OPERATING LIMITATIONS

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06535940
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 20
• Document Creation Date: December 28, 2022
• Document Release Date: August 10, 2017
• Case Number: F-2014-00925

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5
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Al2
Section V
k5.4.01,4141!;:"-g .si5cM.;
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RATING LIMITATIONS
TABLE OF CONTENTS
Page
Page
Introduction
5-1
Load Factor Lim!ts
5-11
Instrument Markings
5-1
Prohibited Maneuvers
5-11
Engine Operating Limits
5-1
Center Of Gravity Limits
5-11
Maximum Weight Limits
5-7
Fuel Loading Limitations
5-13
Maximum Altitude
5-7
Aircraft Systems Limitations
5-13
Limit Airspeeds
5-7
INTRODUCTION
This section provides general aircraft re-
strictions and engine operating limits that
must be observed in normal operations.
Some specific limits may be changed from
time to time. Development flight tests
are presently extending operational capabil-
ities, making continued review of the limit-
ations necessary. When necessary, to
avoid delay in providing current limits to
operating personnel, these specific limits
will be supplied by the manufacturer's
flight test organization at-the operating site.
INSTRUMENT MARKINGS
The instrument markings shown in figure
5-1 are self evident and are not necessarily
repeated elsewhere in this section.
ENGINE OPERATING LIMITS
Pilot preflight briefing must include cap-
ability and limitations information pertinent
to individual engines installed. General
engine operating limits are summarized in
figure 5-2. Thrust rating definitions are
provided in Section I.
5-1
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SECTION V A-12
INSTRUMENT MARKINGS
AIRSPEED - MACH METER
TACHOMETER
CODE
NOTE
OIL PRESSURE GAGE
RED
GREEN
LIMIT VALUE DENOTED BY EDGE OF RED
LINE SO THAT INDICATION WITHIN MARKED
RED RANGE EXCEEDS LIMIT VALUE
COMPRESSOR INLET TEMPERATURE GAGE
Figure 5-1 (Sheet 1 of 2)
F200-43(I)(e)
5-2
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A-12 SECTION V
INSTRUMENT MARKINGS
FUEL TANK PRESSURE GAGE
CODE
YELLOW
RED
GREEN
NOTE
LIMIT VALUE DENOTED BY EDGE OF RED
LINE SO THAT INDICATION WITHIN MARKED
RED RANGE EXCEEDS LIMIT VALUE
COCKPIT TEMPERATURE INDICATOR
COMPRESSOR INLET STATIC PRESSURE GAGE
HYDRAULIC SYSTEM PRESSURE GAGES
(A AND B- LAND RI
LIQUID NITROGEN GAGE
4-20,66
F200-43(2)(d)
Figure 5-1 (Sheet 2 of 2)
5-3
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A-12
ENGINE OPERATING LIMITS SUMMARY
Fuel: PWA 523E
Additive: PS J-67A
100 pp.el by weight
Oil: PWA 5245
EXHAUST GAS TEMPERATURE-�C
7400
.7200
7000
6800
6600
6400
6200
6000
-100
860
840
820
800-
780
760
740
720
700
680
660
640
620'
600
580
560
YJT11D-20A AND YJ-1 ENGINES
MAXIMUM ALLOWABLE STEADY
STATE ROTOR, SPEED
NOMINAL ,OPERATING
Ref: Op. nst.
D1d. 5-20 66
Rev.i61-1&-67:1-r-
0 100 200 300
COMPRESSOR INLET TEMPERATURE��C
.LIMIT EGT SCHEDULE:
Limit EGT for start 540�C .,
EGT for idle approx. 430�C
�
MAXIMUM TEMPERATURE OMIT FOR EMERGENCY7
OPERATIONtNOT TO BE EXCEEDED:5.7.T
" T825�
400
500
NORMIALAIMIT
unguentamurantilmastamemeMW,
Litatt '
NOMINAL OPERATING BAND
-100 0 100 200 300
COMPRESSOR INLET TEMPERATURE��C
Figure 5-2
805�C.r�
During Cruim,
Temparatura May. tas
Trimmed Within
This Band
775�C.
