F16C/D. FLIGHT MANUAL (2002) - page 67

T.O. GR1F16CJ11

Change 8B21

PART 2 - TAKEOFF

TABLE OF CONTENTS

Page

Takeoff Data

B21

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

Definitions of Terms

B21

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

Data Basis for Charts

B22

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

Takeoff Planning

B22

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

Takeoff Factor

B22

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

Takeoff Speed

B23

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

Takeoff Distance

B23

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

Acceleration Check Speed

B23

. . . . . . . . . . . . . . . . . 

Refusal Speed

B24

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

Minimum AB Blowout Speed

B24

. . . . . . . . . . . . . . 

Takeoff Roll Trim With

Asymmetric Stores

B25

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

Takeoff and Landing Crosswind

Limits

B25

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

Brake Energy Limits-Maximum

Effort Braking

B25

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

LIST OF CHARTS

Figure

Page

Takeoff Factor

B21

B27

. . . . . . . . . . . . . 

. . . . 

Takeoff Speed

B22

B28

. . . . . . . . . . . . . 

. . . . 

Takeoff Distance

B23

B29

. . . . . . . . . . 

. . . . 

Acceleration Check

Speed

B24

B210

. . . . . . . . . . . . . . . . . . 

. . . . 

Refusal Speed (NonAB)

B25

B211

. . . . 

. . . . 

Refusal Speed (AB)

B26

B214

. . . . . . . . 

. . . . 

Refusal Speed With Drag

Chute (NonAB)

B27

B217

. . . . . . . . . 

. . . . 

Refusal Speed With Drag

Chute (AB)

B28

B221

. . . . . . . . . . . . . 

. . . . 

Minimum AB Blowout

Speed

B29

B225

. . . . . . . . . . . . . . . . . . 

. . . . 

Takeoff Roll Trim With

Asymmetric Stores

B210

B226

. . . . . . 

. . . . 

Takeoff and Landing

Crosswind Limits

B211

B227

. . . . . . . 

. . . . 

Brake Energy Limits-Max

Effort Braking

B212

B228

. . . . . . . . . . 

. . . . 

Safe Tire Bead Temperature-

For Quick Turnaround

B213

B231

. . . 

. . . . 

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

B22Change 3

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 are accounted for, as

appropriate. Assumptions and approximations made

during the construction of each chart are discussed

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:

1.

Determine aircraft configuration (total air

craft takeoff GW and drag index).

2.

Obtain runway conditions for expected takeoff

time (pressure altitude, temperature, windspeed,

wind direction, length, slope, etc.).

3.

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)

Store 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 tempera

ture

= 40

°

C

Runway length

= 6000 feet (available

length)

Runway condition = 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 B21.

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 tempera

ture

= 40

°

C

B. Pressure altitude

= 2000 feet

C. MIL takeoff factor = 3.16

D. MAX AB takeoff

factor

= 1.85

T.O. GR1F16CJ11

Change 3B23

TAKEOFF SPEED

Takeoff and rotation speeds are obtained from figure

B22.

REFER TO FIGURE B22.

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 compute

takeoff and rotation speeds for the actual takeoff CG.

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

 AB

= 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

 AB

= 166 KIAS

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 B23. 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 B23.

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

= 3.16

B. GW

= 33,000 pounds

C. CG

= 37.0 percent

D. Drag index

= 150

E. Slope

= 1 percent (uphill)

F. Wind

=

10 knots

(headwind)

G. Takeoff distance

= 4243 feet

Using an AB takeoff factor of 1.85, takeoff distance is

2384 feet.

Rotation to 8 degrees pitch angle for liftoff increases

takeoff distance 18 percent.

G. Takeoff distance:

 NonAB 4243

1.18 = 5007 feet

 AB 2384

1.18

= 2813 feet

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

combination, MAX AB should be used.

ACCELERATION CHECK SPEED

Airspeed during takeoff ground roll is presented in

figure B24. 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 B24.

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).

T.O. GR1F16CJ11

B24Change 8

SAMPLE PROBLEM.

A. Takeoff factor (AB)

= 1.85

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

= 129 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 B25

and B26, sheet 1. Refusal speed for wet runway

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

12) is presented in figures B25 and B26, sheet 2.

