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F16C/D. FLIGHT MANUAL (2002) - page 64

T.O. GR1F16CJ11

A878Change 7

1F-16CJ-1-1-1099X

0.8

1.0

0.2

0.4

0.6

MACH NUMBER

TURN RA

TE DEGREES/SECOND

1.2

QUICKEST TURN

(21.5 DEGREES/SECOND)

TIGHTEST TURN

(RADIUS =

1478 FEET)

Turn Performance Sea Level

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229

STANDARD DAY

MAX AB

NOTE: REFER TO SECTION V FOR AIRSPEED LIMITATIONS.

DRAG INDEX = 200

GW = 28,000 POUNDS

-4

-2

TURN RA

(DEGREES/SECOND)

GW 1000 POUNDS

GW EFFECT

TURN RA

(DEGREES/SECOND)

TEMP DEV FROM

STD DAY C

TEMPERATURE EFFECT

1.1

1.0

0.9

TURN RADIUS F

ACTOR

RADIUS TEMP EFFECT

TEMP DEV FROM STD DAY C

-20

-10

3
2

-1

-2
-3

-20

-10

MAXIMUM AIRSPEED

Figure A861.

T.O. GR1F16CJ11

Change 7A879

1F-16CJ-1-1-1100X

0.8

1.0

0.2

0.4

0.6

MACH NUMBER

TURN RA

TE DEGREES/SECOND

1.2

MAXIMUM AIRSPEED

TIGHTEST TURN

(RADIUS =

2119 FEET)

QUICKEST TURN

(18.1 DEGREES/SECOND)

Turn Performance 10,000 Feet

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229

STANDARD DAY

MAX AB

NOTE: REFER TO SECTION V FOR AIRSPEED LIMITATIONS.

DRAG INDEX = 200

GW = 28,000 POUNDS

-4

-2

TURN RA

(DEGREES/SECOND)

GW 1000 POUNDS

GW EFFECT

TURN RA

(DEGREES/SECOND)

TEMP DEV FROM

STD DAY C

TEMPERATURE EFFECT

1.1

1.0

0.9

TURN RADIUS F

ACTOR

RADIUS TEMP EFFECT

TEMP DEV FROM STD DAY C

-20

-10

3
2

-1

-2
-3

-20

-10

Figure A862.

T.O. GR1F16CJ11

A880Change 7

1F-16CJ-1-1-1101X

0.8

1.0

0.2

0.4

0.6

MACH NUMBER

TURN RA

TE DEGREES/SECOND

1.2

TIGHTEST TURN

(RADIUS =

3107 FEET)

MAXIMUM AIRSPEED

QUICKEST TURN

(15.2 DEGREES/SECOND)

Turn Performance 20,000 Feet

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229

STANDARD DAY

MAX AB

NOTE: REFER TO SECTION V FOR AIRSPEED LIMITATIONS.

DRAG INDEX = 200

GW = 28,000 POUNDS

-4

-2

TURN RA

(DEGREES/SECOND)

GW 1000 POUNDS

GW EFFECT

TURN RA

(DEGREES/SECOND)

TEMP DEV FROM

STD DAY C

TEMPERATURE EFFECT

1.1

1.0

0.9

TURN RADIUS F

ACTOR

RADIUS TEMP EFFECT

TEMP DEV FROM STD DAY C

-20

-10

1.4

3
2

-1

-2
-3

-20

-10

Figure A863.

T.O. GR1F16CJ11

Change 7A881

1F-16CJ-1-1-1102X

0.8

1.0

0.0

0.2

0.4

0.6

MACH NUMBER

TURN RA

TE DEGREES/SECOND

1.2

TIGHTEST TURN

(RADIUS =

4588 FEET)

MAXIMUM AIRSPEED

QUICKEST TURN

(11.8 DEGREES/SECOND)

-4

-2

TURN RA

(DEGREES/SECOND)

GW 1000 POUNDS

GW EFFECT

TURN RA

(DEGREES/SECOND)

TEMP DEV FROM

STD DAY C

TEMPERATURE EFFECT

1.1

1.0

0.9

TURN RADIUS F

ACTOR

RADIUS TEMP EFFECT

TEMP DEV FROM STD DAY C

-20

-10

Turn Performance 30,000 Feet

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229

STANDARD DAY

MAX AB

NOTE: REFER TO SECTION V FOR AIRSPEED LIMITATIONS.

