F16C/D. FLIGHT MANUAL (2002) - page 69

T.O. GR1F16CJ11

B32Change 3

MIL CLIMB

Figure B34 contains MIL climb data. Fuel consumed

data is shown in sheet 1 and time and distance data

is shown in sheet 2. The data is for climbs starting at

sea level, but performance data for climbs from any

altitude to a higher altitude may also be determined.

The climb schedules are defined by airspeed/mach

number. Climb at the scheduled airspeed to the

scheduled mach number, then maintain the mach

number to the desired altitude. When starting a climb

at an altitude above the airspeed/mach number tran

sition point, climb at the scheduled mach number.

The schedules are tabulated as a function of drag in

dex and are selected to maintain maximum fuel effi

ciency while still providing near maximum rate of

climb. To obtain data for climb to cruise ceiling, use

the dashed cruise ceiling drag index lines.

REFER TO FIGURE B34.

Enter sheet 1 of chart at initial GW (A), proceed hori

zontally to final altitude (B), vertically to drag index

(C), and horizontally to air deviation temperature (D).

Continue horizontally to read fuel consumed (E). If ini

tial altitude is above sea level, reenter chart at initial

GW (A), proceed horizontally to initial altitude (F), and

continue as above to read fuel used (G). The difference

between fuel consumed to final altitude and fuel used

to initial altitude is the fuel used to climb from initial

to final altitude. Climb time and distance are found in

a similar manner from sheet 2.

SAMPLE PROBLEM.

MIL climb to optimum cruise altitude.

A. Initial GW

= 33,000 pounds

B. Final altitude

= 34,900 feet (cruise

altitude for 33,000

pounds, drag index =

150)

C. Drag index

= 150

D. Air temperature 

deviation

= +10

°

C

E. Fuel consumed to final

altitude

= 1087 pounds

F. Initial altitude

= 2500 feet

G. Fuel consumed to ini

tial altitude

= 68 pounds

Fuel consumed to

climb 1087 - 68

= 1019 pounds

Note that the cruise altitude used above is based on

an initial climb GW of 33,000 pounds. This cruise alti

tude should be adjusted to account for the fuel con

sumed during climb and the climb fuel recomputed.

Initial GW is unchanged.

A. Initial GW

= 33,000 pounds

H. Revised final altitude

= 35,550 feet based

on endofclimb

weight (33,000-

1019 = 31,981 from

figure B33)

C. Drag index

= 150

D. Air temperature

deviation

= +10

°

C

I. Fuel consumed to

final altitude

= 1142 pounds

F. Initial altitude

= 2500 feet

G. Fuel consumed to

initial altitude

= 68 pounds

Fuel consumed in

climb

= 1142 - 68 =1074

pounds

Distance in climb

= 75 - 3 = 72 nm

Time in climb

= 9.6 - 0.4 = 9.2 min

utes

Climb speed (for drag

index = 150)

= 390 KIAS/0.82 mach

MAX AB CLIMB

Figure B35, sheets 1 and 2, presents MAX AB climb

data. The climb schedule given on sheet 1 results in

minimum timetoclimb to altitude at subsonic speeds.

REFER TO FIGURE B35.

Refer to instructions under MIL CLIMB, above.

T.O. GR1F16CJ11

Change 3B33

30

20

10

0

0

100

200

300

G

DIST

ANCE   NM

DRAG INDEX

1F-16CJ-1-1-4027A

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F110-GE-129

MIL Climbout Fuel, Time, and Distance

DATA INCLUDES GROUND RUN FUEL,

LG/TEF'S RETRACTED 8 SECONDS

AFTER TAKEOFF

CLIMBOUT AT 12 DEGREES PITCH
ATTITUDE TO 2500 FEET AGL; THEN
ACCELERATE TO MIL CLIMB
AIRSPEED

TIME AND DISTANCE FROM END OF

RUNWAY BRAKE RELEASE TO CLIMB

AIRSPEED

400

NOTE: GW = GW AT BRAKE RELEASE.

