speed at 37.0

percent CG:

170 - (0.8

2.0)

= 168 KIAS

E. Rotation speed:

NonAB

= 158 KIAS

= 153 KIAS

Rotation to 8 degrees pitch angle for liftoff increases

takeoff speed 8 percent.

D. Takeoff speed at 37.0

percent CG:

168

1.08

= 181 KIAS

E. Rotation speed:

NonAB

= 171 KIAS

= 166 KIAS

F. Ambient temperature

= 40

G. Altitude

= 4000 feet

H. Maximum allowable

takeoff GW

= 44,900 pounds

The takeoff GW is within the maximum allowable

takeoff GW limit.

For a takeoff GW of 47,000 pounds:

I. GW

= 47,000 pounds

J. Takeoff speed

= 206 KIAS

F. Ambient temperature

= 40

G. Altitude

= 4000 Feet

H. Maximum allowable

takeoff GW

= 44,900 pounds

The takeoff GW is greater than the maximum allow

able takeoff GW; therefore, the MLG tire limit speed

is exceeded.

For takeoff speed corrections with roll trim other than

zero, refer to TAKEOFF ROLL TRIM WITH ASYM

METRIC STORES, this part.

TAKEOFF DISTANCE

Distance from brake release to takeoff speed may be

determined from figure A23. Because the brakes

cannot hold the aircraft when takeoff thrust is

applied, takeoff thrust should be selected as quickly

as practical after brake release. Thrust buildup to

takeoff thrust is considered in the takeoff distance.

Effects of GW, CG, drag index, wind, and runway

slope are given on the chart.

REFER TO FIGURE A23.

Enter the chart with takeoff factor (A), proceed hori

zontally to GW (B), then vertically down to CG base

line, and follow guideline to CG (C). Proceed down

ward to drag index baseline and parallel guidelines to

drag index (D). Proceed downward to slope baseline

and parallel guideline to slope (E); continue to wind

baseline, again parallel guidelines to wind (F), and

finally proceed down to read takeoff distance (G).

SAMPLE PROBLEM.

A. NonAB takeoff factor

= 2.54

B. GW

= 33,000 pounds

C. CG

= 35.5 percent

D. Drag index

= 150

E. Slope

= 1 percent (uphill)

F. Wind

= 10 knots

(headwind)

G. Takeoff distance

= 4950 feet

Using an AB takeoff factor of 1.44, takeoff distance is

2664 feet.

Rotation to 8 degrees pitch angle for liftoff increases

takeoff distance 18 percent.

G. Takeoff distance:

NonAB 4950

1.18 = 5841 feet

AB 2664

1.18

= 3144 feet

Because of the short runway (6000 feet) and high GW

combination, MAX AB should be used.

T.O. GR1F16CJ11

A24Change 7

ACCELERATION CHECK SPEED

Airspeed during takeoff ground roll is presented in

figure A24. Airspeed from start of takeoff roll or

between any two points during takeoff roll can be

checked. Takeoff thrust should be selected as quickly

as practical after brake release in order to minimize

distance covered during engine acceleration. Reliable

HUD airspeed indications should begin at about 50

knots.

REFER TO FIGURE A24.

Enter chart with takeoff factor (A), proceed horizon

tally to the right to a distance line (B), down to the GW

baseline and parallel the nearest weight guideline to

GW (C), down to drag index baseline and parallel the

nearest guideline to drag index (D), down to wind

baseline and parallel nearest guideline to wind (E),

down to slope baseline and parallel nearest guideline

to slope (F), and finally down to read acceleration

check speed (G).

SAMPLE PROBLEM.

A. Takeoff factor (AB)

= 1.91

B. Distance from brake

release

= 1500 feet

C. GW

= 33,000 pounds

D. Drag index

= 150

E. Wind

= 10 knots

(headwind)

F. Slope

= 1 percent (uphill)

