FLIGHT CHARACTERISTICS

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06535941
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 26
• Document Creation Date: December 28, 2022
• Document Release Date: August 10, 2017
• Case Number: F-2014-00925

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Al2 Section VI
ntwo.46v4k,::,
t1 LIGHT CHARACTERISTICS
;AgibusgZ,
TABLE OF CONTENTS
Page
Page
General
6-1
Normal Operating Characteristics
6-7
Configuration Effects
6-2
Takeoff
6-7
Stability Characteristics
6-2
Climb
6-7
High Angle Of Attack Conditions
6-5
Cruise
6-9
Spins
6-6
High Altitude Turn Technique
6-10
Control Effectiveness
6-6
Descent
6-15
Single Engine
6-6
Air Refueling
6-15
Approach and Landing
6-16
GENERAL
This aircraft operates within an exception-
ally large Mach number and altitude envelope
but the equivalent airspeed, angle of attack,
and load factor envelope is relatively nar-
row. Typical takeoff and landing speeds are
210 and 145 knots respectively, and the
cruise speed is approximately 1850 knots at
3.2 Mach number. Sustained cruise altitudes
at high Mach number range from 74,000 feet
to above 85,000 feet.
The aircraft is designed to obtain maximum
cruise performance at 3.2 Mach number.
The external configuration, air inlet system,
power-plant and fuel system sequencing are
optimized for this flight condition. A three
axes stability augmentation system is an
integral part of the aircraft control system
design and is normally used for all flight
conditions. The normal flight characteristics
discussed in this section assume proper SAS
operation, unless stated otherwise, and ob-
servance of the limits specified in Section V.
Changed 15 March 1968
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6-1
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SECTION VI
A-12
CONFIGURATION EFFECTS
External configuration features which affect
flight characteristics include the delta wing,
fuselage chines and the engine nacelle lo-
cation.
The normal delta wing characteristics are
present in these aircraft. There is no stall
at normal operating speeds and flight atti-
tudes, instead there is a large increase in
drag as the limit angle of attack is ap-
proached. This characteristic of a delta
wing can cause very high rates of sink to
develop if the aircraft is flown at too slow
a speed. The stall warning light is to limit
the angle of attack to a safe value so that
stall is not encountered.
The dihedral effect is positive, but dimin-
ishes at the higher Mach numbers. Roll
damping is relatively low over the entire
speed range of these aircraft and the lateral-
directional qualities are relatively poor with
SAS off.
The chines extend from the fuselage nose to
the wing leading edge. At subsonic speeds
they have the beneficial effect of increasing
directional stability with increasing angle
of attack. At supersonic speeds, they pro-
vide lift and eliminate a need for canard
surfaces or special nose up trimming de-
vices. The automatic fuel tank sequencing
shifts the center of gravity aft during ac-
celeration to correspond with the aft shift
of center of lift with increasing Mach. Then
it maintains c. g. at a relatively constant
optimum location during cruise. This place-
ment of the center of gravity close to the
center of lift decreases pitch trim require-
ments and minimizes the thrust and fuel
flow required for cruise. This also reduces
the static longitudinal stability margin, but
the SAS compensates for the reduction and
provides satisfactory handling qualities.
The mid span location of the engines mini-
mizes drag and interference effects of the
fuselage. The inboard cant and droop of the
nacelles gives maximum pressure recovery
at the engine inlets at the angles of attack
normal for high altitude supersonic cruise.
However, the location results in sensitivity
of the aircraft to asymmetric thrust con-
ditions. During afterburner cruise, throttle
and EGT trim adjustment to equalize fuel
flows minimizes thrust differences. Engine
EGT and fuel flow values should be matched
by throttle adjustments during subsonic
cruise. Indicated flows during non-after-
burning operation may include heat sink
system requirements after hot flight with
low fuel remaining, so that flowmeter values
may not be representative of engine con-
sumption and thrust.
STABIUTY CHARACTERISTICS
The augmented dynamic stability is positive
and flight tests have demonstrated that the
dynamic damping characteristics are es-
sentially deadbeat. No unusual static sta-
bility characteristics have been disclosed
when operating within the c. g. and angle of
attack limits. Positive static stability con-
tinues to exist when c. g. is somewhat aft
of the limit while at intermediate supersonic
speeds (from Mach 1.2 to at least Mach 2.6.)