DRAG INDEX = 200

GW = 28,000 POUNDS

1.4

3
2

-1

-2
-3

-20

-10

Figure A864.

T.O. GR1F16CJ11

A882Change 7

1F-16CJ-1-1-1103X

INITIAL MACH NUMBER

GW 1000 POUNDS

TIME MINUTES

DIST

ANCE NM

0.6

0.8

1.0

1.2

1.4

1.6 20

BASELINE

120

FUEL USED POUNDS

0.5

1.0

1.5

2.0

2.5

3.0

0.6

0.8

1.0

1.2

1.4

1.6

0.6

0.8

1.0

1.2

1.4

1.6

BASELINE

Deceleration 20,000 Feet

DATA BASIS FLIGHT TEST

IDLE

WINGS LEVEL

STANDARD DAY

ENGINE F100-PW-229

CONDITIONS:

160

200

240

Figure A865.(Sheet 1)

T.O. GR1F16CJ11

Change 7A883

0.9

1.1

1.3

1.5

1.7

1.0

2.0

3.0

4.0

BASELINE

0.9

1.1

1.3

1.5

1.7

0.9

1.1

1.3

1.5

1.7

100

200

300

BASELINE

INITIAL MACH NUMBER

GW 1000 POUNDS

TIME MINUTES

DIST

ANCE NM

FUEL USED POUNDS

1F-16CJ-1-1-1104X

Deceleration 30,000 Feet

DATA BASIS FLIGHT TEST

IDLE

WINGS LEVEL

STANDARD DAY

ENGINE F100-PW-229

CONDITIONS:

0.7

400

5.0

Figure A865.(Sheet 2)

T.O. GR1F16CJ11

A884Change 7

1.0

1.2

1.4

1.6

1.8

1.0

2.0

3.0

4.0

BASELINE

100

200

300

BASELINE

INITIAL MACH NUMBER

GW 1000 POUNDS

TIME MINUTES

DIST

ANCE NM

FUEL USED POUNDS

1F-16CJ-1-1-1105X

Deceleration 40,000 Feet

DATA BASIS FLIGHT TEST

IDLE

WINGS LEVEL

STANDARD DAY

ENGINE F100-PW-229

CONDITIONS:

400

0.8

5.0

1.0

1.2

1.4

1.6

1.8

0.8

1.0

1.2

1.4

1.6

1.8

0.8

Figure A865.(Sheet 3)

T.O. GR1F16CJ11

Change 7A91

PART 9 MISSION PLANNING

TABLE OF CONTENTS

Page

Mission Planning

A91

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

Mission Descriptions

A92

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

Deployment Mission Planning

A92

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

HILOLOHI Mission Planning

A94

. . . . . . . . . . .

LIST OF CHARTS

Figure

Page

Typical Mission

Descriptions

A91

A93

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

. . . .

Outbound Cruise to External

Fuel Tank Drop

A92

A96

. . . . . . . . .

. . . .

Outbound Cruise

A93

A97

. . . . . . . . . .

. . . .

Descent and Acceleration

to Dash

A94

A98

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

. . . .

Descent Before Landing

A95

A99

. . . .

Inbound Cruise

A96

A910

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

. . . .

HILOLOHI Mission

Climb

A97

A911

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

. . . .

Outbound Dash

A98

A913

. . . . . . . . . . .

. . . .

Inbound Dash

A99

A914

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

. . . .

HILOLOHI Typical

Mission Wedge

A910

A915

. . . . . . . . . .

. . . .

HILOLOHI Mission

Radius/Entry Point

A911

A915

. . . . . .

. . . .

HILOLOHI Mission

Planning

A912

A916

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

. . . .

Fuel Remaining

A913

A917

. . . . . . . . . . .

. . . .

MISSION PLANNING

The charts presented in Parts 1 through 8 provide per

formance data necessary to plan all types of missions.

