F16C/D. FLIGHT MANUAL (2002)

T.O. GR1F16CJ11

A910Change 7

Inbound Cruise

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) PYLONS

DRAG INDEX = 51

STANDARD DAY

NO WIND

MISSION

PHASE

WEIGHT

AVERAGE

SPECIFIC

RANGE

DISTANCE

TOTAL

DISTANCE

NM/LB

LANDING

18,682

DESCENT

490

140

19,172

140

828

19,586

0.245

203

CRUISE

20,000

343

1000

20,500

0.234

234

CRUISE

21,000

577

1000

21,500

0.224

224

CRUISE

22,000

801

1000

22,500

0.215

215

CRUISE

23,000

1016

1000

23,500

0.205

205

CRUISE

24,000

1221

DISTANCE NM

GW 1000 POUNDS

1F-16X-1-1-0021X

100

200

300

400

500

600

700

800

900

1000

1100

1200

INBOUND CRUISE

DESCENT BEFORE LANDING

1221 NM

24,000 LB

Figure A96.

T.O. GR1F16CJ11

Change 8A911

HILOLOHI Mission Climb

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) PYLONS

DRAG INDEX = 51

STANDARD DAY

MIL

INITIAL

CLIMB

FUEL

CLIMB

DISTANCE

CLIMB

TIME

FINAL

ALTITUDE

FINAL

DISTANCE

ON CRUISE

LINE

DISTANCE

AT START

OF CLIMB

MIN

20,000

620

6.5

44,900

19,380

185

242

21,000

640

6.5

43,900

20,360

430

487

22,000

650

6.5

42,800

21,350

663

720

23,000

670

6.5

41,900

22,330

875

932

TOTAL MISSION RADIUS NM

GW 1000 POUNDS

1F-16X-1-1-0022X

END OF DESCENT LINE

START OF DASH LINE

810 NM

STORES

RELEASE

(3940 LB)

START OF CLIMB

INBOUND CRUISE

100

200

300

400

500

600

700

800

900

1000 1100 1200

Figure A97.

T.O. GR1F16CJ11

A912Change 8

The mission wedge, figure A97, is now completed

except for the sea level penetration and stores release

segments represented by items 5, 6, and 7 of the mis

sion rules. Notice that if no zone radius were required

(account for only the stores release:3940 pounds),

the total mission radius would be 810 nm. This radius

represents the maximum radius capability of the air

craft for the example mission with zero dash radius

and the payload/tank combination specified. It fol

lows, then, that the total mission radius of the aircraft

with a finite combat zone radius is less than 810 nm.

The larger the combat zone radius desired, the

smaller the total mission radius. This result leads to

a tradeoff between combat zone radius (CZR) and

total mission radius (TMR). To define a CZRTMR

tradeoff requires the mission planner to define the

total mission radius for several distances to the start

of the combat zone (i.e., entry point distance from

base).

OUTBOUND DASH

Because the mission plan evaluates the tradeoff

between entry point distance and penetration dis

tance, dash performance should be evaluated from a

minimum of three entry points. One of these points,

zero penetration distance (zero CZR), is an entry

point 810 nm from base (810 nm TMR). Another entry

point at the end of acceleration is at 554 nm from base

(from figure A94). The third entry point should be

one about midway between the two extremes, about

600 nm from base. The dash data may be computed

for the 554 nm entry using the cruise charts of Part

4. The dash data for the 600 nm entry is computed

graphically using the mission wedge.

The outbound sea level dash at 0.85 mach is analyzed

first. The sea level dash begins 554 nm from base at

a GW of 27,903 pounds (immediately after the last

external fuel tank drop and the descent and accelera

tion to dash conditions). The stores loading during

outbound dash is (2) AIM9 missiles plus (2) MK 84

bombs. The mechanics for obtaining dash (constant

altitude and KTAS) data is different than for an opti

mum mach/altitude cruise. The fuel flow for each

average GW, drag index, and true airspeed must be

obtained. Refer to SUBSONIC CRUISE TABLES,

Part 4. A tabulation of the sea level 0.85 mach out

bound dash integration and the graphical results are

shown in figure A98.

