F16C/D. FLIGHT MANUAL (2002) - page 68

T.O. GR1F16CJ11

Change 3B217

GR1F-16CJ-1-1-4022A37

190

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

FOR RCR=16 (DRY) DECREASE DRY RUNWAY REFUSAL SPEED BY 2.5 KIAS FOR ALL GW'S.

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

BASELINE

REFUSAL SPEED   KIAS

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

NON-AB T

AKEOFF F

ACTOR

7

5

4

3

2

6

DRAG CHUTE   DEPLOYED

BASELINE

40

20

0

WIND   KNOTS

Figure B27.(Sheet 1)

T.O. GR1F16CJ11

B218Change 3

GR1F-16CJ-1-1-4023A37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

FOR RCR=12 (WET) DECREASE WET RUNWAY REFUSAL SPEED BY 6 KIAS FOR ALL GW'S.

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

NON-AB T

AKEOFF F

ACTOR

7

5

4

3

2

6

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

BASELINE

40

20

0

WIND   KNOTS

Figure B27.(Sheet 2)

T.O. GR1F16CJ11

Change 3B219

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-4024A37

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

NON-AB T

AKEOFF F

ACTOR

7

5

4

3

2

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

6

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

BASELINE

40

20

0

WIND   KNOTS

Figure B27.(Sheet 3)

T.O. GR1F16CJ11

B220Change 3

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-4125A37

BASELINE

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

NON-AB T

AKEOFF F

ACTOR

7

5

4

3

2

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

MAX EFFORT BRAKING
ICY (RCR=4)

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.

DEPLOYED AT REFUSAL SPEED

6

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

40

20

0

WIND   KNOTS

Figure B27.(Sheet 4)

T.O. GR1F16CJ11

Change 3B221

GR1F-16CJ-1-1-4126A37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

FOR RCR=16 (DRY) DECREASE DRY RUNWAY REFUSAL SPEED BY 3.5 KIAS FOR ALL GW'S.

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

AB T

AKEOFF F

ACTOR

3.5

2.5

2.0

1.5

1.0

3.0

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

4.0

BASELINE

40

20

0

WIND   KNOTS

Figure B28.(Sheet 1)

T.O. GR1F16CJ11

B222Change 3

GR1F-16CJ-1-1-4027A37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

FOR RCR=12 (WET) DECREASE WET RUNWAY REFUSAL SPEED BY 8.5 KIAS FOR ALL GW'S.

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

AB T

AKEOFF F

ACTOR

3.5

2.5

2.0

1.5

1.0

3.0

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

4.0

BASELINE

40

20

0

WIND   KNOTS

Figure B28.(Sheet 2)

T.O. GR1F16CJ11

Change 3B223

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-4028A37

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

AB T

AKEOFF F

ACTOR

3.5

2.5

2.0

1.5

1.0

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

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.

DEPLOYED AT REFUSAL SPEED

3.0

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

4.0

BASELINE

40

20

0

WIND   KNOTS

Figure B28.(Sheet 3)

T.O. GR1F16CJ11

B224Change 3

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-4029A37

BASELINE

190

180

170

160

150

140

130

120

110

100

90

80

3

2

1

0

SLOPE   %

AB T

AKEOFF F

ACTOR

3.5

2.5

2.0

1.5

1.0

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (AB)

ENGINE F110-GE-129

ALL DRAG INDEXES
SPEEDBRAKES   OPEN

IDLE SELECTED AND DRAG CHUTE

MAX EFFORT BRAKING
ICY (RCR=4)

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.

DEPLOYED AT REFUSAL SPEED

3.0

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

4.0

BASELINE

40

20

0

WIND   KNOTS

Figure B28.(Sheet 4)

T.O. GR1F16CJ11

Change 3B225

1F-16CJ-1-1-4022B

Minimum AB Blowout Speed

DATA BASIS FLIGHT TEST

ENGINE F110-GE-129

3.0

2.5

2.0

1.5

1.0

0

100
200
300
400

0

20

40

0

1

2
3

40

60

80

100

120

140

160

180

0

1

2

3

4

5

6

7

8

9

10

MAX AB T

AKEOFF F

ACTOR

DRAG INDEX

MINIMUM MAX AB BLOWOUT SPEED   KIAS

GW   1000 POUNDS

RUNWAY LENGTH   1000 FEET

A

G

BASELINE

BASELINE

BASELINE

BASELINE

BASELINE

WIND

%

KNOTS

SLOPE

28

33

38

43

48

18

23

3.5

4.0

B

C

D

E

F

Figure B29.