6

4

2

0

TIME   MINUTES

F

8

6

4

2

0

FUEL CONSUMED   100 POUNDS

BASELINE

E

60

40

20

0

-20

A

TEMPERA

TURE    C

NO WIND

BASELINE

BASELINE

B

C

C

C

D

D

D

Figure B31.

T.O. GR1F16CJ11

B34Change 3

1F-16CJ-1-1-4028A

15

10

5

0

DIST

ANCE   NM

0

100

200

300

BASELINE

DRAG INDEX

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F110-GE-129

MAX AB Climbout Fuel, Time, and Distance

CLIMBOUT AT 12 DEGREES PITCH

ATTITUDE TO 2500 FEET AGL; THEN
ACCELERATE AT MAX AB TO MIL

CLIMB AIRSPEED

NO WIND

DATA INCLUDES GROUND RUN FUEL,

LG/TEF'S RETRACTED 8 SECONDS

AFTER TAKEOFF

TIME AND DISTANCE FROM END OF

RUNWAY BRAKE RELEASE TO CLIMB

AIRSPEED

3

2

1

0

15

10

5

0

FUEL CONSUMED   100 POUNDS

20

400

NOTE: GW = GW AT BRAKE RELEASE.

BASELINE

BASELINE

60

40

20

0

-20

TEMPERA

TURE    C

TIME   MINUTES

Figure B32.(Sheet 1)

T.O. GR1F16CJ11

Change 3B35

1F-16CJ-1-1-4029A

DATA BASIS FLIGHT TEST

CONFIGURATION:

CONDITIONS:

ENGINE F110-GE-129

MAX AB Climbout Fuel, Time, and Distance

CLIMBOUT AT 12 DEGREES PITCH

ATTITUDE TO 2500 FEET AGL; THEN

ACCELERATE AT MAX AB TO MAX

AB CLIMB AIRSPEED

NO WIND

DATA INCLUDES GROUND RUN FUEL,

LG/TEF'S RETRACTED 8 SECONDS

AFTER TAKEOFF

TIME AND DISTANCE FROM END OF

RUNWAY BRAKE RELEASE TO CLIMB

AIRSPEED

15

10

5

0

0

100

200

300

400

15

10

5

0

FUEL CONSUMED   100 POUNDS

20

DIST

ANCE   NM

NOTE: GW = GW AT BRAKE RELEASE.

DRAG INDEX

20

BASELINE

TEMPERA

TURE    C

60

40

20

0

-20

2

1

0

TIME   MINUTES

BASELINE

3

25

BASELINE

Figure B32.(Sheet 2)

T.O. GR1F16CJ11

B36Change 3

Cruise Ceilings and Optimum Cruise Altitude

DATA BASIS FLIGHT TEST

STANDARD DAY
OPTIMUM CRUISE MACH NUMBER

CONDITIONS:

ENGINE F110-GE-129

20

24

28

32

36

40

44

GW   1000 POUNDS

OPTIMUM CRUISE ALTITUDE

CRUISE CEILING (300 FPM)

MIL CRUISE CEILING   1000 FEET

OPTIMUM CRUISE AL

TITUDE   1000 FEET

20

24

28

32

36

40

44

GW   1000 POUNDS

20

30

40

50

60

20

30

40

50

60

MACH

0.90

0.90

0.85

0.82

0

50

100

150

1F-16CJ-1-1-4030A

C

D

0.82

0.73

0.67

200

300

400

DRAG INDEX

OPTIMUM CRUISE

FOR MIL SERVICE CEILING

(100 FPM) INCREASE

ALTITUDE 650 FEET.

NOTE:

NOTE: FOR ALL DRAG INDEXES

+20 C OR -20 C OFF

STANDARD TEMPERATURE

EFFECTS ARE NEGLIGIBLE.