G. Acceleration check

speed

= 126 KIAS

REFUSAL SPEED

Runway conditions have a significant effect on stop

ping performance. Runway conditions are shown on

the chart by representative values of RCR. Refusal

speed for dry runway conditions, dry concrete (RCR

= 23) and dry (RCR = 16) is presented in figures A25

and A26, sheet 1. Refusal speed for wet runway

conditions, wet concrete (RCR = 18) and wet (RCR =

12) is presented in figures A25 and A26,

sheet 2

Refusal speed for loose snow (RCR = 8) and smooth ice

(RCR = 4) is presented in figures A25 and A26,

sheet

. Data for measured RCR not provided on the charts

can be obtained by interpolation. For wet runways,

interpolate between wet concrete (RCR = 18) and wet

(RCR = 12). For runways with no liquid water pres

ent, interpolate between dry concrete (RCR = 23), dry

(RCR = 16), snow (RCR = 8), and icy (RCR = 4). If RCR

is unknown and runway is wet, use (RCR = 18) for wet

concrete and (RCR = 12) for wet asphalt. The wet run

way effects only consider the effects of incipient

hydroplaning. Actual hydroplaning effects are not

shown. Effects of runway length, wind, and slope are

also shown. Drag index effects are negligible. Certain

heavy GW/low RCR combinations can result in the

refusal speed for a heavy GW aircraft being higher

than the refusal speed for a light GW aircraft. Three

point aerodynamic braking is used until airspeed is

reduced to maximum brake application speed.

Refusal speeds with drag chute are presented in

figures A27 and A28 for dry concrete runways.

The drag chute is deployed at refusal speed. Refer

to Section V for limits.

REFER TO FIGURE A26.

Enter appropriate chart with takeoff factor (A), pro

ceed horizontally left to GW (B) and then vertically up

to runway length (C). From there, proceed horizon

tally right to wind baseline and parallel nearest

guideline to wind (D), and then horizontally right to

slope baseline and parallel nearest guideline to slope

(E). Finally, proceed horizontally right to read refusal

speed (dry runway RCR = 23) (F).

SAMPLE PROBLEM.

A. Takeoff factor (AB)

= 1.91

B. GW

= 33,000 pounds

C. Available runway

length

= 6000 feet

D. Wind

= 10 knots

(headwind)

E. Slope

= 1 percent (uphill)

F. Refusal speed (dry run

way)

= 149.5 KIAS

NOTE

Maximum effort braking should be

applied when airspeed is below the

maximum brake application speed

obtained from figure A212.

MINIMUM AB BLOWOUT SPEED

An AB takeoff can be safely continued after an AB

blowout only if minimum AB blowout speed is

attained prior to the blowout. If the engine instru

ments indicate normal nonAB operation after the

blowout at minimum AB blowout speed, the takeoff

can be continued and takeoff speed attained within

the remaining runway length. Figure A29 contains

data needed to determine minimum AB blowout

speed.

T.O. GR1F16CJ11

Change 7A25

REFER TO FIGURE A29.

Enter chart with MAX AB takeoff factor (A), proceed

to the right to GW (B), then down to drag baseline and

follow guidelines to drag index (C), down to wind

baseline and follow guidelines to wind (D), and down

to slope baseline and follow guidelines to slope (E).

From (E), proceed down to runway length baseline,

follow guidelines to runway length (F), and then pro

ceed to the left to GW baseline. Follow guidelines to

GW and finally to the left to read minimum MAX AB

blowout speed (G).

SAMPLE PROBLEM.

A. MAX AB takeoff

factor

= 1.91

B. GW

= 33,000 pounds

C. Drag index

= 150

D. Wind

= 10 knots

(headwind)

E. Slope

= 1 percent (uphill)

F. Available runway

length

= 4000 feet

G. Minimum MAX AB

blowout speed

= 103 KIAS

If an AB blowout occurs before reaching minimum AB

blowout speed, takeoff cannot be continued.

TAKEOFF ROLL TRIM WITH

ASYMMETRIC STORES

Roll trim should be set prior to takeoff with asymmet

ric stores to prevent wing drop. A roll trim input will

cause one TEF to be less than full down; therefore,

takeoff speed should be increased by 2 knots for each

dot of roll trim applied in order to compensate for

reduced lift. Takeoff distance increases proportion

ately to the speed increase. The roll trim required for

various combinations of takeoff speed and store

asymmetry is shown in figure A210.

NOTE

It is possible to exceed the lateral trim

authority of the aircraft for an onspeed

takeoff with a net asymmetric (rolling)

moment less than aircraft takeoff

limits.

REFER TO FIGURE A210.

Enter chart with corrected takeoff speed (A), proceed

upward to asymmetric store weight (B) and horizon

tally to the store station baseline, and follow the

guidelines to the store station at which the asymmet

ric load is present (C). From (C), proceed horizontally

to read dots of roll trim required at (D).

SAMPLE PROBLEM.

A. Corrected takeoff

speed

= 151 KIAS

B. Asymmetric store

weight

= 800 pounds

C. Asymmetric store

station

= 3

D. Dots of roll trim

required

= Approximately 2,

right wing down

TAKEOFF AND LANDING

CROSSWIND LIMITS

Figure A211 is to be used to convert reported wind

direction and windspeed into headwind and cross

wind components. Crosswind component limits for

takeoff and landing are also shown.

REFER TO FIGURE A211.