400 500
5-4
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A-12 SECTION V
TIME LIMITS
YJT11D-20A and YJ-1 engines may be operated continuously at all ratings
when within the normal exhaust gas temperature limits; however, no more
than one hour may be accumulated with ECT in excess of the normal limit
schedule, and EGT must be reduced immediately if an emergency limit tem-
perature is exceeded. (See EGT Limits and figure 5-2, )
CAUTION
Continuous or accumulated operating time in the
emergency EGT operating zone for more than 15
minutes may require engine removal.
EXHAUST GAS TEMPERATURE LIMITS
The nominal operating band, normal limits and emergency exhaust gas
temperature operating schedules are prescribed as a function of compressor
inlet temperature as shown in figure 5-2, Limit ECT's for continuous op-
eration are 805oC when comressor inlet temperature is above 60 C, and
845�C when CIT is below 60 C. The setting at which the red warning light
on the EGT gage illuminates and the fuel derichment system operates, if
armed, is 860 C, a value which is above the normal operating temperature
limit schedule.
Note
At compressor inlet temperatures below 5�C, the
possibility of engine stall exists at ECT's between
the maximum permissible value and the nominal
operating band�
In the event that emergency engine operation is required, EGT may be in-
creased to 825oC when above 60oC CIT, or to 865oC when below 60 C CIT;
however, an accurate accounting of operating time in the emergency op-
erating zone must be maintained.
Note
. Any operation in or above the emergency operating
zone requires special maintenance action.
. The permissible emergency EGT level at low CIT's
is above the derich system actuation point; therefore,
the derich system must be disarmed if this level is to
be attained.
Page 2 of 2
TDC No. 4A
4 March 1968
5-4A
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SECTION V,
A-12
TIME LIMITS
YJT11D-20A and YJ-1 engines may be oper-
ated continuously at all ratings when within
the normal exhaust gas temperature limits;
however, no more than one hour may be ac-
cumulated with EGT in excess of the normal
limit schedule, and EGT must be reduced
immediately if an emergency limit temper-
ature is exceeded. (See EGT Limits and
figure 5-2.)
Continuous or accumulated oper-
ating time in the emergency EGT
operating zone for more than 15
minutes may require engine re-
moval.
EXHAUST GAS TEMPERATURE
The nominal operating band, normal limits
and emergency exhaust gas temperature
operating schedules are prescribed as a
function of compressor inlet temperature as
shown in figure 5-2. Limit EGT's for con-
tinuous operation are 805oC whe%compres-
sorinlet temperature is above 60 C, and
845�C when CIT is below 60oC. The setting
at which the red warning light on the EGT
gage illuminates and the fuel derichment
system operates, if armed, is 860oC, a
value which is above the normal operating
temperature limit schedule.
NOTE
At comuessor inlet temperatures
below 5 C, the possibility of en-
gine stall exists at EGT's between
the maximum permissible value
and the nominal operating band.
In the event that emergency engine operation
is required, EGT may be increased to 825oC
when above 60�C CIT, or to 865�C when be-
low 60oC CIT: however, an accurate account-
ing of operating time in the emergency oper-
ating zone must be maintained.
NOTE
Any operation in or above the
emergency operating zone re-
quires special maintenance
action.
The permissible emergency
EGT level at low CIT' s is
above the derich system ac-
tuation point; therefore, the
derich system must be dis-
armed if this level is to be
attained.
COMPRESSOR INLET TEMPERATURE
The maximum allowable compressor inlet
temperature is 427 C. In addition, decel-
eration must be monitored so that engine
cooling rates will not be excessive. While
above an airspeed of Mach 1.8, the aircraft
maximum rate of descent should be such
that rate of deceleration does not exceed 1.0
Mach in three minutes. There is no limit-
ation on rate of deceleration while below
Mach 1.8.