NOTE: FOR ALL DRAG INDEXES

+20 C OR -20 C OFF

STANDARD TEMPERATURE

EFFECTS ARE NEGLIGIBLE.

48

48

B

A

B

A

Figure B33.

T.O. GR1F16CJ11

Change 3B37

1F-16CJ-1-1-4031A

1600

1200

800

400

0

20

10

0

FUEL CONSUMED   POUNDS

AIR TEMP BASELINE

100

150

200

300

400

410/0.85

390/0.82

365/0.82

340/0.73

320/0.67

INITIAL GW   1000 POUNDS

SL

CRUISE CEILING

(300 FPM CLIMB

POTENTIAL)

A

I

E

G

200

600

1000

1400

MIL Climb    Fuel Consumed

DATA BASIS FLIGHT TEST

STANDARD DAY

CONDITIONS:

ENGINE F110-GE-129

1800

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

470/0.90

435/0.90

2000

40

32

24

20

28

36

44

48

D

C

H

B

F

AIR TEMP DEVIATION

FROM STANDARD DAY ( C)

Figure B34.(Sheet 1)

T.O. GR1F16CJ11

B38Change 3

1F-16CJ-1-1-4032A

20

10

0

0

5

10

15

AIR TEMP BASELINE

0

20

40

60

80

100

AIR TEMP BASELINE

20

SL

A

TIME   MINUTES

DIST

ANCE   NM

INITIAL GW   1000 POUNDS

DATA BASIS FLIGHT TEST

STANDARD DAY

CONDITIONS:

ENGINE F110-GE-129

MIL Climb    Distance and Time

100

150

200

300

400

410/0.85

390/0.82

365/0.82

340/0.73

320/0.67

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

470/0.90

435/0.90

24

28

32

36

40

44

48

120

F

H

C

C

CRUISE CEILING

(300 FPM CLIMB

POTENTIAL)

AIR TEMP DEVIATION

FROM STANDARD DAY ( C)

Figure B34.(Sheet 2)

T.O. GR1F16CJ11

Change 3B39

1F-16CJ-1-1-4033A

20

10

0

2800

2400

2000

1600

1200

800

400

0

AIR TEMPERATURE BASELINE

FUEL CONSUMED   POUNDS

24

32

40

INITIAL GW   1000 POUNDS

COMBAT CEILING

(500 FPM CLIMB

POTENTIAL)

SL

20

28

36

3200

DATA BASIS FLIGHT TEST

STANDARD DAY

CONDITIONS:

ENGINE F110-GE-129

MAX AB Climb    Fuel Consumed

100

150

200

300

400

580/0.90

565/0.90

550/0.90

515/0.88

480/0.85

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

590/0.95

580/0.92

48

44

AIR TEMP DEVIATION

FROM STANDARD DAY ( C)

Figure B35.(Sheet 1)

T.O. GR1F16CJ11

B310Change 3

1F-16CJ-1-1-4034A

DATA BASIS FLIGHT TEST

STANDARD DAY

CONDITIONS:

ENGINE F110-GE-129

MAX AB Climb    Distance and Time

20

10

0

AIR TEMP DEVIATION

FROM STANDARD DAY ( C)

6

4

2

0

AIR TEMP BASELINE

TIME   MINUTES

8

40

32

24

INITIAL GW   1000 POUNDS

SL

COMBAT CEILING

(500 FPM CLIMB

POTENTIAL)

36

28

20

30

20

10

0

AIR TEMP BASELINE

DIST

ANCE   NM

40

50

60

100

150

200

300

400

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

580/0.90

565/0.90

550/0.90

515/0.88

480/0.85

590/0.95

580/0.92

44

48

Figure B35.(Sheet 2)

T.O. GR1F16CJ11

Change 3B41

PART 4-CRUISE

TABLE OF CONTENTS

Page

Cruise Data

B41

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

Optimum Mach/Optimum

Altitude Cruise

B41

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

Fuel Flow Conversion

B42

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

Subsonic Cruise Tables

B42

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

Diversion Decision

B43

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

Best Cruise Altitude for

Short Range Mission

B44

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

LIST OF CHARTS

Figure

Page

Optimum Cruise

B41

B45

. . . . . . . . . . 