The information in this part describes how the perfor

mance data of Parts 1 through 8 may be integrated

into a complete mission. A mission is defined as a

series of flight phases combined in a particular order.

The aircraft is capable of a wide altitude and speed

range. This wide range of flight variables makes pre

mission planning a necessity. A particular mission, for

example, may require a high speed or a low level

penetration. The fuel consumption rate for such mis

sion phases may be high and therefore not allow much

margin for error. Any delay in breaking off from one of

these phases can seriously deplete the planned fuel

reserves for other phases reducing the radius avail

able; therefore, accurate mission planning and

constant checking of progress against the flight plan

are necessary. The steps to be followed in planning a

mission are completely straightforward although

detailed. A brief outline of the steps to be followed is:

Define the mission objective(s).

Define the aircraft payload (stores, external

fuel tanks, etc.) and weights.

Define the mission profile (altitudes, speeds,

stores release, entry points, takeoff and

recovery bases, etc.) and sequences.

Assemble miscellaneous data-weather

conditions, field information, etc.

Compute required takeoff and landing data.

Compute mission performance.

Step 6 in the outline above may involve the relatively

simple problem of computing the amount of fuel

required to fly one or two legs of a mission or may

involve a more complex mission plan involving trade

offs between total mission distance and penetration

radius or perhaps an involved series of legs which

would stretch the performance capabilities of the air

craft to its maximum. The easiest method to evaluate

mission capabilities where tradeoffs are required is

the mission wedge. The mission wedge is a graphical

technique used to integrate calculations for various

legs into a complete mission. The name is derived

from the characteristic wedge shape of the plot. (Refer

to figure A910 for a typical mission wedge.) GW is

plotted versus distance for each mission phase. The

usefulness of the wedge lies in the fact that a line rep

resenting a cruise leg, for instance, can be plotted

anywhere on the graph and then transferred to any

other starting point on the graph by using dividers or

parallel rulers as long as the slope of the line is

unchanged and the GW's at the ends of the trans

ferred line remain the same. Using this technique, a

cruise or dash leg has to be computed only once and

may be transferred rangewise to any desired starting

point. Stores release can be defined by a vertical line

connecting outbound and inbound legs. The length of

the vertical line is equal to the weight of the stores to

be released. Following through the mission planning

example should provide some insight as to the

method used to construct a mission wedge.

T.O. GR1F16CJ11

A92Change 7

MISSION DESCRIPTIONS

The first step in mission planning is to establish the

series of flight phases that constitute a mission.

Example missions defined in figure A91 are for a

Deployment Mission and a HiLoLoHi Mission.

Notice that any mission involves a distinct series of

flight phases, a payload, and a mission objective. The

mission objective for a deployment mission is to dem

onstrate the range available or to determine the fuel

requirements to fly to a predetermined landing point

or objective.

NOTE

These example missions are not

intended to necessarily represent

actual or proposed missions. Assumed

values are used in the sample prob

lems throughout this appendix. The

sample problems are aids in using the

appendix and are not necessarily

applicable to specific configurations.

The mechanics of mission planning are learned by

planning the example missions illustrated in figure

A91. By using the charts to plan a mission, the mis

sion planner will become better acquainted with the

performance of the aircraft and more familiar with

the techniques of using the performance data charts.

DEPLOYMENT MISSION PLANNING

The deployment mission establishes the basic rules

and procedures of mission planning. The order in

which the various flight phases are evaluated is

established from experience as being the most effi

cient method in terms of avoiding backtracking and

excessive revisions as the mission plan develops.

MISSION DESCRIPTION

Before any performance data is computed, a consider

able amount of information is needed. This informa

tion includes mission objective(s), mission profile, air

craft payload and GW, weather conditions, and field

information. Refer to MISSION PLANNING GUIDE,

this part, to determine pertinent flight data.

MISSION PLANNING GUIDE

Use this guide and the referenced data to determine

the following:

AIRCRAFT WEIGHT.

Refer to Weight and Balance Handbook for

aircraft operating weight.

Refer to DRAG INDEX AND CONFIGU

RATION WEIGHT, Part 1.