Enter chart at the point where reported windspeed

intersects wind direction relative to runway (A). Pro

ceed down to read crosswind (B) and proceed to the

left to read headwind (C).

SAMPLE PROBLEM.

A. Windspeed

= 15 knots

Wind direction

relative to runway

= 48 degrees

B. Crosswind

= 11.1 knots

C. Headwind

= 10 knots

BRAKE ENERGY LIMITS-MAXIMUM

EFFORT BRAKING

Heat energy is absorbed in the brake discs when

wheel brakes are used. Brake disc temperature

increases in direct proportion to the amount of energy

absorbed. For normal aircraft operations, almost all

the heat energy absorbed during brake usage is tem

porarily stored in the brake discs and is dissipated

during a subsequent cooling period. As an example,

the energy absorbed during an approximate

15second brake application as part of a normal land

ing is not completely dissipated for more than 1 hour

after the aircraft is stopped. The heat energy trans

ferred to the tire/wheel assembly and the brake piston

housing causes the temperature of those units to

T.O. GR1F16CJ11

A26Change 7

increase to a peak temperature 1020 minutes after

brake usage. Greater amounts of brake energy

absorption cause higher disc temperatures and pro

duce faster heat transfer to the tire/wheel assembly

and brake piston housing. Since the strength of the

brake discs, tire/wheel assembly, and brake piston

housing decreases as the temperature increases, the

severity of brake usage that can be safely withstood

is dependent on brake component temperatures.

REFER TO FIGURES A212 AND A213.

Enter chart with GW (A), follow a vertical line down

ward to brake application speed (B), and proceed hori

zontally to point (C) at the right of weight/brake

application speed plot. From point (C), follow guide

lines upward to the right.

To compute the stopping energy, enter chart with run

way temperature (D), follow a horizontal line to the

left to pressure altitude (E), and then project a line

vertically downward to intersection (F) with the line

previously constructed from point (C). Proceed hori

zontally from intersection point (F) to the right to

read brake stopping energy (G).

To compute taxi energy component, continue down

ward projection of vertical line for GW (A) until it

intersects taxi speed (H); then proceed horizontally to

the right until it intersects the taxi distance (I); then

proceed vertically upward to read taxi energy (J).

The cumulative total energy is determined by contin

uing the projections of the lines for stopping and taxi

energy until they intersect (K).

Quick turnaround takeoff capability can be deter

mined by using the SAFE TIRE BEAD TEMPER

ATURE chart (figure A213). Enter with the cumula

tive total energy absorption (K). Proceed horizontally

to right to intersect vertical line representing ambi

ent temperature. This intersection (L) shows no cool

ing period required.

SAMPLE PROBLEM.

Condition: Full stop landing followed by 5000

feet taxi

Find: Total stopping energy

Determine: Quick turnaround capability

A. GW

= 23,000 pounds

B. Brake application

speed

= 100 KIAS

D. Runway temperature

= 80

E. Pressure altitude

= 1000 feet

G. Stopping energy

= 4.9 million foot

pounds

H. Taxi speed

= 20 knots

groundspeed

I. Taxi distance

= 5000 feet

J. Taxi energy

= 0.85 million foot

pounds

K. Total stopping energy

(G + J)

= 5.75 million foot

pounds

L. Intersection

= Quick turnaround

possible

ABORTED TAKEOFF MAXIMUM BRAKE APPLICA

TION SPEED

Figure A212 can also be used for finding the maxi

mum brake application speed for aborted takeoff

considering taxi energy absorbed prior to starting

takeoff run. This is accomplished by computing the

taxi energy and projecting this value vertically

upward to the intersection of the danger zone upper

limit (23.5 million footpounds per brake). From

this intersection, proceed horizontally to the left to

the remaining brake energy capacity available for

stopping during aborted takeoff. The maximum

brake application speed can then be found for the

prevailing conditions of GW, pressure altitude, and

temperature. If brakes must be applied prior to com

plete thrust decay to idle (approximately 4 seconds),

maximum brake application speed must be reduced

by 20 KIAS.

T.O. GR1F16CJ11

Change 7A27

1F-16CJ-1-1-1012A

Takeoff Factor

DATA BASIS FLIGHT TEST

ENGINE F100-PW-229

120

110

100

-10

-20

-30

-10

-20

-30

-40

0.5

1.5

2.5

3.5

MAX AB

-40

TAKEOFF FACTOR

RUNW

TEMPERA

TURE

RUNW

TEMPERA

TURE

1.0

2.0

3.0

4.0

MIL

Figure A21.