. . . . 

Fuel Flow Conversion

B42

B46

. . . . . . 

. . . . 

Subsonic Cruise-Effects

of Bank Angle

B43

B47

. . . . . . . . . . 

. . . . 

Subsonic Cruise-

Sea Level

B43

B48

. . . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

4000 Feet

B43

B413

. . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

8000 Feet

B43

B418

. . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

12,000 Feet

B43

B423

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

16,000 Feet

B43

B428

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

20,000 Feet

B43

B433

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

25,000 Feet

B43

B438

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

30,000 Feet

B43

B443

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

35,000 Feet

B43

B448

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

40,000 Feet

B43

B453

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

45,000 Feet

B43

B456

. . . . . . . . . . . . . 

. . . . 

Diversion Decision-

Divert

B44

B458

. . . . . . . . . . . . . . . . . . 

. . . . 

Diversion Decision-

Loiter

B44

B460

. . . . . . . . . . . . . . . . . . 

. . . . 

Best Cruise Altitude for

Short Range Mission-

Penetration Descent

B45

B462

. . . . . 

. . . . 

Best Cruise Altitude for

Short Range Mission-

Maximum Range De

scent

B45

B463

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

. . . . 

CRUISE DATA

The cruise data enables the mission planner to calcu

late the optimum cruise performance available for

most combinations of flight conditions. It is apparent

from the Subsonic Cruise tables that the GW's for

some of the drag indexes are not realistic. This data

is only used to give good results when extrapolation

of the data is required. One conversion chart is sup

plied as an aid in computing TAS and fuel flow. The

following considerations will assist in selecting the

combination of flight conditions and techniques

which will result in required mission performance:

D

Optimum Mach/Optimum Altitude:A cruise

climb technique is required. Mach remains constant

throughout the cruise while altitude increases as

fuel is consumed. Changes in optimum mach due to

changes in GW are insignificant. Use of this

technique will result in maximum attainable range

(including maximum aircraft capability).

D

Optimum Mach/Constant Altitude:Mach number

is decreased as fuel is consumed. This cruise

technique will yield maximum cruise performance

at a given altitude.

D

Constant Mach/Constant Altitude:Cruise at a

given mach and altitude condition. This technique

does not usually provide maximum performance

but is often used due to time and flightpath

constraints.

OPTIMUM MACH/OPTIMUM

ALTITUDE CRUISE

Detailed optimum cruiseclimb performance data is

given in figure B41. Cruise data is shown as specific

range and optimum altitude versus GW for lines of

drag index. Optimum cruise mach numbers are tabu

lated on each drag index line. Fuel flow may be com

puted from figure B42.

T.O. GR1F16CJ11

B42Change 3

REFER TO FIGURE B41.

Enter chart with cruise GW (A) and proceed vertically

upward to drag index (B) in both the lower and upper

portions of the chart. In the lower portion of the chart,

proceed to the left from (B) to read specific range (C).

In the upper portion of the chart, proceed to the left

from (B) to read optimum cruise altitude (D). Opti

mum cruise mach number is obtained from the mach

numbers indicated on the drag index lines in the

lower portion of the chart.

SAMPLE PROBLEM.

A. GW

= 28,000 pounds

B. Drag index

= 0

C. Specific range

= 0.199 nm per

pound of fuel

D. Optimum cruise alti

tude

= 39,100 feet

D

Optimum cruise

mach

= 0.90

FUEL FLOW CONVERSION

The Fuel Flow Conversion chart, figure B42, is used

to convert specific range and speed into fuel flow.

REFER TO FIGURE B42.