TAKEOFF PLANNING.

TAKEOFF FACTOR, Part 2.

TAKEOFF SPEED, Part 2.

TAKEOFF AND LANDING CROSSWIND

LIMITS, Part 2.

TAKEOFF DISTANCE, Part 2.

ACCELERATION CHECK SPEED, Part 2.

REFUSAL SPEED, Part 2.

BRAKE ENERGY LIMITS-MAXIMUM

EFFORT BRAKING, Part 2.

Determine maximum brake speed.

TAKEOFF FUEL ALLOWANCE.

GROUND OPERATIONS FUEL CONSUMP

TION, Part 3.

CLIMBOUT FUEL, TIME, AND DISTANCE,

Part 3.

Determine fuel for takeoff and acceleration

to climb speed.

CLIMB.

CRUISE CEILINGS AND OPTIMUM CRUISE

ALTITUDE, Part 3.

Determine optimum cruise altitude.

T.O. GR1F16CJ11

Change 7A93

MISSION TYPE

MISSION PROFILE

OBJECTIVE

DEMONSTRATE

DEPLOYMENT

CAPABILITY

DEMONSTRATE

LOW ALTITUDE

CAPABILITY

DEPLOYMENT

MISSION

HI-LO-LO-HI

MISSION

LAND

TAKEOFF

MAXIMUM

RANGE

DESCENT

OPTIMUM CRUISE

EXTERNAL FUEL

TANK DROP

DESCENT

SL DASH

STORES

RELEASE

COMBAT ZONE

RADIUS (CZR)

TOTAL MISSION RADIUS (TMR)

TAKEOFF

MIL CLIMB

MAXIMUM

RANGE

DESCENT

LAND

1F-16X-1-1-0016X

Typical Mission Descriptions

MIL CLIMB

MISSION

OPTIMUM CRUISE

Figure A91.

T.O. GR1F16CJ11

A94Change 7

CLIMBOUT FUEL, TIME, AND DIS

TANCE, Part 3.

CRUISE.

OPTIMUM MACH/OPTIMUM ALTITUDE

CRUISE, Part 4.

Determine specific range, cruise altitude,

and cruise mach number as a function of GW

and drag index.

MISCELLANEOUS CHARTS, Part 1.

Determine the temperature for the optimum

cruise altitude.

FUEL FLOW CONVERSION, Part 4.

Determine true airspeed, specific range, and

fuel flow.

Use the information above to determine total

distance and fuel.

DESCENT.

MAXIMUM RANGE DESCENT, Part 6.

Determine range, fuel, speed, and time.

LANDING.

FINAL APPROACH AND TOUCHDOWN

SPEED, Part 7.

SHORT FIELD LANDING, Part 7.

This guide is used for basic mission planning and

provides the basic steps to determine takeoff, climb,

cruise, descent, and landing data to complete the

following detailed HiLoLoHi mission planning

example.

HILOLOHI MISSION PLANNING

MISSION DESCRIPTION

An example mission plan is for an all subsonic mis

sion having a HiLoLoHi radius profile. (Refer to

figure A91.) The following paragraphs contain the

information concerning payloads, mission rules,

weather conditions, etc., needed to begin mission

planning.

MISSION OBJECTIVE

Demonstrate the low altitude capability of the air

craft assuming a sea level penetration beginning 600

nm from base. The sea level penetration radius must

be computed for this entry point. Penetration radii

based on other entry points will be evaluated.

MISSION CONFIGURATION

Aircraft (single seat) is loaded with (2) AIM9 mis

siles, (2) MK 84 bombs at stations 3 and 7, (2)

370gallon fuel tanks at stations 4 and 6. The (2)

AIM9 missiles are retained for the entire flight. The

(2) 370gallon fuel tanks are dropped when empty

and the (2) MK 84 bombs are dropped at the penetra

tion radius point.

SUPPLEMENTAL WEATHER INFORMATION

Enroute:standard day conditions with zero wind.

MISSION RULES

The following mission rules and sequences are

assumed for this example HiLoLoHi radius mis

sion:

Engine start, taxi, MIL takeoff, and accelera

tion to climb speed.