COMPRESSOR INLET PRESSURE
The minimum pressure recommended for
airstarts from stabilized windmilling speeds
is 7 psi. This pressure is marked by a
green radial line.
ENGINE SPEED
Military and afterburning engine speeds are
the same and are automatically scheduled by
the fuel control as a function of Compressor
Inlet Temperature. The normal schedule is
shown by figure 5-2. Engine overspeed
above 7450 rpm requires a visual inspection
of the turbine. Notify the engine manufac-
turer if 7550 rpm is ever exceeded. Each
instance of overspeeding should be reported
as an engine discrepancy and should include
the maximum rpm attained.
Changed 15 March 1968
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5-5
SECTION V
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A-12
LIMIT FLIGHT SPEED AND ALTITUDE ENVELOPE
ti2;-t!
NOTE: ABOVE 50,000 FT , MINIMUM AIRSP
MAXIMUM ALTITUDE RESTRICTION:
WITH DERICHMENT - 85,000 FT
III
MEM
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MEI
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NORMAL OPERATING CRUISE SPEED
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P IF 3.2 MACH ,
DESIGN MACH NUMBER-
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� Hill al
WITHOUT AUTOMATIC INLET OPERATION . 80,000 FT A
irriewn
03j llHi71Hi
FiX
FATAMPT
Hi
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3.0 MACH
MAXIMUM MACH WITHOUT
- AUTOMATIC INLET OPERATION
NOTE: SEE NORMAL OPERATING PROCEDURES SECTION I) FOR RECOMMENDED
CLIMB AND DESCENT SPEED SCHEDULES
rillailMIErnarlaraml"alhismini
1111111'1116000
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Figure 5-3
5-6
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SECTION V
A-12
FUEL
The approved fuel is PWA 523E. The P&W
approved source of lubricity additive, PSJ-
67A, must be mixed with the fuel in the ratio
of 0.29 gallons per 4000 gallons of fuel.
Fuels such as JP-4, JP-5, and JP-6 may be
used only for emergency requirements such
as air refueling when standard fuel is not
available and air refueling must be accom-
plished or risk loss of the aircraft. Oper-
ation with emergency fuels should be re-
stricted to speeds below Mach 1.5.
OIL
The approved oil is PWA 524B. If neces-
sary because of low ambient temperatures,
it may be diluted with Trichloroethylene,
Federal Specification O-T-634, Type 1, in
accordance with Maintenance Manual pro-
cedures.
Oil Pressure
Oil pressures below 35 psi are unsafe and
require that a landing be made as soon as
possible, using minimum thrust required
to sustain flight until a landing can be ac-
complished. Normal oil pressure is from
40 to 55 psi. Except at IDLE throttle set-
tings, oil pressures between 35 psi and 40
psi are undesirable and should be reported
after flight. A gradually increasing oil
pressure up to 60 psi is acceptable at high
Mach numbers provided the indication re-
turns to normal values after aircraft decel-
erates to subsonic speed.
Oil Temperature
Oil temperature must be at least 60oF
(15 C) prior to starting unless previously
diluted with Trichloroethylene (PWA 9003).
Engine oil temperatures above 290oC are
unsafe and a landing should be made as soon
as possible if the temperature cannot be
maintained below this value. An engine
should not be restarted after windmillin% at
subsonic speed when CIT is less than 15 C
(60 F) for more than 5 minutes. If re-
started, operation above IDLE with OIL
TEMP warning light illuminated shall be
as brief as possible.
MAXIMUM WEIGHT LIMITS
Maximum gross weight is not limited ex-
cept by takeoff performance capabilities.
Base maximum takeoff weights on infor-
mation provided in Part II of the Appendix.