To convert specific range into fuel flow, enter chart

with mach number (A), proceed to the right to temper

ature (standard day temperature is shown on figure

B15) (B), and then proceed upward, reading KTAS at

(C). Continue to specific range line (D), and finally,

proceed to the left to read fuel flow (E).

SAMPLE PROBLEM.

A. Optimum cruise alti

tude

= 39,100 feet

D

Optimum cruise

mach

= 0.90

B. Temperature

= -56.5

°

C (Standard day

temperature is shown)

C. KTAS

= 516

D. Specific range

= 0.199 nm per pound of

fuel

E. Fuel flow

= 2590 pounds per hour

SUBSONIC CRUISE TABLES

The Subsonic Cruise tables, figure B43, present dry

thrust fuel flow data for a range of constant cruise

altitudes (sea level45,000 feet), true airspeeds (180

690 knots), GW's (20,00048,000 pounds), and drag

indexes (0400). True airspeeds and fuel flows for

maximum range/endurance cruise at constant alti

tude and drag index are presented for a range of GW's.

If Vmin (minimum true airspeed based on MIL) is

greater than 180 knots, then Vmin and the fuel flow

at Vmin are shown. Vmax (maximum true airspeed

based on MIL) and the fuel flow at Vmax are also

shown. Temperature effect factors are presented for

20

_

C ambient temperature deviation from stan

dard. Cruise KTAS are presented in increments of 30

KTAS. The fuel flows are shown in PPH; therefore,

the distance flown and fuel consumed at some speci

fied cruise time may be quickly evaluated.

REFER TO FIGURE B43.

To find fuel flow for cruise at a constant true airspeed

and altitude, enter the table with appropriate drag

index, KTAS, and GW. Then read the fuel flow in

PPH. To find fuel flow and KTAS at constant altitude

cruise for Vmin, Vmax, maximum endurance, or max

imum range, enter the table with drag index and GW.

Then read standard fuel flow and KTAS for the speci

fied condition. Temperature effect factors are found

on the right side of each chart. Multiply standard day

fuel flows by their respective factor to get final fuel

flows for  20

_

C deviation from standard. To compute

fuel flows for other temperatures, simply ratio the dif

ference between standard day values and  20

_

C val

ues for the particular temperature deviation.

True airspeeds for Vmin, Vmax, maximum endur

ance, and maximum range are affected by ambient

temperature and correction factors for these air

speeds are presented on the right side of the chart.

These factors are used to correct KTAS in the same

manner as described for fuel flows. If the factors are

greater than 1, final fuel flow and KTAS increases. If

the factors are less than 1, final fuel flow and KTAS

decreases.

SAMPLE PROBLEM.

A. Altitude

= 30,000 feet

B. Drag index

= 0

C. GW

= 20,000 pounds

D. KTAS

= 360

E. Standard day ambi

ent temperature

= -44

°

C

F. Ambient temperature = -34

°

C

G. Temperature devi

ation

= 10

°

C hot

T.O. GR1F16CJ11

Change 3B43

Find fuel consumed and time required to cruise at 360

knots for 180 nm:

H. Standard day fuel flow= 1785 PPH

I. Temperature effect

fuel flow factor at

+20

°

C and 360 KTAS = 1.073

J. Fuel flow at +20

°

C

hot is 1.073

1785

= 1915 PPH

K. Fuel flow for ambient

temperature of -34

°

C

is 1785 + (130

10

20

) = 1850 PPH

L. Time to travel 180

nm at 360 KTAS is

180

360

= 0.5  hour

M. Fuel consumed in

0.5 hour of cruise

at 360 KTAS is

1850

0.5

= 925 pounds

Find fuel consumed and air distance traveled for

maximum range cruise for 30 minutes:

