1. Exact values are interpolated from the chart curves without rounding.
2. Conservative values round the way a pilot does: every input and every value read off a chart is rounded to its step, each in the direction that makes the result worse (longer distances, lower refusal speed, higher takeoff, approach, touchdown and acceleration check speeds), and every later reading is taken from the rounded values. Each result is worked out on its own, so two results may use the same intermediate value rounded differently. Steps: pressure altitude 100 ft, temperature 1 °C, gross weight 100 lb, drag index 1, CG 0.5 % MAC, wind and gust 1 kt, slope 0.1 %, RCR 1, takeoff factor 0.01, speeds 1 kt, distances 10 ft. This rule is the project's own; the flight manual does not define one.
3. Inputs outside a chart's drawn range are rejected, not extrapolated. If only a conservative rounding step leaves the drawn range, the exact value is still given and the conservative one is not. There are two exceptions, where the exact value is not given but the conservative one is: a drag index made negative by removed wingtip missiles (II.6) and a pressure altitude below sea level on landing (V.4).
4. Figure B2-3's guideline panels start at a takeoff distance of 1,000 ft. A shorter distance is out of chart at the first panel that would move it; with CG 35 % MAC, drag index 0, no slope and no wind no panel moves it, and the distance is given as drawn.
5. Slope is the elevation difference between the two runway ends divided by the runway length, as defined in Appendix B, Part 2. Changes of slope along the runway are not considered.
6. Pressure altitude is the pilot's hand calculation: the elevation of the near-end threshold, where the takeoff roll starts, corrected for the altimeter setting by the standard atmosphere. The landing uses the same value. It is not the DCS altimeter, which on a hot day can read differently (about 150 ft at 40 °C and 2,000 ft).
7. A curve that ends on the edge of a chart is not read past its last drawn point; the value is not computed. For example, on Figure B2-3 the gross weight curves from 36,000 to 48,000 lb end at a takeoff distance of 12,000 ft. One curve keeps a small allowance: on Figure B7-2 sheet 2, an uncorrected roll up to about 13.5 ft past the end of the wet RCR 18 curve still reads 12,000 ft.
8. An entry outside the drawn wind or slope guidelines of a chart is not computed. The guidelines do not start at every entry and do not all reach the edge of their panel; IV.4, IV.5 and V.2 name the cases.
9. Headwind is worked out from the steady wind and crosswind from the gust, both against the runway heading. The crosswind is shown only; it is not checked against a crosswind chart. A calm wind is entered as 000/00 (or 360/00); a direction of 000 is accepted only with a speed of 0 and no gust.
1. The drag index is built up from the individual store values in Figure B1-1. The manual names the Stores Limitations publication (-1-2) as the authoritative source for complete loadings, so the built-up value may differ slightly.
2. Only stores listed in Figure B1-1 can be selected. The drag index of any other store is entered by the pilot as an additional value.
3. Where Figure B1-1 gives two values (subsonic / supersonic), the takeoff and landing charts use the subsonic one.
4. The number of stores is limited by the suspension: three per station on a TER or an LAU-88, one otherwise. Figure B1-1 gives no capacities; this limit is the project's own, and Stores Limitations (-1-2) remains the authority on what may be carried.
5. Without the wingtip AIM-9s, the exact value subtracts 4 per missile (Fig. B1-1 sheet 3, note *); the conservative value subtracts nothing, which the manual calls slightly conservative.
6. A loadout without its wingtip AIM-9s can have an exact drag index below 0 (a clean aircraft: 4 − 8 = −4), which Figures B2-3 and B2-4 do not draw: the exact takeoff distance and acceleration check are not given. The conservative values are computed, since the conservative drag index is never below 0.
7. A wing tank's drag index depends on the stores on the station inboard of it. A multiple-carriage rack (TER or LAU-88) there counts as multiple carriage, even with one store per station. An odd count on that station pair (three stores on 3 and 7) gives the multiple-carriage value to both tanks, because the row does not say which side carries the extra store. CATM-9 and the other training rounds count as single stores there, not as AIM-9s, which gives the higher tank value.
8. A 300-gallon centreline tank with only one of stations 4 and 6 loaded uses the value for stores at 4 and 6, 18. The manual prints no value for this case; this is the safer one.
9. A suspension left untouched is the smallest one that carries the count. Where two fit equally, the one with the higher drag index is taken: untouched wingtip AIM-9s sit on the LAU-129/A, drag index 1, not on the AIM-9 launcher, drag index 0.