INBOUND CRUISE AT OPTIMUM KTAS

The inbound sea level cruise at optimum KTAS

requires that the optimum KTAS and fuel flow be

defined for each average GW. Refer to SUBSONIC

CRUISE TABLES, Part 4.

Figure A99 shows the inbound sea level cruise

integration in tabular form. The inbound cruise is

integrated in reverse order from a GW of 21,290

pounds. This GW is read from the line representing

start at the inbound climb (figure A97) at a distance

of 554 nm from base (554 nm is the distance at which

penetration began).

The procedure for the integration of the inbound

cruise, shown in figure A99, is discussed below for

22,500 pounds average GW or (2) AIM9 missiles plus

(2) pylons.

This procedure is repeated for the other average GW

as shown in figure A99. The resulting inbound sea

level cruise data is then plotted on the mission wedge.

The completed mission wedge is shown in figure

A910.

COMBAT ZONE RADIUS-TOTAL MISSION

RADIUS DEFINITION

The mission wedge of figure A910 includes the stores

release ((2) MK 84 bombs = 3940 pounds) over the tar

get. For a sea level zone beginning 554 nm from base,

the total mission radius is 657 nm. The combat zone

radius is 657-554 = 103 nm. The entry point/TMR

trade plot is shown in figure A911. Figure A911 was

constructed using TMR and CZR data based on the

entry points at 554, 600, and 810 nm. Figure A911 is

used to define penetration radius for any entry point

between 554 and 810 nm with no further mission

planning needed. Total mission radius for the 600 nm

entry can be read from figure A911 as 688, and com

bat zone radius is 688-600 = 88 nm. The complete

mission planning data for the example HiLoLoHi

radius strike mission is tabulated in figure A912 for

the 600 nm entry point.

TOTAL MISSION AND CRUISE PHASE TIME

The total mission time for the example HiLoLoHi

radius mission with a sea level penetration beginning

600 nm from base is shown in figure A912. Average

cruise/dash speeds are used to simplify the calcula

tions. Fuel remaining versus time for the sea level

zone beginning 600 nm from base is shown in figure

A913.

T.O. GR1F16CJ11

Change 7A913

Outbound Dash

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) MK 84 BOMBS

DRAG INDEX = 72

STANDARD DAY

SEA LEVEL

MACH = 0.85

WEIGHT

AVERAGE

TRUE

AIRSPEED

FUEL

FLOW

TIME

DISTANCE

TOTAL

DISTANCE

KNOTS

LB/HR

HRS

27,903

554

903

27,452

562

8750

0.103

27,000

612

1000

26,500

562

8920

0.112

26,000

675

1000

25,500

562

8920

0.112

25,000

738

1000

24,500

562

8920

0.112

24,000

801

500

600

700

DISTANCE NM

GW 1000 POUNDS

800

900

554 NM

27,903 LB END DESCENT

27,000 LB

612 NM

26,000 LB

675 NM

24,000 LB

801 NM

1F-16X-1-1-0023X

Figure A98.

T.O. GR1F16CJ11

A914Change 7

Inbound Dash

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

(2) PYLONS

DRAG INDEX = 51

STANDARD DAY

SEA LEVEL

OPTIMUM KTAS

WEIGHT

AVERAGE

OPTIMUM

TRUE

AIRSPEED

FUEL FLOW

DISTANCE

TOTAL

DISTANCE

KNOTS

LB/HR

*21,290

554

710

21,645

286

2820

22,000

626

1000

22,500

292

2940

23,000

725

1000

23,500

298

3100

24,000

821

* READ FROM STARTOFCLIMB LINE AT

554 NM. REFER TO FIGURE BELOW.

500

600

700

DISTANCE NM

GW 1000 POUNDS

800

1F-16X-1-1-0024X

554 NM

21,290 LB START OF CLIMB

821 NM

23,000 LB

725 NM

22,000 LB

626 NM

21,000 LB

Figure A99.