T.O. GR1F16CJ11

B226

Takeoff Roll Trim With Asymmetric Stores

LEF'S SCHEDULED

TEF'S AT 20 DEGREES

CONFIGURATION:

DATA BASIS FLIGHT TEST

NOTES:

100

120

140

160

180

200

4/6

2/8

3/7

0

1

2

3

FULL

A

B

C

D

BASELINE

TAKEOFF SPEED   KIAS

STORE STATION

DOTS OF ROLL TRIM

1F-16X-1-1-0010X

INCREASE TAKEOFF SPEED 2 KNOTS FOR EACH DOT OF ROLL TRIM APPLIED TO COMPENSATE

FOR REDUCED LIFT. TAKEOFF DISTANCE INCREASES PROPORTIONATELY TO THE SPEED

IT IS POSSIBLE TO EXCEED THE LATERAL TRIM AUTHORITY OF THE AIRCRAFT FOR ONSPEED

TAKEOFF WITH A NET ASYMMETRIC (ROLLING) MOMENT LESS THAN AIRCRAFT TAKEOFF

LIMITS. REFER TO SECTION V FOR LIMITS.

INCREASE.

Figure B210.

T.O. GR1F16CJ11

B227

1F-16X-1-1-0011A

Takeoff and Landing Crosswind Limits

NOTES:

0

5

10

15

20

25

30

0

5

10

15

20

25

30

35

CROSSWIND COMPONENT   KNOTS

HEADWIND COMPONENT   KNOTS

A

B

C

CROSSWIND LIMITS FOR RCR VALUES 4-23 MAY BE OBTAINED BY INTERPOLATING BETWEEN

THE LIMITS SHOWN.

ENTER CHART WITH STEADY WIND TO DETERMINE HEADWIND COMPONENT AND MAXIMUM

GUST VELOCITY TO DETERMINE CROSSWIND COMPONENT.

Figure B211.

T.O. GR1F16CJ11

B228Change 8

GR1F-16CJ-1-1-4025A37

Brake Energy Limits    Max Effort Braking

ENGINE F110-GE-129

50

40

30

20

10

0

-10

-20

C

F

120

100

80

60

40

20

0

0 1 2 3 4 5

6

20 22 24 26 28 30 32 34 36 38 40 42 44

GW   1000 POUNDS

BRAKE ENERGY ABSORPTION   MILLION FOOT-POUNDS PER BRAKE

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

1

2

3

4

5

46 48

A

B

J

K

G

F

C

E

H

I

DATA BASIS ESTIMATED

CONFIGURATION:

ALL DRAG INDEXES
SPEEDBRAKES   OPEN
TEF's DOWN

CONDITIONS:

NORMAL IDLE THRUST

D

RUNWAY

TEMPERATURE

EXCEEDING 24.5 MILLION
FOOT-POUNDS PER BRAKE
CUMULATIVE TOTAL ENERGY
MAY RESULT IN LOSS OF
BRAKING.

NOTES:

ADD TAILWIND COMPONENT
OR SUBTRACT ONE-HALF

HEADWIND COMPONENT
FROM AIRSPEED WHEN
BRAKES ARE APPLIED.

FOR ABORTED TAKEOFF

AT AIRSPEED GREATER
THAN 100 KNOTS, ADD
2 MILLION FOOT-POUNDS

PER BRAKE IF BRAKES ARE

APPLIED SOONER THAN 4
SECONDS AFTER THROTTLE

IS RETARDED TO IDLE.

IF LANDING WITH ASYM-
METRICAL WING LOADING,

TAKE ACTION AS APPLIC-
ABLE FOR NEXT HIGHER

ENERGY ZONE TO ALLOW
FOR UNEQUAL BRAKE
ENERGY DISTRIBUTION.

24

Figure

 B212.(Sheet 1)

T.O. GR1F16CJ11

Change 8B229

50

40

30

20

10

0

-10

-20

C

F

120

100

80

60

40

20

0

0 1 2 3 4 5

6

RUNW

A

Y

20 22 24 26 28 30 32 34 36 38 40 42 44

GW   1000 POUNDS

BRAKE ENERGY ABSORPTION   MILLION FOOT-POUNDS PER BRAKE

0

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

1

2

3

4

5

GR1F-16CJ-1-1-4026A37

Brake Energy Limits    Max Effort Braking

With Drag Chute

DATA BASIS ESTIMATED

ENGINE F110-GE-129

CONFIGURATION:

ALL DRAG INDEXES

SPEEDBRAKES   OPEN

TEF'S DOWN

EXCEEDING 24.5 MILLION
FOOT-POUNDS PER BRAKE
CUMULATIVE TOTAL ENERGY
MAY RESULT IN LOSS OF
BRAKING.

DEPLOYING DRAG CHUTE

AT AIRSPEEDS GREATER
THAN 170 KIAS MAY

RESULT IN LOSS OF THE
CHUTE CANOPY.