10. Store names are shown as Figure B1-1 prints them. A label the manual prints with a brace against several rows appears on one of them only: "(SUU-30 H/B)" on the CBU-58/B, "JP-8" on the 300-gallon tank. "A(V)1A" on sheet 7 is the manual's own text.
1. TOLD fields follow the minimum MDC requirements of AFMAN 11-2F-16V3, para. 2.5.1.
2. Marked as a problem: MIL takeoff roll above 50 % of runway available (afterburner takeoff required, para. 3.6.6); any takeoff roll above 80 % (para. 3.6.3, training missions); landing roll above 80 % and RCR below 10 at the landing field (para. 3.18). The exact and the conservative value are checked on their own, so a conservative value can be marked while the exact one is not.
3. If the computed takeoff roll is under 2,500 ft, the acceleration check is given at 1,000 ft instead of 2,000 ft (para. 2.5.1). The exact and the conservative value each use their own roll, so one can be checked at 1,000 ft and the other at 2,000 ft, with a large difference in speed (106 against 147 KIAS in one case at 33,700 lb).
4. A landing is also marked when it lies beyond one of the limit lines of Figure B7-2 sheet 1: maximum brake energy, main gear tire limit speed 225 kt and nose gear tire limit speed 217 kt. The tire lines are drawn for no wind, so with a headwind they warn more than needed, on the safe side.
5. A limit line is judged only where it is drawn. A landing outside a line's drawn range is not checked against that line, which does not mean it is within the limit. The manual's own sample (2,000 ft, 40 °C, 28,000 lb) is not judged against either tire line.
6. A landing beyond a limit line on Figure B7-2 sheet 1 is marked even when its corrected roll is not given because the entry leaves the drawn range of sheet 2.
1. With a CG outside 30 to 40 % MAC, the range Figure B2-3 draws, the rotation and takeoff speeds, the takeoff distance and the acceleration check are not computed. Figure B2-2's CG correction has no range of its own and takes this one. Refusal speed and the landing values do not use the CG and are still given.
2. Takeoffs with 8° pitch are not offered; every value is for the normal takeoff.
3. Each chart is entered only within the takeoff factors it draws: Figure B2-4 1.09 to 6.00, Figure B2-5 2.10 to 6.78, Figure B2-6 1.20 to 3.87. Outside them the speed is not computed, never extrapolated.
4. On Figure B2-4 the drag index lines start at 60 KIAS, so an acceleration check speed under 60 KIAS with a drag index above 0 is not computed. The tailwind and uphill lines also start at 60 KIAS, so a tailwind or an uphill slope with a lower entry is not computed.
5. On sheet 3 (snow and icy) of the refusal speed charts, Figures B2-5 and B2-6, the 60 KIAS tailwind line ends below 20 kt: at 19.81 kt on Figure B2-5 and at 18.75 kt on Figure B2-6, so on Figure B2-6 a 20 kt tailwind needs an entry of about 80 KIAS or more. The headwind lines end at the chart's top edge, 200 KIAS (from 140 KIAS on Figure B2-6 sheet 2, from 160 KIAS on the other sheets), so a headwind that would carry refusal speed past 200 KIAS is not computed.
6. Refusal speed is given only for the RCRs the charts print, and in between by straight-line interpolation: dry from 4 to 23 (23, 16, 8 and 4), wet from 12 to 18. Outside these the refusal speed is not computed; a wet runway never uses the snow and icy chart. On snow and ice refusal speed can rise with gross weight, as the manual warns.
1. The normal landing uses the landing gross weight; the heavyweight landing uses the takeoff gross weight.
2. On Figure B7-2 sheet 2 the tailwind and downhill lines run from 1,000 to 11,000 ft; there is none from 12,000 ft. A roll entering the wind or slope panel above 11,000 ft with a tailwind or a downhill slope is not computed.
3. The RCR correction reads the dry curves (RCR 4, 8, 16 and 23) for the dry row and the wet curves (RCR 10, 12 and 18) for the wet row, interpolating between two curves. An RCR outside its row's curves is not computed.
4. Figure B7-2 sheet 1 draws pressure altitude from 0 ft. Below sea level the exact landing distance is not given, and the conservative one is read at 0 ft.
5. Figure B7-1 notes that the actual approach speed may differ by ±5 kt with CG. This is not a correction and is not applied.
T.O. GR1F-16CJ-1-1, HAF Supplemental Flight Manual, Appendix B (F110-GE-129), Change 8, 15 June 2003. Agreement between these charts and the DCS flight model has not been verified. Not for real-world flight.
Data f16c-f110-129 version unknown · app unknown.