However, if the aft c. g. limit is violated
while near the design cruise Mach number,
a static instability in pitch may be experi-
enced. If pitch rates are then generated
and not arrested within the angle of attack
limit, a pitch up can develop and result in
structural failure of the aircraft.
The aircraft is controllable without sta-
bility augmentation to Mach 3.2. Without
SAS it is also controllable during climb and
descent, during inlet unstart up to Mach 2.8
and 430 KEAS and during unstart and engine
flame out up to Mach 2.5 and during twenty
degree bank turns in heavy turbulence at
62
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SECTION VI
WING LIFT VS ANGLE OF ATTACK
BASIS: Wind Tunnel Tests
Rigid Airplane
NOTE: No wing stall experienced
Figure 6-1
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6-3
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�"'14� ANGLE OF ATTACK
�' ,SUBSONIC MINIMUM SPEED LIMIT
Aircraft cont ollable with
'..1�up to 10� nose-down Elevon.
Nose-up Pitch Rate and rate
.of deceleration must be checked::
before reaching the critical
� Angle o At ack Boundary.
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SECTION VI
A-12
low supersonic and transonic Mach numbers.
However, control with SAS off is sensitive
and control movements should be kept to the
necessary minimum. Thrust asymmetry
should be minimized, particularly at the
higher Mach numbers. Sustained cruise or
maneuvering without pitch and yaw axis sta-
bility augmentation is not recommended
near design speed.
At cruise Mach number, the pitch stability
is only slightly positive and disturbances
are only lightly damped. Sudden loss of all
pitch SAS while in maneuvering flight will
cause a pitch transient which will momen-
tarily increase the load factor for the same
stick position.
Without SAS the yaw stability may vary from
positive to very slowly divergent. Response
of the automatic air inlet system to yaw os-
cillation has a pronounced effect on direc-
tional motion of the aircraft. Unless con-
trolled by the pilot, phasing of the spikes
and forward bypass can tend to either drive
or damp the yaw oscillations.
Emergency operating procedures for use in
the event of SAS failure are given in Section
m.
HIGH ANGLE OF ATTACK CONDITIONS
Minimum airspeed restrictions and a maxi-
mum angle of attack warning light are fur-
nished to prevent approach to pitch-up con-
ditions, and to maintain adequate ground
clearance at takeoff and landing consistent
with performance objectives. There is no
stall in the classic sense where an abrupt
loss in lift would occur at a critical angle
of attack. (See Figure 6-1, Lift vs Angle
of Attack.) A nose up pitching moment
develops instead, as angle of attack in-
creases, which becomes uncontrollable with
full nose down elevon as the critical angle of
attack boundary is reached. (See Figure
6-2, Subsonic Critical Angle of Attack
Boundary.) An uncontrollable pitch-up will
not occur until after limit angle of attack as
given in Section V is reached. The SAS will
tend to maintain apparent stability about all
three axes until loss of control occurs, then
the aircraft will pitch-up with little or no
warning. Note that there is an airspeed
margin of from 30 to 75 KIAS when subsonic
and at the aft c. g. limit of 25% MAC. The
margin is less at supersonic speeds and
varies with Mach number. c. g. 's aft of
normal limits will materially reduce the
margin. When near limit angle of attack, a
pilot induced rapid nose up pitch rate may
require more margin for recovery than is
available.
WARNING
An uncontrollable pitch-up maneuver
will result when the critical angle of
attack boundary is reached. Re-
covery from this condition is ex-
tremely unlikely. Attempted re-
covery must not be continued to the
point where insufficient altitude for
recovery or ejection exists.
Pitch rates which accompany increasing
angles of attack must be checked and load
factor relieved at a sufficient rate to in-
crease airspeed when the critical angle of
attack boundary is approached. When sub-
sonic and terrain clearance permits, air-
speed should be increased to 300-350 KIAS
before resuming level flight. Care must
be exercised to insure that recovery load
factors will neither cause limit angle of
attack to recur or impose load factors be-
yond allowable values. When supersonic
and near limit Mach number, it may be
necessary to reduce power or increase drag
(or both) while recovering so that limit
Mach number will not be exceeded while
airspeed is increasing.