T.O. GR1F16CJ11

Change 7A915

TOTAL RADIUS NM

GW 1000 POUNDS

1F-16X-1-1-0025X

100 200 300 400 500 600 700 800 900 1000 11001200

554 NM

600 NM

810 NM

STORES RELEASE

(3940 LB)

810 NM

688 NM

657 NM

HI-LO-LO-HI Typical Mission Wedge

Figure A910.

1F-16X-1-1-0026X

500

800

900

600

700

800

TOTAL MISSION RADIUS NM

DIST

ANCE TO ENTR

Y POINT NM

900

700

600

554

657 NM

CZR = 103 NM

688 NM

CZR = 688-600 = 88 NM

600

810 NM

CZR = 0 NM

HI-LO-LO-HI Mission Radius/Entry Point

Figure A911.

T.O. GR1F16CJ11

A916Change 7

HILOLOHI Mission Planning

CONFIGURATION:

CONDITIONS:

(2) AIM9 MISSILES

370GALLON FUEL TANKS

(2) MK 84 BOMBS

DRAG INDEX = 136

STANDARD DAY

NO WIND

MISSION

PHASE

FUEL

REMAINING

ALTITUDE

MACH

TIME

TOTAL

TIME

DISTANCE

TOTAL

DISTANCE

DRAG

INDEX

MIN

34,304

11,782

GROUND

(125)

5.0

136

34,179

11,657

5.0

TAKEOFF

(300)

2.1

136

33,879

11,357

KIAS/M

7.1

CLIMB

(1265)

385/0.83

10.5

136

32,614

10,092

33,300

17.6

CRUISE

(3120)

0.83

51.0

414

136

29,494

6972

35,100

68.6

496

EXTERNAL FUEL

TANK DROP

(900)

28,594

(0)

6972

37,000

0.83

68.6

496

CRUISE

(294)

0.86

5.8

28,300

6678

37,100

74.4

544

DESCENT

(460)

300 KIAS

7.7

27,840

6218

82.1

592

ACCEL

(230)

0.45

0.85

1.0

27,610

5988

83.1

600

DASH

(1380)

0.85

9.4

26,230

4608

92.5

688

STORES RELEASE

(3940)

(0)

0.85

22,290

4608

92.5

688

CRUISE

(830)

0.49

16.3

-88

21,460

3778

KIAS/M

108.8

600

CLIMB

(620)

430/0.87

6.5

-57

20,840

3158

43,700

115.3

543

CRUISE

(1668)

0.87

48.5

-403

19,172

1490

45,000

163.8

140

DESCENT

LAND

18,682

(490)

1000

204 KIAS

28.0

191.8

-140

NOTES:

USE THE MISSION WEDGE TO COMPUTE DATA NOT SPECIFICALLY TABULATED.

MINUS DISTANCES ARE INBOUND DATA; FUEL VALUES IN PARENTHESES ARE

FUEL FIGURES.

Figure A912.

T.O. GR1F16CJ11

Change 3B11

APPENDIX B

F110GE129

PERFORMANCE DATA

Part 1-Introduction

B11

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

Part 2-Takeoff

B21

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

Part 3-Climb

B31

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

Part 4-Cruise

B41

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

Part 5-Endurance

B51

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

Part 6-Descent

B61

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

Part 7-Landing

B71

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

Part 8-Combat

B81

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

Part 9-Mission Planning

B91

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

PART 1-INTRODUCTION

TABLE OF CONTENTS

Page

Introduction

B11

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

Drag Index and Configuration

Weight

B12

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

Position Error Correction

B13

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

Airspeed Conversion

B14

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

Compressibility Correction to

Airspeed

B14

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

Miscellaneous Charts

B14

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

Angle of Attack (AOA)

B14

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

Available Load Factor

B15

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

Turn Conversion

B15

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

Ground Vehicle Friction

ReadingToRCR Conversion

B15

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

LIST OF CHARTS

Figure

Page

Drag Indexes and Weights-

Basic Aircraft

B11

B16

. . . . . . . . . . .

