F16C/D. FLIGHT MANUAL (2002) - page 82

T.O. GR1F16CJ11

C34Change 7

1F-16CJ-1-1-1028X37

15

10

5

0

DIST

ANCE   NM

0

100

200

300

BASELINE

DRAG INDEX

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229/CFT

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 C32.(Sheet 1)

T.O. GR1F16CJ11

Change 7C35

1F-16CJ-1-1-1029X37

DATA BASIS ESTIMATED

CONFIGURATION:

CONDITIONS:

ENGINE F100-PW-229/CFT

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 C32.(Sheet 2)

T.O. GR1F16CJ11

C36Change 7

Cruise Ceilings and Optimum Cruise Altitude

DATA BASIS ESTIMATED

STANDARD DAY
OPTIMUM CRUISE MACH NUMBER

CONDITIONS:

ENGINE F100-PW-229/CFT

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

0.84

0.84

0.84

0.82

0

50

100

150

1F-16CJ-1-1-1030X37

C

D

0.80

0.80

0.75

200

250

300

DRAG INDEX

OPTIMUM CRUISE

FOR MIL SERVICE CEILING

(100 FPM) INCREASE

ALTITUDE 665 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

0.71

0.68

350

400

Figure C33.

T.O. GR1F16CJ11

Change 7C37

1F-16CJ-1-1-1031X37

1600

1200

800

400

0

20

10

0

FUEL CONSUMED   POUNDS

AIR TEMP BASELINE

100

150

200

300

400

410/0.84

395/0.82

375/0.80

350/0.75

330/0.68

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 ESTIMATED

STANDARD DAY

CONDITIONS:

ENGINE F100-PW-229/CFT

1800

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

445/0.84

435/0.84

2000

40

32

24

20

28

36

44

48

D

C

H

B

F

AIR TEMP DEVIATION

FROM STANDARD DAY (  C)

52

Figure C34.(Sheet 1)

T.O. GR1F16CJ11

C38Change 7

1F-16CJ-1-1-1032X37

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 ESTIMATED

STANDARD DAY

CONDITIONS:

ENGINE F100-PW-229/CFT

MIL Climb    Distance and Time

100

150

200

300

400

410/0.84

395/0.82

375/0.80

350/0.75

330/0.68

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

445/0.84

435/0.84

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)

52

Figure C34.(Sheet 2)

T.O. GR1F16CJ11

Change 7C39

1F-16CJ-1-1-1033X37

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 ESTIMATED

STANDARD DAY

CONDITIONS:

ENGINE F100-PW-229/CFT

MAX AB Climb    Fuel Consumed

100

150

200

300

400

555/0.89

545/0.88

540/0.86

515/0.84

495/0.81

CLIMB SCHEDULE

DRAG INDEX KIAS/MACH

0

50

610/0.90

570/0.89

48

44

AIR TEMP DEVIATION

FROM STANDARD DAY (  C)

52

Figure C35.(Sheet 1)

T.O. GR1F16CJ11

C310Change 7

1F-16CJ-1-1-1034X37

DATA BASIS ESTIMATED

STANDARD DAY

CONDITIONS:

ENGINE F100-PW-229/CFT

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

555/0.89

545/0.88

540/0.86

515/0.84

495/0.81

610/0.90

570/0.89

44

48

52

Figure C35.(Sheet 2)

T.O. GR1F16CJ11

Change 7C41

PART 4-CRUISE

TABLE OF CONTENTS

Page

Cruise Data

C41

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

Optimum Mach/Optimum

Altitude Cruise

C41

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

Fuel Flow Conversion

C42

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

Subsonic Cruise Tables

C42

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

Diversion Decision

C43

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

Best Cruise Altitude for

Short Range Mission

C44

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

LIST OF CHARTS

Figure

Page

Optimum Cruise

C41

C45

. . . . . . . . . . 

. . . . 

Fuel Flow Conversion

C42

C46

. . . . . . 

. . . . 