T.O. GR1F16CJ11

A28Change 7

1F-16CJ-1-1-2280X37

Takeoff Speed

CONDITIONS:

CONFIGURATION:

ALL ALTITUDES
ALL TEMPERATURES

ALL DRAG INDEXES

CG = 35% MAC

10 DEGREES PITCH ATTITUDE

NOTES:

ROTATE AT 10 KNOTS LESS THAN COMPUTED TAKEOFF SPEED FOR NON-AB.
ROTATE AT 15 KNOTS LESS THAN COMPUTED TAKEOFF SPEED FOR AB.
INCREASE TAKEOFF SPEED 8 PERCENT FOR TAKEOFF AT 8 DEGREES PITCH ATTITUDE.
INCREASE TAKEOFF SPEED 0.8 KNOT FOR EACH 1% FORWARD OF 35% MAC.
DECREASE TAKEOFF SPEED 0.8 KNOT FOR EACH 1% AFT OF 35% MAC.

GW 1000 POUNDS

120

140

160

180

200

220

TAKEOFF SPEED KIAS

-40

-20

RUNWAY TEMPERTURE C

*GW 1000 POUNDS

MAXIMUM ALLOWABLE TAKEOFF

GW BASED ON MLG TIRE LIMIT

SPEED (225 KNOTS NO WIND)

ZERO ROLL TRIM

FOR TAKEOFF SPEED CORRECTION WITH ROLL TRIM OTHER THAN ZERO, REFER TO

TAKEOFF ROLL TRIM WITH ASYMMETRIC STORES CHART (FIGURE A2-10).

Figure A22.

T.O. GR1F16CJ11

Change 7A29

1F-16CJ-1-1-1014A

WIND KNOTS

BASELINE

TAKEOFF DISTANCE 1000 FEET

SLOPE %

400

200

DRAG INDEX

BASELINE

TAKEOFF F

ACTOR

DATA BASIS FLIGHT TEST

CONDITIONS:

Takeoff Distance

ENGINE F100-PW-229

LIFT-OFF AT TAKEOFF SPEED

10 DEGREES PITCH ATTITUDE

NOTE: 8 DEGREES PITCH ATTITUDE INCREASES TAKEOFF DISTANCE 18 PERCENT.

CG %

Figure A23.

T.O. GR1F16CJ11

A210Change 7

1F-16CJ-1-1-1015A

2
3

100

120

140

160

180

ACCELERATION CHECK SPEED KIAS

100
200
300

GW 1000 POUNDS

BASELINE

WIND

BASELINE

TAKEOFF F

ACTOR

DATA BASIS FLIGHT TEST

Acceleration Check Speed

ENGINE F100-PW-229

KNOTS

SLOPE

DRAG INDEX

400

Figure A24.

T.O. GR1F16CJ11

Change 7A211

1F-16CJ-1-1-1016A

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229

CONFIGURATION:

CONDITIONS:

ALL DRAG INDEXES

SPEEDBRAKES OPEN

IDLE SELECTED AT REFUSAL SPEED
MAX EFFORT BRAKING
DRY CONCRETE (RCR=23)

NOTES:

REFUSAL SPEED BASED ON:

ZERO TAXI ENERGY.

NO BRAKING ABOVE MAX BRAKE APPLICATION SPEED (REFER TO FIGURE A2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=16 (DRY) DECREASE REFUSAL SPEED BY 4 KIAS FOR ALL GW'S.

NON-AB T

AKEOFF F

ACTOR

SLOPE %

REFUSAL SPEED KIAS

180

160

140

120

100

BASELINE

200

BASELINE

WIND KNOTS

Figure A25.(Sheet 1)

T.O. GR1F16CJ11

A212Change 7

1F-16CJ-1-1-1017A

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229

CONFIGURATION:

CONDITIONS:

ALL DRAG INDEXES

SPEEDBRAKES OPEN

IDLE SELECTED AT REFUSAL SPEED
MAX EFFORT BRAKING

WET CONCRETE (RCR=18)

NOTES:

REFUSAL SPEED BASED ON:

ZERO TAXI ENERGY.

NO BRAKING ABOVE MAX BRAKE APPLICATION SPEED (REFER TO FIGURE A2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=12 (WET) DECREASE REFUSAL SPEED BY 9 KIAS FOR ALL GW'S.

NON-AB T

AKEOFF F

ACTOR

SLOPE %

REFUSAL SPEED KIAS

180

160

140

120

100

BASELINE

200

BASELINE

WIND KNOTS

Figure A25.(Sheet 2)

Content .. 53 54 55 56 ..

F16C/D. FLIGHT MANUAL (2002) - page 55

F16C/D. FLIGHT MANUAL (2002) - page 55