F16C/D. FLIGHT MANUAL (2002) - page 81

T.O. GR1F16CJ11

Change 7C219

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-6024X37

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 F100-PW-229/CFT

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 C2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.

DEPLOYED AT REFUSAL SPEED

6

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

BASELINE

40

20

0

WIND   KNOTS

8

Figure C27.(Sheet 3)

T.O. GR1F16CJ11

C220Change 7

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-6125X37

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 F100-PW-229/CFT

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 C2-12).
BRAKES APPLIED 3 SECONDS AFTER IDLE SELECTED.

DEPLOYED AT REFUSAL SPEED

6

REFUSAL SPEED   KIAS

DRAG CHUTE   DEPLOYED

40

20

0

WIND   KNOTS

8

Figure C27.(Sheet 4)

T.O. GR1F16CJ11

Change 7C221

GR1F-16CJ-1-1-6126X37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (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 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 C28.(Sheet 1)

T.O. GR1F16CJ11

C222Change 7

GR1F-16CJ-1-1-6027X37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

Refusal Speed With Drag Chute (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 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 C28.(Sheet 2)

T.O. GR1F16CJ11

Change 7C223

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-6028X37

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 F100-PW-229/CFT

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 C2-12).
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 C28.(Sheet 3)

T.O. GR1F16CJ11

C224Change 7

CHUTE SEPARATION SPEED

MAXIMUM RECOMMENDED CHUTE DEPLOYMENT SPEED

GR1F-16CJ-1-1-6029X37

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 F100-PW-229/CFT

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 C2-12).
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 C28.(Sheet 4)

T.O. GR1F16CJ11

Change 7C225

1F-16CJ-1-1-1022X37

Minimum AB Blowout Speed

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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

0.4

1

2

3

4

5

6

7

8

9

10

MAX AB T

AKEOFF F

ACTOR

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

DRAG

52

F

Figure C29.

T.O. GR1F16CJ11

C226Change 7

Takeoff Roll Trim With Asymmetric Stores

LEF'S SCHEDULED

TEF'S AT 20 DEGREES

CONFIGURATION:

DATA BASIS ESTIMATED

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 C210.

T.O. GR1F16CJ11

Change 7C227

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 C211.

T.O. GR1F16CJ11

C228Change 8

GR1F-16CJ-1-1-0025A37

Brake Energy Limits    Max Effort Braking

ENGINE F100-PW-229/CFT

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

 C212.(Sheet 1)

T.O. GR1F16CJ11

Change 8C229

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-1-1-6026A37

Brake Energy Limits    Max Effort Braking

With Drag Chute

DATA BASIS ESTIMATED

ENGINE F100-PW-229/CFT

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

 C212.(Sheet 2)

T.O. GR1F16CJ11

C230Change 7

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 MIN

UTES AFTER AIRCRAFT HAS STOPPED UNLESS THE

FUSIBLE PLUGS HAVE RELIEVED TIRE PRESSURE.

4. HYDRAULIC FLUID OR TIRE FIRE IS IMMINENT.

APPROACH MLG FROM FRONT OR REAR FOR FIRE

FIGHTING 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 MIN

UTES AFTER AIRCRAFT HAS STOPPED UNLESS 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 COOL

ING PERIOD IS TO PREVENT POSSIBLE TIRE FAILURE

DURING TAKEOFF OR IN FLIGHT.

NORMAL ZONE

1. DO NOT SET PARKING BRAKE IF AIRCRAFT HAS

FLOWN IN THE PAST 2 HOURS OR IF CUMULATIVE

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 PRE

VENT POSSIBLE TIRE FAILURE DURING TAKE

OFF OR IN FLIGHT.

B. A COOLING PERIOD OF APPROXIMATELY 30

MINUTES PLUS AN ADDITIONAL 30 MINUTES

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 TEMPERATURE AND

THE AIRCRAFT HAS NOT FLOWN IN THE PAST 2

HOURS, PARKING BRAKE MAY BE SET AND NO

BRAKE COOLING IS REQUIRED PRIOR TO SUBSE

QUENT TAKEOFF. DETERMINE MAXIMUM BRAKE

APPLICATION SPEED IN CASE SUBSEQUENT TAKE

OFF IS ABORTED BY SUBTRACTING CUMULATIVE

TOTAL ENERGY FROM THE 23.5 MILLION FOOT

POUNDS.