Subsonic Cruise-Effects

of Bank Angle

C43

C47

. . . . . . . . . . 

. . . . 

Subsonic Cruise-

Sea Level

C43

C48

. . . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

4000 Feet

C43

C413

. . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

8000 Feet

C43

C418

. . . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

12,000 Feet

C43

C423

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

16,000 Feet

C43

C428

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

20,000 Feet

C43

C433

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

25,000 Feet

C43

C438

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

30,000 Feet

C43

C443

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

35,000 Feet

C43

C448

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

40,000 Feet

C43

C453

. . . . . . . . . . . . . 

. . . . 

Subsonic Cruise-

45,000 Feet

C43

C456

. . . . . . . . . . . . . 

. . . . 

Diversion Decision-

Divert

C44

C458

. . . . . . . . . . . . . . . . . . 

. . . . 

Diversion Decision-

Loiter

C44

C460

. . . . . . . . . . . . . . . . . . 

. . . . 

Best Cruise Altitude for

Short Range Mission-

Penetration Descent

C45

C462

. . . . . 

. . . . 

Best Cruise Altitude for

Short Range Mission-

Maximum Range 

Descent

C45

C463

. . . . . . . . . . . . . . . . 

. . . . 

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 C41. 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 C42.

REFER TO FIGURE C41.

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.

T.O. GR1F16CJ11

C42Change 7

SAMPLE PROBLEM.

A. GW

= 33,000 pounds

B. Drag index

= 230

C. Specific range

= 0.104 nm per

pound of fuel

D. Optimum cruise alti

tude

= 33,045 feet

D

Optimum cruise

mach

= 0.80

FUEL FLOW CONVERSION

The Fuel Flow Conversion chart, figure C42, is used

to convert specific range and speed into fuel flow.

REFER TO FIGURE C42.

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

C15) (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

= 33,045 feet

D

Optimum cruise

mach

= 0.80

B. Temperature

= -56.5

°

C (Standard day

temperature is shown)

C. KTAS

= 457

D. Specific range

= 0.104 nm per pound of

fuel

E. Fuel flow

= 4404 pounds per hour

SUBSONIC CRUISE TABLES

The Subsonic Cruise tables, figure C43, present dry

thrust fuel flow data for a range of constant cruise

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

690 knots), GW's (20,00052,000 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 C43.

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 7C43

Find fuel consumed and time required to cruise at 360

knots for 180 nm:

H. Standard day fuel flow= 1815 PPH

I. Temperature effect

fuel flow factor at

+20

°

C and 360 KTAS = 1.081

J. Fuel flow at +20

°

C

hot is 1.081

1815

= 1962 PPH

K. Fuel flow for ambient

temperature of -34

°

C

is 1815 + (147

10

20

) = 1889 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

1889

0.5

= 945 pounds

Find fuel consumed and air distance traveled for

maximum range cruise for 30 minutes:

N. Standard day maxi

mum range airspeed = 432 KTAS

O. Standard day fuel

flow

= 2093 PPH

P. Temperature effect

factor for KTAS at

+20

°

C

= 1.043

Q. Temperature effect

fuel flow factor at

+20

°

C

= 1.059

R. KTAS at 20

°

C hot is

1.043

432

= 451

S. Fuel flow at 20

°

C hot

is 1.059

2093

= 2216 PPH

T. KTAS for ambient

temperature of -34

°

C

is 432 + (19

10

20

)

= 442

U. Fuel flow for ambient

temperature of -34

°

C

is 2093 + (123

10

20

) = 2155 PPH

V. Air distance traveled

in 30 minutes at 442
KTAS is 442

60

30

= 221 nm

W. Fuel consumed in

30 minutes of cruise

at 442 KTAS
is 2155

60

30

= 1078 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 C43.

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 C44, 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

C44 yields the following information:

Range Available at 5000 feet MSL = 66 nm (cruise

at mach = 0.47, begin enroute descent 16 nm from

destination with 102 pounds fuel used in descent).