. . . .

Drag Indexes and Weights

Suspension Equipment

B11

B17

. . .

. . . .

Drag Indexes and Weights-

Individual Stores

B11

B18

. . . . . . . .

. . . .

Position Error Correction-

Airspeed and Altitude

B12

B113

. . .

. . . .

Position Error Correction-

Mach Number

B12

B114

. . . . . . . . . .

. . . .

Airspeed Conversion

B13

B115

. . . . . . .

. . . .

Compressibility Correction

to Airspeed

B14

B117

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

. . . .

Figure

Page

Standard Atmosphere

B15

B118

. . . . . .

. . . .

Temperature Correction

for Compressibility

B16

B120

. . . . . .

. . . .

Angle of Attack

B17

B121

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

. . . .

Available Load Factor

B18

B122

. . . . . .

. . . .

Turn Conversion

B19

B123

. . . . . . . . . .

. . . .

Ground Vehicle Friction

ReadingToRCR

Conversion

B110

B124

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

. . . .

INTRODUCTION

The data presented in the charts is applicable to aircraft

equipped with an F110GE129 engine. All perfor

mance 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 con

servative factors are used in any of the fuel consump

tion data presented herein. The appendix is divided

into nine parts with performance data presented 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 com

binations the aircraft is capable of carrying, most

charts are presented in a drag index format. All charts

are based on F16 flight 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

B12Change 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 B11.

If the drag index and configuration weight for a specif

ic loading are not presented in T.O. GR1F16CJ12,

STORES LIMITATIONS, Section V (i.e., normal

downloads), figure B11 may be used to determine

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 B11.

Configuration weight for a specific

loading may vary slightly from the

weight computed using figure B11

due to rounding.

Aircraft start engine weight is determined by adding

aircraft operating weight, internal usable fuel, and, if

installed, ammunition, chaff/flares, and configura

tion weight. All these weights are given in figure

B11.

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 B11.

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 142 and 11,520 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 8B13

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 an 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

289) = 4518

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 490 pounds (empty) or 3006 pounds (full). Note

that no rack is required to install the tank on the

wing.

For two tanks:

Drag index = 2

=70

Weight

= 2

3006

= 6012

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

4,518

STA 4 and 6

6,012

Total

142

11,536

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

= 146

Start Engine Weight

Aircraft operating weight

= 19,261

Internal usable fuel (JP8)

= 7,162

Ammunition (full drum)

=287

Chaff/flares (not loaded)

= 0

Configuration weight

=11,536

Total start engine weight

= 38,246

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, al

timeter, and airspeed indicator. The CADC computes

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

B14Change 3

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 B12.

REFER TO FIGURE B12.

Enter Position Error Correction-Airspeed and Alti

tude chart with desired calibrated airspeed (A), pro

ceed vertically to desired pressure altitude lines (B),

then proceed horizontally to read altitude correction

tions 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 B13 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 B13.

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 al

titude (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 B14 is provided as an aid to converting cali

brated airspeed into equivalent airspeed.

REFER TO FIGURE B14.

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 B15, and TEM

PERATURE CORRECTION FOR COMPRESSIBIL

ITY, figure B16, 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 B17 for information.

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

and from 0.31.2 mach is shown.

REFER TO FIGURE B17.

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

T.O. GR1F16CJ11

Change 3B15

AVAILABLE LOAD FACTOR

Load factors available with the LG handle in UP and

the STORES CONFIG switch in CAT I or CAT III are

presented in figure B18. The load factor data is pre

sented as a function of altitude, mach, and GW and is

valid for all temperatures, throttle settings, and DI.