N. Standard day maxi

mum range airspeed = 416 KTAS

O. Standard day fuel

flow

= 1990 PPH

P. Temperature effect

factor for KTAS at

+20

°

C

= 1.043

Q. Temperature effect

fuel flow factor at

+20

°

C

= 1.046

R. KTAS at 20

°

C hot is

1.043

416

= 434

S. Fuel flow at 20

°

C hot

is 1.046

1990

= 2082 PPH

T. KTAS for ambient

temperature of -34

°

C

is 416 + (18

10

20

)

= 425

U. Fuel flow for ambient

temperature of -34

°

C

is 1990 + (92

10

20

)

= 2036 PPH

V. Air distance traveled

in 30 minutes at 425
KTAS is 425

60

30

= 213 nm

W. Fuel consumed in

30 minutes of cruise

at 425 KTAS
is 2036

60

30

= 1018 pounds

To find the fuel flow and KTAS for maximum endur

ance cruise, use the method outlined above for maxi

mum range cruise; then loiter time = fuel consumed/

fuel flow.

REFER TO FIGURE B43, SHEET 1.

If an average bank angle of 30 degrees were used in

the above problem, an effective GW of 23,100 pounds

would have to be used to enter the chart. Find the

effective GW by entering the lower right plot with GW

(A), follow the guidelines to bank angle (B), and read

effective GW (C).

SAMPLE PROBLEM.

A. GW

= 20,000 pounds

B. Bank angle

= 30 degrees

C. Effective GW

= 23,100 pounds

DIVERSION DECISION

The Diversion Decision-Divert and Diversion Deci

sion-Loiter, figure B44, contain range and time

available data to be used in deciding whether to divert

to another base or wait (loiter) until the runway is

reopened. Data is given for fuel quantities up to 2000

pounds and for initial altitudes from sea level to

40,000 feet. Range and time available by staying at

initial altitude or by climbing to optimum altitude are

given. Range and time for climbs to optimum altitude,

cruise or loiter, and descents to sea level are included

in all data as applicable. No reserve fuel is included

in the data.

SAMPLE PROBLEM.

Assume that you have arrived over base at 5000 feet

MSL with only 600 pounds of fuel remaining and are

informed that the runway is closed due to an accident.

Twenty to 30 minutes is required to open the runway.

Can you wait (loiter) for the runway to open, or should

you divert to a base only 50 nm away? Checking figure

B44 yields the following information:

Range Available at 5000 feet MSL = 68 nm (cruise

at mach = 0.46, begin enroute descent 9 nm from

destination with 41 pounds fuel used in descent).

Range Available Using Optimum Altitude = 93 nm

(MIL climb at 433 KIAS or optimum altitude mach

number, whichever is less, to 30,000 feet, cruise at

mach 0.70, and begin enroute descent 53 nm from

destination with 184 pounds fuel used in descent).

T.O. GR1F16CJ11

B44Change 3

Loiter Time Available at 5000 feet MSL = 15.0

minutes (loiter at mach = 0.35, begin descent 7 nm

from destination with 34 pounds fuel used in

descent).

Loiter Time Available Using Optimum Altitude = 16

minutes (MIL climb at 433 KIAS or optimum

altitude mach number, whichever is less, to 20,000

feet, loiter at mach = 0.46, begin descent 30 nm from

destination with 116 pounds fuel used in descent).

Based on this information, a decision to divert to the

nearby base would be prudent. Maximum holding

time using all remaining fuel, optimum altitude, and

an IDLE descent would yield only 16 minutes-too

little. Even remaining at 5000 feet MSL, a range of 68

nm is available which would leave a small fuel reserve

at the alternate base. Even more reserve fuel would

remain if optimum altitude (30,000 feet) were used.

If range and time available (which require a fuel

reserve) are needed, find the range and time which

would be available if the desired reserve were con

sumed and deduct those values from range and time

available for the total fuel on board. For instance, if

200 pounds reserve fuel had been required in the

above problem, 26 nm would be deducted from the 68

nm range available by cruising at 5000 feet. The other

range and times available would be adjusted in the

same manner. However, note, for this sample prob

lem, 50 nm is not obtainable with 200 pounds reserve.