Figure C212.(Sheet 3)

T.O. GR1F16CJ11

Change 7C231/(C232 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 C213.

T.O. GR1F16CJ11

Change 7C31

PART 3 - CLIMB

TABLE OF CONTENTS

Page

Ground Operation Fuel

Consumption

C31

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

Climbout Fuel, Time, and

Distance

C31

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

Cruise Ceilings and Optimum

Cruise Altitude

C31

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

MIL Climb

C32

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

MAX AB Climb

C32

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

LIST OF CHARTS

Figure

Page

MIL Climbout Fuel,

Time, and Distance

C31

C33

. . . . . . 

. . . . 

MAX AB Climbout Fuel,

Time, and Distance

C32

C34

. . . . . . 

. . . . 

Cruise Ceilings and

Optimum Cruise

Altitude

C33

C36

. . . . . . . . . . . . . . . . 

. . . . 

MIL Climb-Fuel

Consumed

C34

C37

. . . . . . . . . . . . . . 

. . . . 

MIL Climb-Distance

and Time

C34

C38

. . . . . . . . . . . . . . . 

. . . . 

MAX AB Climb-Fuel

Consumed

C35

C39

. . . . . . . . . . . . . . 

. . . . 

MAX AB Climb-Distance

and Time

C35

C310

. . . . . . . . . . . . . . . 

. . . . 

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 C31 and C32 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 C31 AND C32.

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 C31).

A. Temperature

= 40

°

C

B. Altitude

= 2000 feet

C. GW

= 33,000 pounds

D. Drag index

= 150

E. Fuel consumed

= 398 pounds

F. Time

= 2.2 minutes

G. Distance

= 9.6 nm

CRUISE CEILINGS AND OPTIMUM

CRUISE ALTITUDE

MIL cruise ceiling, MIL service ceiling, and optimum

cruise altitude, are shown in figure C33. 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 C33.

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).

T.O. GR1F16CJ11

C32Change 7

SAMPLE PROBLEM.

A. GW

= 33,000 pounds

B. Drag index

= 230

C. Optimum cruise

altitude

= 33,045 feet

D. MIL cruise ceiling

(300 fpm)

= 34,095 feet

E. MIL service ceiling

(100 fpm)

= 34,760 feet

MIL CLIMB

Figure C34 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 C34.

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 initial 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

= 33,045 feet (cruise

altitude for 33,000

pounds, drag index =

230)

C. Drag index

= 230

D. Air temperature devi

ation

= +10

°

C

E. Fuel consumed to final

altitude

= 1348 pounds

F. Initial altitude

= 2500 feet

G. Fuel consumed to ini

tial altitude

= 74 pounds

Fuel consumed to

climb 1348-74

= 1274 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

= 33,988 feet based

on endofclimb

weight (33,000-

1274 = 31,726 from

figure C33)

C. Drag index

= 230

D. Air temperature

deviation

= +10

°

C

I. Fuel consumed to

final altitude

= 1414 pounds

F. Initial altitude

= 2500 feet

G. Fuel consumed to

initial altitude

= 74 pounds

Fuel consumed in

climb

= 1414 - 74 = 1340

pounds

Distance in climb

=  95 - 3 = 92 nm

Time in climb

= 11.6 - 0.4 = 11.2

minutes

Climb speed (for drag

index = 230)

= 369 KIAS/0.80 mach

MAX AB CLIMB

Figure C35, 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 C35.

Refer to instructions under MIL CLIMB, above.

T.O. GR1F16CJ11

Change 7C33

30

20

10

0

0

100

200

300

G

DIST

ANCE   NM

DRAG INDEX

1F-16CJ-1-1-1027X37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229/CFT

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

D

D

D

C

Figure C31.