The load factor value obtained from this chart is

based solely on the aerodynamic characteristics of the

aircraft. Sustained load factor capabilities are pre

sented in Part 8.

REFER TO FIGURE B18.

Determine either CAT I or CAT III loading. Enter

Available Load Factor chart with mach (A). Proceed

vertically to altitude (B) and then horizontally left to

the GW baseline and parallel guidelines to GW (C).

Finally, proceed left to read available load factor (D).

SAMPLE PROBLEMS (CAT I).

A. Mach

= 0.6

B. Altitude

= 20,000 feet

KCAS

= 275

C. GW

= 23,000 pounds

D. Available load

factor

= 4.7g

A. Mach

= 1.4

B. Altitude

= 10,000 feet

KCAS

= 794 (obtained from

figure B13)

C. GW

= 28,000 pounds

D. Available load

factor

= 9.0g

SAMPLE PROBLEMS (CAT III).

A. Mach

= 1.6

B. Altitude

= 35,000 feet

KCAS

= 584

C. GW

= 33,000 pounds

D. Available load

factor

= 5.5g

A. Mach

= 0.5

B. Altitude

= 30,000 feet

KCAS

= 184

C. GW

= 28,000 pounds

D. Available load

factor

= 1.3g

A. Mach

= 0.8

B. Altitude

= Sea level

KCAS

= 529 (obtained from

figure B13)

C. GW

= 28,000 pounds

D. Available load

factor

= 9.0g

TURN CONVERSION

Figure B19 is provided as an aid for conversion

between load factor, turn rate, turn radius, KTAS,

and bank angle.

GROUND VEHICLE FRICTION READ

INGTORCR CONVERSION

Figure B110 is provided as an aid for conversion

between ground vehicle friction reading and RCR/

braking action level.

T.O. GR1F16CJ11

B16Change 5

Drag Indexes and Weights

Basic Aircraft

DATA BASIS FLIGHT TEST

AIRCRAFT OPERATING WEIGHT LB*

F16C**

F16D**

BASIC AIRCRAFT

20,000

20,600

INCLUDES PILOT (

2), OIL, OXYGEN, UNUSABLE FUEL, AND TIP MISSILE LAUNCHERS.

ALL WEIGHTS ARE APPROXIMATE. REFER TO INDIVIDUAL AIRCRAFT WEIGHT AND BALANCE HANDBOOK FOR

ACTUAL AIRCRAFT WEIGHT.

DRAG INDEX (SUBSONIC/SUPERSONIC)*

F16C

F16D

BASIC AIRCRAFT

4/2

9/2

AIM9L TIP MISSILES ON 16S210 LAUNCHERS INCLUDED.

EXPENDABLES WEIGHT LB

F16C

F16D

INTERNAL USABLE FUEL
EXTERNAL USABLE FUEL:

300GALLON TANK
370GALLON TANK
600GALLON TANK

GUN AMMO:

FULL DRUM (511 ROUNDS)
FIRED OUT (RETAINED AMMO/CASINGS, 511 ROUNDS)

JP8

7162

2040
2516
3961

287
130

5920

2040
2516
3961

287
130

Figure B11.(Sheet 1)

T.O. GR1F16CJ11

Change 4B17

Drag Indexes and Weights

Suspension Equipment

DATA BASIS FLIGHT TEST

SUSPENSION EQUIPMENT

STATION

JETTISON

WEIGHT

TOTAL

WEIGHT

DRAG

INDEX

ADAPTER (16S301)

AIM9 LAUNCHER (16S210)

AIM9 LAUNCHER (16S210) +

ADAPTER (16S301)

CENTERLINE PYLON* (16S951)

NONJETTISON (NJETT) FUEL PYLON*

LANTIRN TARGETING POD

PYLON (16S1150)