BEST CRUISE ALTITUDE FOR SHORT

RANGE MISSION

For short missions or mission legs, fuel consumption

can be minimized by climbing to a lowerthanopti

mum cruise altitude and descending on course. For

distances of 250 nm or less, use of a lowerthanopti

mum cruise altitude will result in lower overall fuel

usage. Figure B45 contains information defining

the best altitude to use for these short distances as

a function of initial GW and distance. For distances

greater than 250 nm, optimum cruise altitude

should be used. Fuel consumption is given in figure

B45 as a function of drag index for each initial GW

and distance. Also provided in the chart is the range

from destination at which to begin a penetration

descent or maximum range descent. All data shown

is based on beginning at sea level, climbing to the

indicated altitude using MIL, cruising at optimum

mach at the indicated altitude to the descent point,

and executing a penetration descent (300 KIAS,

IDLE, and speedbrakes open) or maximum range

descent (at schedule KIAS, IDLE, and with speed

brakes closed). MIL climb speed for any drag index

may be obtained from Part 3 and optimum KTAS for

constant altitude cruise from the Subsonic Cruise

Tables. Further guidance to establish the climb and

cruise conditions recommended in the Best Cruise

Altitude for Short Range Mission chart is available

through the FCC cruise energy management guid

ance system. Climb speed for most economical climb

may be established through use of the CRUS HOM

mode on the upfront control set. Climb speed guid

ance is displayed on the HUD speed scale (scales

switch set to VV/VAH). Once at altitude, optimum

cruise mach can be established by using the CAS,

TAS, or GND speed guidance displayed on the HUD

when the CRUS RNG mode is selected on the upfront

control set.

REFER TO FIGURE B45.

Enter figure B45 with start climb GW (A), desired

total mission range (B), and drag index (C). With

these given conditions, read best cruise altitude (D),

fuel consumed (E), and penetration descent range (F).

SAMPLE PROBLEM.

A. Start climb GW

= 28,000 pounds

B. Total mission range

= 150 nm

C. Drag index

= 200

D. Best cruise altitude

= 30,900 feet

E. Fuel consumed

= 1499 pounds

F. Penetration descent

range

= 17.4 nm

T.O. GR1F16CJ11

Change 3B45

1F-16CJ-1-1-4035A

Optimum Cruise

DATA BASIS FLIGHT TEST

STANDARD DAY

ENGINE F110-GE-129

CONDITIONS:

.04

.08

.12

.16

.20

.24

.28

20

30

40

50

20

24

28

32

36

40

44

48

20

24

28

32

36

40

44

48

SPECIFIC RANGE   NM PER POUND OF FUEL

(SEE FUEL FLOW CONVERSION)

CRUISE AL

TITUDE   1000 FEET

GW   1000 POUNDS

C

NOTE: FOR ALL DRAG INDEXES, +20 C OR

-20 C OFF STANDARD TEMPERATURE

EFFECTS ARE NEGLIGIBLE.

D

NOTE: FOR ALL DRAG INDEXES, +20 C OR

-20 C OFF STANDARD TEMPERATURE

EFFECTS ARE NEGLIGIBLE.

B

B

A

Figure B41.

T.O. GR1F16CJ11

B46Change 3

0

2

4

6

8

10

12

14

16

100

200

300

400

500

600

700

FUEL FLOW   1000 POUNDS PER HOUR

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

TRUE AIRSPEED   KNOTS

1F-16CJ-1-1-4036X

MACH NUMBER

E

A

Fuel Flow Conversion

D

C

B

Figure B42.

T.O. GR1F16CJ11

Change 3B47

1F-16X-1-1-0014X

Subsonic Cruise    Effects of Bank Angle

15

20

25

30

35

40

0

10

20

30

40

50

60

GW   1000 POUNDS

BANK ANGLE   DEGREES

A

B

C

Figure B43.(Sheet 1)