MAXIMUM ALTITUDE
Maximum altitude with derichment installed
and operational is 85,000 feet; maximum
altitude without derichment is 75,000 feet.
LIMIT AIRSPEEDS
(Refer to figure 5-3 for the limit flight
speed and altitude envelope.)
MINIMUM AIRSPEED RESTRICTION
The stall warning light on the annunciator
panel and the master caution light illuminate
when angle of attack reaches 14 in flight.
A tone is also produced in the pilot's head-
set. When above 135 KIAS, the speed at
which stall warning occurs is the minimum
airspeed restriction for the existing vehicle
weight, c. g., and load factor unless oper-
ation is governed by a higher value of mini-
mum KEAS as displayed by the Triple Dis-
play Indicator. Minimum airspeed is 300
KEAS above 50,000 feet.
INDICATED AIRSPEED
The Mach-airspeed indicator limit hand is
set to indicate airspeed (KIAS) correspond-
ing to 500 KEAS. However, the 500 KEAS
limit applies only at altitudes above 9400
feet, and at airspeed below Mach 2.6. Be-
low 9400 feet, limit airspeed decreases
linearly with altitude from 500 KEAS at
9400 feet to 450 KEAS at sea level. Above
Mach 2.6, limit airspeed decreases linearly
from 500 KEAS at Mach 2.6 to 450 KEAS at
Mach 3.2. See figure 5-4 for variation of
KIAS with altitude for KEAS.
Note
Maximum recommended operating
speeds are at least 50 KEAS less
than limit airspeeds. 450 KEAS
(Mach 0.9) is not recommended
below 14,800 feet.
Changed 15 Marc4 1968
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SECTION V
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A - 12
LIMIT AIRSPEED VS ALTITUDE
ALTITUDE - 1000 FT - FROM TDI
90
80
70
601
50
40
30
20
10
0
NOTE: FOR1MODIFIED ADC'S DESIGNATED DHG 72A5, DHG 72J5 AND SUBSEQUENT MODELS
400
LIMIT KEAS VS ALTITUDE :
450
, MACH 2.6
500
AIRSPEED - KNOTS
550
KIAS VS ALTITUDE
,lb1 FOR LIMIT KEAS
600
5-8
Figure 5-4
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A-12
SECTION V
MINIMUM AIRSPEED LIMITS FOR 14� ANGLE OF ATTACK
LOAD FACTOR - G'sr
C. G. - PERCENT
19
20
21
22
23
24
25
26
27
28
SUBSONIC OPERATION
FRL = 14�
AWAY FROM GROUND EFFECT
NOTE: MASTER CAUTION AND ANNUNCIATOR PANEL STALL WARNING LIGHTS
ILLUMINATE AND WARNING HORN SOUNDS WHEN 14� 0/ REACHED IN FLIGHT
100 150 200 250
TDI AIRSPEED - KEAS
...
fiuTIi
WNUNIUE
EMI Mgt
100�
300
BASE LINE
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AFT LIMIT C. G. �
-
� :FOR SUBSONIC OPERATION:
tirliNEEINFArii
200 250
TDI AIRSPEED - KEAS
Figure 5-5
300
350
BANK ANGLE - DEG
CL = 0.61
CL = 0.86
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5-9
SECTION V
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A-12
LIMIT LOAD FACTOR DIAGRAM
������ � :: � :
SymmetricnI Maneuver!
120,500 LB OR LESS
�
� � i2OO1 � � .1.400
� 1.
� � EQUIVALENT AIRSPEED�KNOTSI���'
135 KIAS MINIMUM AIRSPEED RESTRICTION
450 KEAS DESIGN LIMIT SPEED AT SEA LEVEL, MACH 0.68, AND 69,500 FEET, MACH 3.2
ALSO: DESIGN HIGH SPEED (VH) FROM MACH 0.9 TO MACH 2.6
ABOTDESIGN LIMIT DESCENT�SPEED�FOR DECEL-E-RATION-FROM�CRUIS '''''' '''
: 500 KEAS DESIGN LIMIT SPEED FROM MACH 6.4 TO MACH 2.6
Figure 5-6
5-10
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SECTION V
A-12
A red radial line at 135 KIAS represents the
minimum subsonic speed restriction below
30,000 feet when the stall warning light is
off.