Range Available Using Optimum Altitude = 86 nm

(MIL climb at 433 KIAS or optimum altitude mach

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

mach 0.72, and begin enroute descent 71 nm from

destination with 298 pounds fuel used in descent).

T.O. GR1F16CJ11

C44Change 7

Loiter Time Available at 5000 feet MSL = 15

minutes (loiter at mach = 0.36, begin descent 12 nm

from destination with 84 pounds fuel used in

descent).

Loiter Time Available Using Optimum Altitude = 15

minutes (MIL climb at 433 KIAS or optimum

altitude mach number, whichever is less, to 10,000

feet, loiter at mach = 0.39, begin descent 24 nm from

destination with 145 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 15 minutes-too

little. Even remaining at 5000 feet MSL, a range of 66

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 66

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 C45 contains information defining the

best altitude to use for these short distances as a func

tion of initial GW and distance. For distances greater

than 250 nm, optimum cruise altitude should be used.

Fuel consumption is given in figure C45 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 alti

tude 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 speedbrakes closed). MIL climb speed for

any drag index may be obtained from Part 3 and opti

mum KTAS for constant altitude cruise from the Sub

sonic Cruise Tables. Further guidance to establish

the climb and cruise conditions recommended in the

Best Altitude for Short Range Mission chart is avail

able through the FCC cruise energy management

guidance system. Climb speed for most economical

climb may be established through use of the CRUS

HOM mode on the upfront control set. Climb speed

guidance 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 C45.

Enter figure C45 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

= 31,900 feet

E. Fuel consumed

= 1545 pounds

F. Penetration descent

range

= 19.5 nm

T.O. GR1F16CJ11

Change 7C45

1F-16CJ-1-1-1035X37

Optimum Cruise

DATA BASIS ESTIMATED

STANDARD DAY

ENGINE F100-PW-229/CFT

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 C41.

T.O. GR1F16CJ11

C46Change 7

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-1-1-1036X37

MACH NUMBER

E

A

Fuel Flow Conversion

D

C

B

Figure C42.

T.O. GR1F16CJ11

Change 7C47

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 C43.(Sheet 1)

T.O. GR1F16CJ11

C458Change 7

Diversion Decision Divert

DATA BASIS ESTIMATED

ENGINE F100PW229/CFT

CONDITIONS:

MIL CLIMB AT 433 KIAS OR OPTIMUM

ALTITUDE MACH NUMBER, WHICHEVER IS LESS

DESCEND AT IDLE, 221 KIAS

STANDARD DAY

NO FUEL RESERVE

ZERO WIND

ALL DESCENTS ARE TO SEA LEVEL

DRAG INDEX = 55

IF YOU ARE AT SEA LEVEL

FUEL ON

REMAIN

AT SEA LEVEL

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT SEA LEVEL

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

19

5.0K/0.46

20

16

102

400

37

15.0K/0.55

45

38

200

600

55

25.0K/0.68

77

60

267

800

72

0.43M

30.0K/0.73

110

71

298

1000

90

35.0K/0.78

146

83

330

1500

134

40.0K/0.84

241

97

367

2000

178

40.0K/0.84

337

97

367

IF YOU ARE AT 5000 FEET

FUEL ON

REMAIN

AT 5000 FT

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT 5000 FT

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM*

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

26

5.0K/0.46

26

16

102

400

46

15.0K/0.55

51

38

200

600

66

30.0K/0.72

86

71

298

800

85

0.47M

35.0K/0.78

121

83

330

1000

105

35.0K/0.78

158

83

330

1500

155

40.0K/0.84

254

97

367

2000

204

40.0K/0.84

350

97

367

*

 START DESCENT AT 16 NM. 102 LB FUEL USED IN DESCENT.