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

(RCR = 4) is presented in figures B25 and B26, sheet

3. 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 B27 and B28 for dry concrete runways.

The drag chute is deployed at refusal speed. Refer

to Section V for limits.

REFER TO FIGURE B26.

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)

= 1.85

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

 runway)

= 153 KIAS

NOTE

Maximum effort braking should be

applied when airspeed is below the

maximum brake application speed

obtained from figure B212.

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 B29 contains

data needed to determine minimum AB blowout

speed.

REFER TO FIGURE B29.

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).

T.O. GR1F16CJ11

Change 3B25

SAMPLE PROBLEM.

A. MAX AB takeoff 

factor

= 1.85

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

= 85  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 B210.

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 B210.

Enter chart with takeoff speed (A), proceed upward to

asymmetric store weight (B) and horizontally to the

store station baseline, and follow the guidelines to the

store station at which the asymmetric load is present

(C). From (C), proceed horizontally to read dots of roll

trim required at (D).

SAMPLE PROBLEM.

A. 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 CROSS

WIND LIMITS

Figure B211 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 B211.

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 rel

ative 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 temporarily

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 landing is not com

pletely dissipated for more than 1 hour after the air

craft is stopped. The heat energy transferred to the

tire/wheel assembly and the brake piston housing

causes the temperature of those units to increase to a

peak temperature 1020 minutes after brake usage.

Greater amounts of brake energy absorption cause

higher disc temperatures and produce 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.

T.O. GR1F16CJ11

B26

REFER TO FIGURE B212.

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

runway 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

horizontally 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 TEMPERA

TURE chart (figure B213). 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

°

F

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 B212 can also be used for finding the maxi

mum brake application speed for aborted takeoff con

sidering 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 intersec

tion, project 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 complete thrust decay to idle

(approximately 4 seconds), maximum brake applica

tion speed must be reduced by 20 KIAS.

T.O. GR1F16CJ11

Change 3B27

1F-16CJ-1-1-4012B

Takeoff Factor

DATA BASIS FLIGHT TEST

ENGINE F110-GE-129

120

110

100

90

80

70

60

50

40

30

20

10

0

-10

-20

-30

50

40

30

20

10

0

-10

-20

-30

-40

1

2

3

4

5

6

7

0.5

1.5

2.5

3.5

MIL

MAX AB

-40

TAKEOFF FACTOR

F

RUNW

A

Y

 TEMPERA

TURE

C

RUNW

A

Y

 TEMPERA

TURE

A

1.0

2.0

3.0

B

C

D

Figure B21.

T.O. GR1F16CJ11

B28

GR1F-16CJ-1-1-4013X37

Takeoff Speed

CONDITIONS:

CONFIGURATION:

ALL ALTITUDES
ALL TEMPERATURES

ALL DRAG INDEXES

CG = 35% MAC

10 DEGREES PITCH ATTITUDE

20

25

30

35

40

45

GW   1000 POUNDS

120

140

160

180

200

220

TAKEOFF SPEED   KIAS

B

A

C

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.

ZERO ROLL TRIM

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

TAKEOFF ROLL TRIM WITH ASYMMETRIC STORES CHART (FIGURE B2-10).

Figure B22.

T.O. GR1F16CJ11

Change 3B29

1F-16CJ-1-1-4014C

0

2

4

6

8

10

12

40

20

0

WIND   KNOTS

BASELINE

TAKEOFF DISTANCE   1000 FEET

2

1

0

SLOPE   %

30

35

40

400

200

0

DRAG INDEX

BASELINE

BASELINE

BASELINE

2

3

4

5

6

TAKEOFF F

ACTOR

A

G

DATA BASIS FLIGHT TEST

CONDITIONS:

Takeoff Distance

ENGINE F110-GE-129

LIFT-OFF AT TAKEOFF SPEED

10 DEGREES PITCH ATTITUDE

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

CG   %

1

7

B

C

D

E

F

Figure B23.