TEMPERA

TURE

DRAG CHUTE DEPLOYED

BELOW 170 KIAS

DRAG CHUTE RELEASED

PRIOR TO TAXI

NOTES:

ADD TAILWIND COMPONENT
OR SUBTRACT ONE-HALF

HEADWIND COMPONENT
FROM AIRSPEED WHEN
BRAKES ARE APPLIED.

FOR ABORTED TAKEOFF

AT AIRSPEED GREATER
THAN 100 KNOTS, ADD
2 MILLION FOOT-POUNDS

PER BRAKE IF BRAKES ARE

APPLIED SOONER THAN 4
SECONDS AFTER THROTTLE

IS RETARDED TO IDLE.

IF LANDING WITH ASYM-
METRICAL WING LOADING,

TAKE ACTION AS APPLIC-
ABLE FOR NEXT HIGHER

ENERGY ZONE TO ALLOW
FOR UNEQUAL BRAKE
ENERGY DISTRIBUTION.

46 48

24

CONDITIONS:

NORMAL IDLE THRUST

Figure

 B212.(Sheet 2)

T.O. GR1F16CJ11

B230

Brake Energy Limits   Max Effort Braking

ACTION TO BE TAKEN AS APPLICABLE TO THE AMOUNT OF BRAKE ENERGY ABSORBED

DANGER ZONE

1. REFER TO T.O. GR1F16CJ1, HOT BRAKES.

2. USE MODERATE BRAKING BELOW 25 KNOTS

GROUNDSPEED AND MAINTAIN FORWARD

MOTION.

3. THE SIDE AREA WITHIN 300 FEET OF THE MLG

TIRES SHOULD BE REGARDED AS UNSAFE FOR 45

MINUTES AFTER AIRCRAFT HAS STOPPED UN

LESS THE FUSIBLE PLUGS HAVE RELIEVED TIRE

PRESSURE.

4. HYDRAULIC FLUID OR TIRE FIRE IS IMMINENT.

APPROACH MLG FROM FRONT OR REAR FOR

FIREFIGHTING PURPOSES ONLY. APPLY EXTINGUISH

ING AGENT AS FOG OR FOAM DIRECTLY ON THE

WHEELS.

CAUTION ZONE

1. REFER TO T.O. GR1F16CJ1, HOT BRAKES.

2. THE SIDE AREA WITHIN 300 FEET OF THE MLG

TIRES SHOULD BE REGARDED AS UNSAFE FOR 45

MINUTES AFTER AIRCRAFT HAS STOPPED UN

LESS THE FUSIBLE PLUGS HAVE RELIEVED TIRE

PRESSURE.

3. DO NOT ATTEMPT TAKEOFF UNTIL BRAKE HOUS

INGS, WHEEL RIMS, AND TIRES HAVE COOLED

ENOUGH TO PERMIT AT LEAST 15 SECONDS OF

CONTINUOUS BARE HAND CONTACT. THIS

COOLING PERIOD IS TO PREVENT POSSIBLE TIRE

FAILURE DURING TAKEOFF OR IN FLIGHT.

NORMAL ZONE

1. DO NOT ENGAGE PARKING BRAKE IF AIRCRAFT

HAS FLOWN IN THE PAST 2 HOURS OR IF CUMU

LATIVE TOTAL ENERGY EXCEEDS 9 MILLION

FOOT POUNDS PER BRAKE. OTHER ACTION TO

BE TAKEN IS DETERMINED BY CUMULATIVE

TOTAL ENERGY AND AMBIENT TEMPERATURE, AS

INDICATED BY SAFE TIRE BEAD TEMPERATURE

CHART.

2. IF CUMULATIVE TOTAL ENERGY EXCEEDS THE

LIMIT FOR SAFE TIRE BEAD TEMPERATURE:

A. DO NOT ATTEMPT TAKEOFF UNTIL BRAKE

HOUSINGS, WHEEL RIMS, AND TIRES HAVE

COOLED ENOUGH TO PERMIT AT LEAST 15

SECONDS OF CONTINUOUS BARE HAND

CONTACT. THIS COOLING PERIOD IS TO

PREVENT POSSIBLE TIRE FAILURE DURING

TAKEOFF OR IN FLIGHT.

B. A COOLING PERIOD OF APPROXIMATELY 30

MINUTES PLUS AN ADDITIONAL 30 MIN

UTES FOR EACH 1 MILLION FOOTPOUNDS

BRAKE ENERGY ABOVE THE LIMIT FOR SAFE

TIRE BEAD TEMPERATURE IS REQUIRED.

3. IF CUMULATIVE TOTAL ENERGY DOES NOT

EXCEED THE LIMIT FOR SAFE TIRE BEAD TEMPER

ATURE AND THE AIRCRAFT HAS NOT FLOWN IN

THE PAST 2 HOURS, PARKING BRAKE MAY BE EN

GAGED AND NO BRAKE COOLING IS REQUIRED

PRIOR TO SUBSEQUENT TAKEOFF. DETERMINE

MAXIMUM BRAKE APPLICATION SPEED IN CASE

SUBSEQUENT TAKEOFF IS ABORTED BY SUB

TRACTING CUMULATIVE TOTAL ENERGY FROM

THE 23.5 MILLION FOOTPOUNDS.