LAU88/A + WEAPON PYLON*

LAU88 A/A + WEAPON PYLON*

LAU117/A, A(V)1/A, A(V)3/A +

WEAPON PYLON*

LAU118(V)4/A + WEAPON

PYLON*

LAU129/A LAUNCHER

LAU129/A LAUNCHER +

ADAPTER (16S301)

TER (16S1750) + WEAPON PYLON*

TER (66J45517) + WEAPON PYLON*

WEAPON PYLON* (16S1700)

2,3,7, OR 8

1 OR 9

2,3,7, OR 8

4 OR 6

3 OR 7

1 OR 9

2,3,7, OR 8

3,4,6, OR 7

468

476

130

120

117 (123**)

93 (99**)

177

295

749

757

411

401

113

398 (404**)

374 (380**)

281

INCLUDES MAU12C/A, D/A.

WEIGHT IF BDU33 ADAPTERS ARE INSTALLED.

Figure B11.(Sheet 2)

T.O. GR1F16CJ11

B18Change 3

Drag Indexes and Weights

Individual Stores

DATA BASIS FLIGHT TEST

NOTE: WEIGHT AND DRAG INDEXES DO NOT

INCLUDE SUSPENSION EQUIPMENT.

REFER TO SHEET 2.

STORE

STATION

RACK

WEIGHT

(EACH STORE)

DRAG

INDEX

(EACH STORE)

A/A 37U36:

TARGET STOWED

3 OR 7

PYLON

903

TARGET DEPLOYED

3 OR 7

PYLON

204

TOW REEL ONLY

(TARGET/CABLE RELEASED)

3 OR 7

PYLON

495

AGM65A, B

3 OR 7

LAU88/A, A/A, 117/A,

A(V)1/A, A(V)3/A

464

13/8

AGM65D

3 OR 7

LAU88/A, A/A, 117/A,

A(V)1/A, A(V)3/A

493

13/8

AGM65G

3 OR 7

LAU117/A, A(V)1/A,

A(V)3/A

672

AGM88B

3 OR 7

LAU118(V)4/A

770

AIM9P, P1

1 OR 9

LAUNCHER

166

AIM9P2, P3, P4, P5, N, N3

1 OR 9

LAUNCHER

178

AIM9L, M, S

1 OR 9

LAUNCHER

195

AIM9P, P1

2,3,7, OR 8

LAUNCHER + ADAPTER

166

AIM9P2, P3, P4, P5, N, N3

2,3,7, OR 8

LAUNCHER + ADAPTER

178

AIM9L, M, S

2,3,7, OR 8

LAUNCHER + ADAPTER

195

AIM120B

1 OR 9

LAUNCHER

341

AIM120B

2,3,7, OR 8

LAUNCHER + ADAPTER

341

AN/ASQ:

T17 (P4A)

1 OR 9

2,3,7, OR 8

LAUNCHER

LAUNCHER + ADAPTER

122

2**

T20 (P4AX)

1 OR 9

2,3,7, OR 8

LAUNCHER

LAUNCHER + ADAPTER

123

2**

T25 (P4AM)

1 OR 9

2,3,7, OR 8

LAUNCHER

LAUNCHER + ADAPTER

125

2**

USED FOR REMOVING WINGTIP AIM9 MISSILE SINCE BASIC AIRCRAFT CONFIGURATION INCLUDES AIM9'S

AT STATIONS 1 AND 9. USING DRAG INDEX ZERO GIVES SLIGHTLY CONSERVATIVE RESULTS WITHOUT TIP

MISSILES.

USED FOR REPLACING WINGTIP AIM9 MISSILE. DRAG INDEX IS 2 LESS THAN AIM9 MISSILE AT STATION 1 OR 9.

Figure B11.(Sheet 3)

F16C/D. FLIGHT MANUAL (2002) - page 65

F16C/D. FLIGHT MANUAL (2002) - page 65