F16C/D. FLIGHT MANUAL (2002) - page 80

T.O. GR1F16CJ11

Change 7C23

TAKEOFF SPEED

Takeoff and rotation speeds are obtained from figure

C22.

REFER TO FIGURE C22.

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 com

pute takeoff and rotation speeds for the actual take

off CG. Next, enter inset at ambient temperature (F),

proceed vertically to altitude (G), and then proceed

horizontally left to maximum allowable takeoff GW

(H).

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:

D

NonAB

= 158 KIAS

D

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:

D

NonAB

= 171 KIAS

D

AB

= 166 KIAS

F. Ambient temperature

= 40

_

 C

G. Altitude

= 4000 feet

H. Maximum allowable

takeoff GW

= 44,900 pounds

The takeoff GW is within the maximum allowable

takeoff GW limit.

For a takeoff GW of 47,000 pounds:

I. GW

= 47,000  pounds

J. Takeoff speed

= 206 KIAS

F. Ambient temperature

= 40

_

 C

G. Altitude

= 4000 Feet

H. Maximum allowable

takeoff GW

= 44,900  pounds

The takeoff GW is greater than the maximum allow

able takeoff GW; therefore, the MLG tire limit speed

is exceeded.

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 C23. 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 C23.

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

= 2.54

B. GW

= 33,000 pounds

C. CG

= 35.5 percent

D. Drag index

= 150

E. Slope

= 1 percent (uphill)

F. Wind

= 10 knots

(headwind)

G. Takeoff distance

= 4950 feet

Using an AB takeoff factor of 1.44, takeoff distance is

2664 feet.

Rotation to 8 degrees pitch angle for liftoff increases

takeoff distance 18 percent.

G. Takeoff distance:

D

NonAB 4950

1.18 = 5841 feet

D

AB 2664

1.18

= 3144 feet

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

combination, MAX AB should be used.

T.O. GR1F16CJ11

C24Change 7

ACCELERATION CHECK SPEED

Airspeed during takeoff ground roll is presented in

figure C24. 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 C24.

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).

SAMPLE PROBLEM.

A. Takeoff factor (AB)

= 1.91

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

= 126 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 C25

and C26, sheet 1. Refusal speed for wet runway

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

12) is presented in figures C25 and C26, 

sheet 2

.

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

(RCR = 4) is presented in figures C25 and C26, 

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 A27 and A28 for dry concrete runways.

The drag chute is deployed at refusal speed. Refer

to Section V for limits.

REFER TO FIGURE C26.

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)

= 1.91

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 run

way)

= 149.5 KIAS

NOTE

Maximum effort braking should be

applied when airspeed is below the

maximum brake application speed

obtained from figure C212.

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 C29 contains

data needed to determine minimum AB blowout

speed.

T.O. GR1F16CJ11

Change 8C25

REFER TO FIGURE C29.

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).

SAMPLE PROBLEM.

A. MAX AB takeoff

factor

= 1.91

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

= 103 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 C210.

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 C210.

Enter chart with corrected takeoff speed (A), proceed

upward to asymmetric store weight (B) and horizon

tally to the store station baseline, and follow the

guidelines to the store station at which the asymmet

ric load is present (C). From (C), proceed horizontally

to read dots of roll trim required at (D).

SAMPLE PROBLEM.

A. Corrected 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

CROSSWIND LIMITS

Figure C211 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 C211.

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

relative 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 approxi

mate 15second brake application as part of a normal

landing is not completely dissipated for more than 1

hour after the aircraft 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

T.O. GR1F16CJ11

C26Change 8

absorption cause higher disc temperatures and pro

duce 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.

REFER TO FIGURES C212 AND C213.

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 run

way 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 hori

zontally 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 TEMPER

ATURE chart (figure C213). 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 C212 can also be used for finding the maxi

mum brake application speed for aborted takeoff

considering 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 intersection, proceed 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 com

plete thrust decay to idle (approximately 4 seconds),

maximum brake application speed must be reduced

by 20 KIAS.

T.O. GR1F16CJ11

Change 7C27

1F-16CJ-1-1-1012A

Takeoff Factor

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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

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

4.0

8

MIL

FigureC21.

T.O. GR1F16CJ11

C28Change 7

1F-16CJ-1-1-1280X37

Takeoff Speed

CONDITIONS:

CONFIGURATION:

ALL ALTITUDES
ALL TEMPERATURES

ALL DRAG INDEXES

CG = 35% MAC

10 DEGREES PITCH ATTITUDE

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.

20

24

28

32

40

44

GW   1000 POUNDS

120

140

160

180

200

220

TAKEOFF SPEED   KIAS

-40

-20

0

20

40

60

RUNWAY TEMPERTURE    C

40

48

50

*GW   1000 POUNDS

MAXIMUM ALLOWABLE TAKEOFF

GW BASED ON MLG TIRE LIMIT

SPEED (225 KNOTS   NO WIND)

*

I

B

B

A

J

C

H

G

F

ZERO ROLL TRIM

52

36

48

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

TAKEOFF ROLL TRIM WITH ASYMMETRIC STORES CHART (FIGURE C2-10).

42

46

44

Figure C22.

T.O. GR1F16CJ11

Change 7C29

1F-16CJ-1-1-1014X37

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 ESTIMATED

CONDITIONS:

Takeoff Distance

ENGINE F100-PW-229/CFT

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 C23.

T.O. GR1F16CJ11

C210Change 7

1F-16CJ-1-1-1015X37

0

1

2
3

40

60

80

100

120

140

160

180

ACCELERATION CHECK SPEED   KIAS

0

20

40

0

100
200
300

GW   1000 POUNDS

WIND

BASELINE

BASELINE

BASELINE

G

1

2

3

4

5

6

TAKEOFF F

ACTOR

A

DATA BASIS ESTIMATED

Acceleration Check Speed

ENGINE F100-PW-229/CFT

%

KNOTS

SLOPE

DRAG INDEX

B

D

E

F

7

400

20

25

30

35

40

45

50

BASELINE

C

55

Figure C24.

T.O. GR1F16CJ11

Change 7C211

1F-16CJ-1-1-1016X37

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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

8

Figure C25.(Sheet 1)

T.O. GR1F16CJ11

C212Change 7

1F-16CJ-1-1-1017X37

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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

8

Figure C25.(Sheet 2)

T.O. GR1F16CJ11

Change 7C213

1F-16CJ-1-1-1018X37

Refusal Speed (Non-AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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

8

Figure C25.(Sheet 3)

T.O. GR1F16CJ11

C214Change 7

1F-16CJ-1-1-1019X37

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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 C26.(Sheet 1)

T.O. GR1F16CJ11

Change 7C215

1F-16CJ-1-1-1020X37

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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 C26.(Sheet 2)

T.O. GR1F16CJ11

C216Change 7

1F-16CJ-1-1-1021X37

Refusal Speed (AB)

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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 C2-12).
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 C26.(Sheet 3)

T.O. GR1F16CJ11

Change 7C217

GR1F-16CJ-1-1-6022X37

190

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F100-PW-229/CFT

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 C2-12).
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

8

Figure C27.(Sheet 1)

T.O. GR1F16CJ11

C218Change 7

GR1F-16CJ-1-1-6023X37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (Non-AB)

ENGINE F100-PW-229/CFT

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 C2-12).
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

8

Figure C27.(Sheet 2)