Figure B212.(Sheet 3)

T.O. GR1F16CJ11

B231/(B232 blank)

1F-16X-1-1-1012A

-20

0

20

40

60

80

100

120

-30

-20

-10

0

10

20

30

40

50

AMBIENT TEMPERATURE    C

AMBIENT TEMPERATURE    F

CUMULA

TIVE TOT

AL ENERGY

(STOPPING ENERGY PLUS T

AXI ENERGY)

MILLION FOOT-POUNDS PER BRAKE

10

9

8

7

6

5

4

L

Safe Tire Bead Temperature     For Quick

Turnaround

COOLING

PERIOD

REQUIRED

NO COOLING

PERIOD

REQUIRED

Figure B213.

T.O. GR1F16CJ11

Change 3B31

PART 3 - CLIMB

TABLE OF CONTENTS

Page

Ground Operation Fuel

Consumption

B31

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

Climbout Fuel, Time, and

Distance

B31

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

Cruise Ceilings and Optimum

Cruise Altitude

B31

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

MIL Climb

B32

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

MAX AB Climb

B32

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

LIST OF CHARTS

Figure

Page

MIL Climbout Fuel,

Time, and Distance

B31

B33

. . . . . . 

. . . . 

MAX AB Climbout Fuel,

Time, and Distance

B32

B34

. . . . . . 

. . . . 

Cruise Ceilings and

Optimum Cruise

Altitude

B33

B36

. . . . . . . . . . . . . . . . 

. . . . 

MIL Climb-Fuel

Consumed B34

B37

. . . . . . . . . . . . . 

. . . . 

MIL Climb-Distance

and Time

B34

B38

. . . . . . . . . . . . . . . 

. . . . 

MAX AB Climb- Fuel

Consumed

B35

B39

. . . . . . . . . . . . . . 

. . . . 

MAX AB Climb- Distance

and Time

B35

B310

. . . . . . . . . . . . . . . 

. . . . 

Data needed to plan for MIL and MAX AB climbs is

contained in this part, including climbout from take

off, climb to cruise, and ceiling altitudes. Refer to Part

8 for information regarding combat ceiling and climb

to combat ceiling.

GROUND OPERATION FUEL

CONSUMPTION

Idle fuel flow is approximately 20 pounds per minute.

An average of 25 pounds per minute is used for

ground operation.

CLIMBOUT FUEL, TIME, AND

DISTANCE

Figures B31 and B32 contain data describing fuel,

time, and distance from end of runway brake release

to climb airspeed. Effects of temperature, GW, alti

tude, and drag index are shown. A constant throttle

position (MIL or MAX AB) from brake release to MIL

or MAX AB climb speed is used. After takeoff, a

constant pitch attitude of 12 degrees is held until

2500 feet AGL. A level acceleration to climb speed is

then made. In some cases, climb airspeed will be

reached prior to gaining 2500 feet AGL. This tech

nique was developed for performance calculations

only and not as an operational procedure.

REFER TO FIGURES B31 AND B32.

Enter chart with temperature (A), proceed horizon

tally to altitude (B), and then down to intersect GW

(C). From there, proceed horizontally to drag base

line and parallel nearest guideline to drag index (D).

Finally, proceed horizontally to read fuel consumed

(E), time (F), and distance (G).

SAMPLE PROBLEM (MIL, FIGURE B31).

A. Temperature

= 40

°

C

B. Altitude

= 2000 feet

C. GW

= 33,000 pounds

D. Drag index

= 150

E. Fuel consumed

= 358 pounds

F. Time

= 2.1 minutes

G. Distance

= 8.9  nm

CRUISE CEILINGS AND OPTIMUM

CRUISE ALTITUDE

MIL cruise ceiling, MIL service ceiling, and optimum

cruise altitude are shown in figure B33. All data is

based on use of optimum cruise mach number. A

correction factor to adjust MIL cruise ceiling to ser

vice ceiling is given on the chart.

REFER TO FIGURE B33.

Enter upper portion of the chart with GW (A), proceed

upward to drag index (B), and then proceed to the left

to read cruise altitude (C). Enter lower portion of chart

with GW (A), proceed upward to drag index (B), and

then proceed to the left to read MIL cruise ceiling (D).

SAMPLE PROBLEM.

A. GW

= 33,000 pounds

B. Drag index

= 150

C. Optimum cruise

altitude

= 34,900 feet

D. MIL cruise ceiling

(300 fpm)

= 36,200 feet

E. MIL service ceiling

(100 fpm)

= 36,850 feet