EQUIVALENT AIRSPEED
The triple display indicator is not marked
however, the limit equivalent speeds are
as follows unless:
a. The Mach-airspeed instrument indicated
airspeed equals either the limit airspeed
hand indication or the minimum (135
KIAS) restriction.
b. The stall warning light illuminates or
the stall warning tone is heard.
Maximum TDI Airspeed
The limit airspeed is 450 KEAS at sea level,
increasing linearly with altitude to 500 KEAS
at 9400 feet pressure altitude; then 500
KEAS between 9400 feet and the altitude for
Mach 2.6. Limit airspeed then decreases
linearly with Mach number to 450 KEAS at
Mach 3.2. Normal operation cruise speed
is 3.1 Mach.
Minimum TDI Airspeed
The minimum airspeed restriction varies
linearly with Mach number from 135 KEAS
(Mach 0.38) at 30,000 feet to 300 KEAS
(Mach 1.34) at 50,000 feet, and is then a
constant 300 KEAS to 85,000 feet (Mach 3.1).
LOAD FACTOR LIMITS
The maximum allowable positive load
factor is 2.5 g's in symmetrical maneuvers
and 2.0 g's in roll maneuvers as des-
cribed by figure 5-6. The maximum nega-
tive load factor is -1.0 when below 400 KEAS
varying from -1.0 to 0 gts at higher air-
speed as shown by figure 5-6.
To avoid exceeding a safe angle of attack
positive g's are limited to 1.5 g's when op-
erating above 2.5 Mach. (This is equivalent
to approximately a 45 bank level turn.)
PROHIBITED MANEUVERS
The aircraft shall be operated in a manner
to avoid full stalls, spins, and inverted
flight. Normal bank angle when operating
above Mach 2.5 is 30 degrees.
RATE OF DESCENT LIMITATION
Rates of descent must be limited so as to
maintain positive fuel tank pressure when
sustained cruise speeds have exceeded
Mach 2.8.
CENTER OF GRAVITY
The aircraft shall be operated within a c. g.
range from 19% to 25% MAC while subsonic.
The c. g. must be forward of 25% MAC for
takeoff and should be as near to 19% MAC �
as possible with existing fuel for landing.
The aft c. g. limit is 28% MAC while super-
sonic. This limit results from stability
considerations at high Mach number. Ade-
quate stability exists at farther aft centers
of gravity between Mach 1.2 and Mach 2.6
but for simplicity the aft limit is not
changed. The purpose of elevon trim limits
imposed in this Mach region is to alert the
pilot of a major malfunction in the fuel sys-
tem.
On those aircraft incorporating S/B 1141, if
an aft c. g. emergency exists and EMER for-
ward transfer is operated to place more than
4000 lbs in tank 1 and total fuel is less than
30,000 lbs, the aircraft should be limited to
maneuvers causing not more than 1.5 g.
As elevon trim can be used as an indication
of abnormal c. g. condition, the following
pitch trim limits apply:
While subsonic - no more than 10 nose down.
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SECTION V
A-12
RATED TIRE SPEED
GOODRICH 27.5 x 7.5 x 16 SILVER TIRES
239 KNOTS (275 MPH) MAXIMUM GROUND SPEED RATING
ROSEMOUNT PITOT STATIC
5-1Z
Figure 5-7
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A-12
SECTION V
Add the following text to CENTER OF GRAVITY
On those aircraft incorporating SIB 1141, if an aft c. g. emergency
exists_ and EMER forward transfer is operated to�place more than 4000
lbs in tank 1 and total fuel is less than 30,000 lbs, the aircraft should
be limited to maneuvers causing not more than 1.5 g.