Climb on course at MIL to the optimum cruise

altitude.

Cruise on course at optimum cruise condi

tions.

Descent on course at 300 KIAS, at 75 percent

rpm with speedbrakes open to penetration

altitude. Accelerate to dash mach. End

acceleration at entry point.

Dash (outbound) at sea level, 0.85 mach to

target.

Release stores over target.

Cruise (inbound) at sea level, optimum KTAS.

Climb at MIL to the optimum cruise altitude.

Start climb at same distance from base as

entry point.

Cruise (inbound) at optimum cruise condi

tions.

T.O. GR1F16CJ11

Change 7A95

10. Descent at maximum range descent airspeed

and IDLE to base.

11. Land with 1000 pounds of fuel remaining.

Since this example mission is a radius mission, the

sum of the distances of the outbound segments (seg

ments 1, 2, 3, 4, and 5) must equal the sum of the dis

tances of the inbound segments (segments 7, 8, 9, and

10). The total distance of segment 5 must equal the

total distance of segment 7 since the dash portions

must also be equal.

OUTBOUND CRUISE TO EXTERNAL FUEL TANK

DROP

The integration of the cruise segment to the external

fuel tank drop is shown in figure A92. The external

fuel tanks at stations 4 and 6 are dropped at the end

of this cruise segment. The drop weight (900 pounds)

includes the weight of the two external fuel tanks and

their unusable fuel at stations 4 and 6. The results of

the mission planning to this point are shown in figure

A92. GW at the end of this sequence = 29,494 (tanks

empty)-900 (tanks and pylons) = 28,594 pounds.

OUTBOUND CRUISE AFTER EXTERNAL FUEL TANK

DROPS

The optimum cruise range data with (2) AIM9 mis

siles + (2) MK 84 bombs is obtained from the OPTI

MUM MACH/OPTIMUM ALTITUDE CRUISE, Part

4. The integration of this cruise segment must con

tinue to an outbound distance where, for the maxi

mum radius case, fuel remaining is just sufficient to

descend to sea level, accelerate to 0.85 mach, deliver

the stores, climb to cruise altitude, and cruise back to

base. That point is defined as the maximum total mis

sion radius (zero sea level penetration distance). For

this example mission, the tabular cruise calculation,

figure A92, continues to a GW of 25,000 pounds; the

outbound distance at this GW is 1121 nm. The exact

distance which corresponds to the maximum total

mission radius is defined later. The results of the mis

sion planning to this point are shown graphically in

figure A93. The ground operation, takeoff and accel

eration to climb speed, MIL climb, and the cruise seg

ments are shown. The outbound cruise line shown in

figure A93 represents items 1, 2, and 3 of the mission

rules. In order to complete the outbound portion of the

mission wedge up to the start of the sea level penetra

tion, the oncourse descent and acceleration to

penetration speed (item 4 of mission rules) must be

considered.

DESCENT TO PENETRATION ALTITUDE

The oncourse penetration descent to penetration

altitude is flown at 300 KIAS. This descent is a rela

tively high speed descent which comes closest to

reaching sea level at dash conditions. Because 300

KIAS at sea level standard day is equivalent to 0.45

mach, an acceleration to the dash of 0.85 mach is

required. The oncourse descent and sea level accel

eration data is used in conjunction with the cruise

line defined in figure A93 to define the outbound data

necessary to satisfy items 1, 2, 3, and 4 of the mission

rules. The planning of this mission sequence requires

that descent/acceleration data be computed based on

starting at several points along the cruise line. Since

the prime objective of this example mission specifies

a sea level penetration beginning 600 nm from base,

the area of interest for the descent/acceleration is

after all 370gallon fuel tanks have been dropped (496

nm from base).

NOTE

The aspects of having specified a lower

range to the initial penetration point

are not discussed here.