T.O. GR1F16CJ11

B210Change 3

1F-16CJ-1-1-4015B

0

1

2
3

40

60

80

100

120

140

160

180

ACCELERATION CHECK SPEED   KIAS

0

20

40

0

100
200
300

15

20

25

30

35

40

45

50

GW   1000 POUNDS

BASELINE

WIND

BASELINE

BASELINE

BASELINE

G

1

2

3

4

5

6

TAKEOFF F

ACTOR

A

DATA BASIS FLIGHT TEST

Acceleration Check Speed

ENGINE F110-GE-129

%

KNOTS

SLOPE

DRAG INDEX

B

C

D

E

F

Figure B24.

T.O. GR1F16CJ11

Change 3B211

1F-16CJ-1-1-4016A

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

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 B2-12)
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=16 (DRY) DECREASE REFUSAL SPEED BY 4 KIAS FOR ALL GW'S.

2

3

4

5

6

NON-AB T

AKEOFF F

ACTOR

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

BASELINE

0

20

40

WIND   KNOTS

7

Figure B25.(Sheet 1)

T.O. GR1F16CJ11

B212Change 3

1F-16CJ-1-1-4017A

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

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 B2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=12 (WET) DECREASE REFUSAL SPEED BY 9 KIAS FOR ALL GW'S.

7

NON-AB T

AKEOFF F

ACTOR

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

BASELINE

0

20

40

WIND   KNOTS

2

3

4

5

6

Figure B25.(Sheet 2)

T.O. GR1F16CJ11

Change 8B213

1F-16CJ-1-1-4018B

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

CONFIGURATION:

CONDITIONS:

ALL DRAG INDEXES

SPEEDBRAKES   OPEN

IDLE SELECTED AT REFUSAL SPEED
MAX EFFORT BRAKING

SNOW (RCR=8)

NOTES:

REFUSAL SPEED BASED ON:

ZERO TAXI ENERGY.

NO BRAKING ABOVE MAX BRAKE APPLICATION SPEED (REFER TO FIGURE B2-10).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.

ICY (RCR=4)

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

SNOW (RCR=8)

7

ICY (RCR=4)

BASELINE

0

20

40

WIND   KNOTS

NON-AB T

AKEOFF F

ACTOR

2

3

4

5

6

Figure B25.(Sheet 3)

T.O. GR1F16CJ11

B214Change 3

1F-16CJ-1-1-4019B

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

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 B2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=16 (DRY) DECREASE REFUSAL SPEED BY 5 KIAS FOR ALL GW'S.

1.0

1.5

2.0

2.5

AB T

AKEOFF F

ACTOR

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

3.0

F

0

20

40

WIND   KNOTS

BASELINE

A

3.5

4.0

B

E

D

C

Figure B26.(Sheet 1)

T.O. GR1F16CJ11

Change 3B215

1F-16CJ-1-1-4020A

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

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 B2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.
FOR RCR=12 (WET) DECREASE REFUSAL SPEED BY 10 KIAS FOR ALL GW'S.

AB T

AKEOFF F

ACTOR

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

3.5

BASELINE

0

20

40

WIND   KNOTS

4.0

1.0

1.5

2.0

2.5

3.0

Figure B26.(Sheet 2)

T.O. GR1F16CJ11

B216Change 3

1F-16CJ-1-1-4021A

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F110-GE-129

CONFIGURATION:

CONDITIONS:

ALL DRAG INDEXES

SPEEDBRAKES   OPEN

IDLE SELECTED AT REFUSAL SPEED
MAX EFFORT BRAKING

SNOW (RCR=8)

NOTES:

REFUSAL SPEED BASED ON:

ZERO TAXI ENERGY.

NO BRAKING ABOVE MAX BRAKE APPLICATION SPEED (REFER TO FIGURE B2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.

0

1

2

3

SLOPE   %

REFUSAL SPEED   KIAS

180

160

140

120

100

80

60

40

BASELINE

200

ICY (RCR=4)

SNOW (RCR=8)

BASELINE

0

20

40

WIND   KNOTS

1.0

1.5

2.0

2.5

AB T

AKEOFF F

ACTOR

3.0

ICY (RCR=4)

4.0

3.5

Figure B26.(Sheet 3)