IF YOU ARE AT 10,000 FEET

FUEL ON

REMAIN

AT 10 000 FT

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT 10,000 FT

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM*

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

32

10.0K/0.50

32

27

159

400

54

20.0K/0.61

59

48

233

600

77

30.0K/0.73

95

71

298

800

99

0.51M

35.0K/0.78

133

83

330

1000

121

35.0K/0.79

170

83

330

1500

177

40.0K/0.84

267

97

367

2000

232

40.0K/0.84

363

97

367

*

 START DESCENT AT 27 NM. 159 LB FUEL USED IN DESCENT.

NOTES:

4.0% RANGE GAIN FOR 10 KNOTS TAILWIND.

2.5% RANGE LOSS FOR 10 KNOTS HEADWIND.

SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH 1000 FT OF DESTINATION ELEVATION.

TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDES CRUISE AND DESCENT, AND TOTAL DIVERT

RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.

Figure C44.(Sheet 1)

T.O. GR1F16CJ11

Change 7C459

Diversion Decision Divert

DATA BASIS ESTIMATED

ENGINE F100PW229/CFT

CONDITIONS:

MIL CLIMB AT 433 KIAS OR OPTIMUM

ALTITUDE MACH NUMBER, WHICHEVER IS LESS

DESCEND AT IDLE, 221 KIAS

STANDARD DAY

NO FUEL RESERVE

ZERO WIND

ALL DESCENTS ARE TO SEA LEVEL

DRAG INDEX = 55

IF YOU ARE AT 20,000 FEET

FUEL ON

REMAIN

AT 20 000 FT

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT 20,000 FT

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM*

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

 

 

 

 

 

400

72

25.0K/0.68

75

60

267

600

100

35.0K/0.78

112

83

330

800

128

0.62M

40.0K/0.84

152

97

367

1000

156

40.0K/0.84

191

97

367

1500

225

40.0K/0.84

289

97

367

2000

294

40.0K/0.84

385

97

367

*

 START DESCENT AT 48 NM. 233 LB FUEL USED IN DESCENT.

IF YOU ARE AT 30,000 FEET

FUEL ON

REMAIN

AT 30 000 FT

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT 30,000 FT

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM*

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

 

 

 

 

 

400

89

35.0K/0.77

89

83

330

600

124

40.0K/0.84

129

97

367

800

158

0.74M

40.0K/0.84

168

97

367

1000

193

40.0K/0.84

208

97

367

1500

279

40.0K/0.84

306

97

367

2000

363

40.0K/0.84

402

97

367

*

 START DESCENT AT 71 NM. 298 LB FUEL USED IN DESCENT.

IF YOU ARE AT 40,000 FEET

FUEL ON

REMAIN

AT 40 000 FT

CLIMB TO OPT ALTITUDE

DESCEND

FUEL ON

BOARD

AT 40,000 FT

TOTAL DIVERT

FROM

FUEL USED

BOARD

 LB

TOTAL DIVERT

RANGE NM*

ALT/MACH

TOTAL DIVERT

RANGE

 NM

FROM

OPT ALT

 NM

FUEL USED

IN DESCENT

 LB

200

 

 

 

 

 

400

104

40.0K/0.83

104

97

367

600

144

40.0K/0.84

144

97

367

800

184

0.84M

40.0K/0.84

184

97

367

1000

224

40.0K/0.84

224

97

367

1500

321

40.0K/0.84

321

97

367

2000

417

40.0K/0.84

417

97

367

* 

START DESCENT AT 97 NM. 367 LB FUEL USED IN DESCENT.

NOTES:

4.0% RANGE GAIN FOR 10 KNOTS TAILWIND.

2.5% RANGE LOSS FOR 10 KNOTS HEADWIND.

SUBTRACT 2.5 NM FROM DESCENT DISTANCE FOR EACH 1000 FT OF DESTINATION ELEVATION.

TOTAL DIVERT RANGE AT CURRENT ALTITUDE INCLUDES CRUISE AND DESCENT, AND TOTAL DIVERT

RANGE AT OPTIMUM ALTITUDE INCLUDES CLIMB, CRUISE, AND DESCENT.

Figure C44.(Sheet 2)