Figure A94 shows a tabulation of the cruise line,

descent, and acceleration data as a function of initial

descent GW. The descent and acceleration fuel is sub

tracted from the initial descent GW to define the end

descent/acceleration GW. Similarly, the descent and

acceleration distance is added to the range at the ini

tial descent GW to define the end descent/accelera

tion range. The data for the descent/acceleration is

discussed below for a descent with an initial descent

GW of 27,000 pounds, beginning at a distance of 765

nm. The altitude at initiation of the descent maneu

ver is obtained from the OPTIMUM MACH/OPTI

MUM ALTITUDE CRUISE, Part 4. The descent fuel,

range, and time are obtained from PENETRATION,

Part 6. Now, obtain fuel, distance, and time required

to accelerate at sea level from 0.450.85 mach. The

several descent/acceleration cases shown in the tabu

lation of figure A94 are also shown graphically

plotted from the cruise line in figure A94. The data

summarizes the results of the mission integration

through items 1, 2, 3, and 4 of the mission rules. The

data defines the high altitude outbound portion of the

example HiLoLoHi mission.

T.O. GR1F16CJ11

A96Change 7

Outbound Cruise to External Fuel Tank

Drop

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) 370GALLON FUEL TANKS

(2) MK 84 BOMBS

DRAG INDEX = 136

STANDARD DAY

NO WIND

MISSION

PHASE

*WEIGHT

AVERAGE

SPECIFIC

RANGE

DISTANCE

TOTAL

DISTANCE

NM/LB

34,304

TAXI

125

34,179

TAKEOFF

300

33,879

CLIMB

1265

32,614

CRUISE

614

32,307

0.129

32,000

161

CRUISE

1000

31,500

0.132

132

31,000

293

CRUISE

1506

30,247

0.135

203

29,494

496

EXTERNAL

(900)

FUEL TANK

DROP

28,594

496

* TOTAL FUEL CONSUMED = 4810 POUNDS.

100

200

300

400

500

DISTANCE NM

GW 1000 POUNDS

34,304 LB

GROUND OPERATION AND

TAKEOFF AND ACCELERATION

TO CLIMB SPEED

MIL CLIMB

CRUISE

29,494 LB

28,594 LB

EXTERNAL FUEL

TANK DROP

(900 LB)

496 NM

1F-16X-1-1-0017X

Figure A92.

T.O. GR1F16CJ11

Change 7A97

Outbound Cruise

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) MK 84 BOMBS

DRAG INDEX = 72

STANDARD DAY

NO WIND

MISSION

PHASE

WEIGHT

AVERAGE

SPECIFIC

RANGE

DISTANCE

TOTAL

DISTANCE

NM/LB

CRUISE

28,594

496

1594

27,797

0.169

269

CRUISE

27,000

765

1000

26,500

0.175

175

CRUISE

26,000

940

1000

25,500

0.181

181

CRUISE

25,000

1121

DISTANCE NM

GW 1000 POUNDS

1F-16X-1-1-0018X

100

200

300

400

500

600

700

800

900

1000

1100

25,000 LB

1121 NM

CRUISE

29,494 LB

28,594 LB

EXTERNAL FUEL

TANK DROP

CRUISE

MIL CLIMB

GROUND OPERATION AND

TAKEOFF AND ACCELERATION

TO CLIMB SPEED

Figure A93.

T.O. GR1F16CJ11

A98Change 7

Descent and Acceleration to Dash

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) MK 84 BOMBS

DRAG INDEX = 72

STANDARD DAY

SEA LEVEL

CRUISE

DESCENT

GW AT

END OF

ACCELERATION

FINAL

DESCENT

ACCEL

DISTANCE

CRUISE

ALTITUDE FUEL DISTANCE TIME

END OF

DESCENT FUEL DISTANCE TIME

FINAL

DISTANCE

SC N

ACCEL

TIME

MIN

28,594

496

36,700

460

7.8

28,134

231

1.2

27,903

554

9.0

27,000

765

37,900

450

7.7

26,550

219

1.1

26,331

822

8.8

26,000

940

38,700

450

7.6

25,550

211

1.1

25,339

996

8.7

25,000

1121

39,500

440

7.5

24,560

203

1.0

24,357

1176

8.5

DESCENT TO

ACCEL FROM 0.45 TO

SEA LEVEL

0.85 MACH

DISTANCE NM

GW 1000 POUNDS

1F-16X-1-1-0019X

EXTERNAL FUEL

TANK DROP

CRUISE

END OF DESCENT

26,331 LB

822

END OF ACCELERATION

500

600

700

800

900

1000

1100

1200

Figure A94.