5-12A
TDC 2
Page 4
26 Jan. 1968
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A- 12
Tires
The maximum taxi speed recommended is 40 knots for Goodrich 27.5 x
7,5 x 16 "silver" tires. The rated ground speed limit is 239 knots.
At 4500 feet elevation, this corresponds to 210 KIAS at 108 F with ambient
temperature on a calm day, and 226 KIAS at 32 F ambient temperature.
Limit indicated airspeed on the ground decreases by the .amount of tailWind
component along the runway and increases by the headwind component.
Refer to figure 5-7 for rated speeds at other altitudes and temperatures.
Taxiing Restrictions
A heat check is required for tires, wheels, and brakes
Prior to takeoff when taxiing has exceeded one statute mile.
b. When continuous taxi distance has exceeded 5 statute miles..
c. When clear of the runway after an aborted takeoff or a heavy weight
landing.
If required, cooling should be accomplished until ground inspection reveals
that the tires and wheels are sufficiently cooled for continued operations
(temperatures relatively tolerable to the touch).
Note
Cooling may be accelerated by use of fans,.
Abort during takeoff roll requires a tire change.
TDC No. 6
Page 2 of 2
5 March 1968
5-12B
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SECTION V
A-12
While climbing - 2-1/2� nose down
Mach 1.4 to Mach
3-1/20 nose down
Mach 2.6.
from
2.6,
above
At initial cruise the trim limit is 3-1/2o
nose down at 28% c. g. As altitude increases
and KEAS decreases, the 28% c. g. trim
limit becomes approximately 2 more nose
up per 50 KEAS decrease from 450 KEAS.
(In addition, expect approximately 10 more
nose up trim for each percent that c. g. is
forward of 28% MAC).
FUEL LOADING LIMITATIONS
These limits to be supplied at the operating
site.
AIRCRAFT SYSTEM LIMITATIONS
STABILITY AUGMENTATI ON SYSTEM
The SAS shall be on for all takeoffs and
landings.
INLET SPIKE AND BYPASS CONTROLS
The spike and forward bypass controls
must be operated in the AUTO mode at all
times when above 80,000 feet. When inlet
controls must be operated manually, maxi-
mum allowable speed is Mach 3.0.
CANOPY
The canopy shall be opened or closed only
when the aircraft is completely stopped.
Maximum taxi speed with the
is 40 knots. Gusts or strong
be considered as a portion of
speed limit.
canopy open
winds should
the 40 knot
LANDING GEAR SYSTEM
Landing Gear
Do not exceed 300 KEAS or Mach 0.9 with
a maximum of 5 sideslip with gear ex-
tended. When sideslip angle exceeds 5 ,
operation with gear extended is limited to
Mach 0.7 or 300 KEAS. Operation at super-
sonic speed with gear extended is prohibited.
The landing gear is designed for landing
sink speeds at touchdown which decrease
from 9 FPS at 57,000 pounds to 5 FPS at
123,600 pounds. Side loads during takeoff,
landing, and taxiing must be kept to a mini-
mum, as landing gear side load strength is
critical during ground maneuvering.
Tires
The maximum taxi speed recommended is
40 knots for Goodrich 27.5 x 7.5 x 16 "sil-
ver" tires. The rated ground speed limit
is 239 knots. At 4500 feet elevation, 239
knots corresponds to 210 K1AS with 108�F
ambient temperature on a calm day, and
226 KIAS at 32�F ambient temperature.
Limit indicated airspeed on the ground de-
creases by the amount of tailwind compon-
ent along the runway and increases by the
headwind component. Refer to figure 5-7
for rated speeds at other altitudes and
temperatures.