T.O. GR1F16CJ11

Change 7A99

DESCENT BEFORE LANDING

When all outbound legs of a mission are worked out,

it is necessary to find a point on the return legs at

which the GW and distance are known. For this

example mission, the primary objective is to demon

strate maximum sea level penetration capability

based on an entry point 600 nm from base. A second

ary objective of the planning exercise is to determine

the tradeoff between entry point distance and

penetration distance. There is only one point on the

return leg which can be defined - landing. It is known

that landing will be accomplished at zero distance

with 1000 pounds of fuel remaining. The return legs

are planned in reverse order, beginning with the

descent before landing.

The GW is the operating weight plus the nonjettison

able store provisions plus the reserve fuel. A maxi

mum range descent at IDLE (per item 10 of the mis

sion rules) is performed from cruise conditions. The

GW at start of descent is not known. An iteration is

required to find the GW at start of descent. This itera

tion is simplified by the fact that the fuel amount con

sumed during the descent is small. The cruise alti

tude for the assumed GW at start of descent must first

be obtained. Refer to OPTIMUM MACH/OPTIMUM

ALTITUDE CRUISE, Part 4. Now, refer to MAXI

MUM RANGE DESCENT, Part 6, to determine fuel,

range, and time. The descent from cruise altitude to

sea level is shown in figure A95.

INBOUND CRUISE

The inbound cruise is a high altitude optimum cruise

per item 9 of the mission rules. The integration of the

inbound cruise must be performed in reverse order

from GW at start of descent (i.e., the end of the

inbound cruise) to a GW that provides a range that

approximates that of the outbound cruise (i.e., recall

the 1121 nm outbound cruise shown in figure A93).

Cruise data for an aircraft loaded with (2) AIM9 mis

siles plus (2) pylons is obtained. Refer to OPTIMUM

MACH/OPTIMUM ALTITUDE CRUISE, Part 4.

Figure A96 shows the calculations for the inbound

cruise segment. A GW of 24,000 pounds results in a

range of 1221 nm which is in excess of the 1121 nm

required. The results of the inbound cruise and

descent calculations are shown in figure A96.

INBOUND CLIMB

The inbound climb is a MIL climb from sea level to

optimum cruise altitude. The mission prime objective

is to begin and end the penetration 600 nm from base.

100

200

DISTANCE NM

GW 1000 POUNDS

Descent Before

Landing

1F-16X-1-1-0020X

MAXIMUM

RANGE DESCENT

START DESCENT

END DESCENT

ZERO FUEL WEIGHT

Figure A95.

The inbound climb must therefore begin 600 nm from

base. Examination of the inbound cruise line, figure

A97, reveals that the inbound climb must begin at a

GW of approximately 21,000 pounds. Inbound climbs

will be defined for several GW's along the inbound

cruise line as well as 21,000 pounds. The exact GW

associated with a startofclimb range of 600 nm from

base will be determined graphically on the mission

wedge. MIL climb data is computed. Refer to MIL

CLIMB, Part 3.

A tabulation of the inbound climb data and the results

of several inbound climb computations are shown in

figure A97.

The climb data is plotted on the wedge by finding the

point at which the return cruise line crosses the

endofclimb GW (20,360 pounds at 430 nm in the

example above) and adding the climb distance and

fuel to that GW and distance. The startofclimb

point is located at 21,000 pounds and 487 nm. (Refer

to figure A97.) After plotting each set of climb data

in this manner, a climb line can be drawn as shown

in figure A97 which will define the start of the

return climb/cruise sequence for any desired dis

tance from base. The inbound climb must begin at

the GW where the climb line passes 600 nm. The GW

at the start of the inbound climb (at 600 nm) is 21,460

pounds.

Content .. 62 63 64 65 ..

F16C/D. FLIGHT MANUAL (2002) - page 64

F16C/D. FLIGHT MANUAL (2002) - page 64