Taxiing Restrictions
A heat check is required for tires, wheels,
and brakes:
a. Prior to takeoff when taxiing has
exceeded one statute mile.
b. When continuous taxi distance has
exceeded 5 statute miles.
c. When clear of the runway after an
aborted takeoff or a heavy weight
landing.
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SECTION V
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A-12
INITIAL BRAKING SPEED FOR STOP USING RATED BRAKE CAPACITY
Data as
of 1
ONE STOP CAPABILITY
118,800,000 FOOT - POUND CAPACITY DRY AND HARD RUNWAY
6 x 4 ROTOR BRAKES ZERO WIND, ZERO SLOPE
ROSEMOUNT PITOT STATIC NOSE DOWN
DEPLOY SPEED
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Figure 5-8
200
190
180
170
160
1230
220
210
200
190
180
170
160
150
140
130
120
110
100
MAXIMUM INITIAL BRAKING SPEED
WITH DRAG CHUTE -KIAS
MAXIMUM INITIAL BRAKING.SPEED WITHOUT DRAG CHUTE - KIAS
5-14
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Page 3 of 3
TDC No. 8
15 March 1968
DRAG CHUTE LIMITATIONS
The maximum speed for drag chute deployment is 210 KIAS. The
maximum crosswind component for jettisoning the drag chute is 12 knots.
The minimum airspeed for jettisoning the drag chute is 55 KIAS.
Taxiing with the chute attached is permitted if the elevons are not moved.
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SECTION V
A - 12
If required, cooling should be accomplished
until ground inspection reveals that the tires
and wheels are sufficiently cooled for con-
tinued operations (temperatures relatively
tolerable to the touch).
NOTE
Cooling may be accelerated by
use of fans.
Abort during takeoff roll requires a tire
change.
Brakes
The one-stop energy rating of the brakes is
118,800,000 foot-pounds. Speeds corre-
sonding to these energy ratings from which
stops can be made vary with gross weight,
ambient temperature, altitude, wind, and
whether or not the drag chute is deployed.
Corresponding indicated airspeed, altitude,
temperature, and weight conditions are
shown by figure 5-8 for the above rating
for stops on dry runways with zero wind
component. Headwind components may be
added to values shown, and tailwind com-
ponents must be subtracted from values il-
lustrated. There is no limiation on air-
speed for brake application at normal land-
ing weights when the drag chute is used.
Refer to Part II of the appendix for detailed
information related to maximum refusal
speeds and heavyweight landings with various
operating conditions.
Brakes in a new condition have a capacity
for one hard stop from rated speed. If ap-
plied sooner, they will burn out prior to
stop. In normal operations, delaying brake
application until below 75% of limit speeds
reduces wear and conserves brake capacity
for high energy stops.
If brakes chatter at slow speeds during taxi,
turns, and at the end of the landing roll,
light braking only must be used to avoid
"walking the gear" and cyclic loads on the
airframe structure.
DRAG CHUTE LIMITATIONS
I The maximum speed for drag chute deploy-
ment is 210 KIAS.
LN2 Quantity Indicator
The LI\T2 quantity indicator is marked with
a yellow caution arc between 0 and 30 liters
remaining. Approximately 60 liters of li-
quid nitrogen are required for a normal de-
scent from cruise altitude to landing. De-
scents initiated with less than 30 liters per
system or 60 liters total may deplete the
L1\12 system and require use of emergency
procedures for fuel tank pressurization
failure as lower altitudes are reached.
AUTOPILOT SYSTEM
Updated autopilots now have no limitations
when operating within the normal flight op-
erating envelope.
WARNING I
An autopilot hardover failure at
speeds in excess of 450 KEAS below
10,000 feet or speeds in excess of
465 KEAS between 20,000 and 30,000
feet will cause excessive load factor
if immediate pilot corrective action
is not accomplished.
OXYGEN SYSTEM
Flights without a pressure suit, using the
oxygen mask and regulator, are restricted
to altitudes below FL 500 and speeds below
420 KEAS.
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