6-5
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SECTION VI
A-12
SPINS
Intentional spins are prohibited. The fol-
lowing technique is suggested in the event
of an inadvertent spin; however, ejection
may be the best course of action after con-
sidering existing altitude, airspeed, spin
rate, attitude, and fuel loading conditions,
as spin recovery has not be demonstrated
and is considered extremely unlikely. At
the pilot's discretion:
1.
Center the controls, disengage surface
limiters, and determine the direction
of rotation from the turn indicator.
2. Apply forward stick and full roll control
into the direction of spin as the nose
drops.
3. Apply opposite rudder to stop rotation.
4. Center the rudder and roll control as
rotation stops.
5. Start pull-out at 300 to 350 KIAS.
6. If possible, �avoid exceeding 450 KIAS
and limit load factor during recovery.
WARNING I
With uncontrollable conditions,
eject at least 15,000 feet above the
terrain whenever possible.
CONTROL EFFECTIVENESS
Generally control effectiveness is good. At
high altitude and angle of attack roll control
effectiveness is reduced. This is only a
problem if an unstart occurs in the down
inlet in a turn. Refer to Inlet Duct Unstarts,
Section III.
SINGLE ENGINE
The yawing moment resulting from asym-
metric thrust is large if an engine fails
just after takeoff or a single engine go
around is necessary. Approximately 2/3
to full rudder deflection and 10 degrees or
more bank into the good engine will be
necessary to maintain control immediately
after loss of power. Drag can then be
minimized by reducing pedal force and
trimming to 7o to 90 rudder position indi-
cation, simultaneously using bank and side-
slip toward the operating engine as neces-
sary to maintain the desired flight path.
The SAS automatically responds with cor-
rective control at the time of engine failure
or go around power application and its re-
sponse rate is faster than pilot reaction
time. However, rudder control follow up
by the pilot is necessary as the yaw SAS
authority is limited to 8 degrees rudder de-
flection. The SAS continues to apply rudder
deflection as long as a sideslip is maintained,
but this deflection is not indicated by pedal
position or by the rudder trim indicator.
The amount of rudder deflection required
during single engine operation decreases
as airspeed is increased. During single
engine cruise at 0.5 to 0.85 Mach number,
the aircraft can maintain course with sur-
face limiters engaged. Optimum rudder
deflections are maintained by the SAS with-
out using rudder trim when bank and side-
slip toward the operating engine are used
to maintain course. The bank angles re-
quired approach 10�.
Above Mach 2.8, engine failure, flameout
or inlet unstart may require yaw axis sta-
bility augmentation to avoid excessive side-
slip and bank angles which could cause the
operative engine to stall or flameout. Inlet
unstarts while at 450 KEAS and maximum
power are quite severe. In these cases,
unassisted pilot reaction is too slow to pro-
vide all the control immediately required.
Pilot follow up is necessary after the initial
SAS corrections.
6-6
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SECTION VI
A-12
NOTE
Before retarding the throttle to
shutdown an engine, care must be
exercised to properly identify the
side on which the malfunction oc-
curred. There have been cases
where the operative engine was
improperly identified as the source
of the problem.
NORMAL OPERATING CHARACTERISTICS
Refer to Appendix I for specific perfor-
mance information.
Takeoff
The aircraft accelerates rapidly to rotation
speed once maximum thrust is set during
takeoff. The nosewheel can be lifted 50 to
60 knots below takeoff speed, but this is not
advised because the drag that is created de-
creases the acceleration and extends the
takeoff run. With zero degrees pitch trim,
a stick force of approximately 25 pounds is
normally required to lift the nosewheel at
rotation speed. Stick force must be relaxed
during the rotation in order to check the
nose up pitch rate. During maximum per-
formance takeoffs, speed and attitude must
be monitored carefully to avoid over-
rotating and dragging the tail.
Climb
Normal climbs to supersonic cruise speeds
involve three phases of operation. These
consist of a subsonic climb, a transonic ac-
celeration to the supersonic climb schedule,
and a supersonic climbing acceleration.
There are no unusual characteristics during
the subsonic phase except that a light air-
frame buffet may be felt near 0.9 Mach
number as airflow conditions near the
tertiary doors and ejector flap areas change.
A Mach jump on the TDI instrument will be
observed between 0.98 and 1.03 Mach num-
ber during transition to the supersonic
climb speed schedule. No unique charac-
teristics occur in this area; however, there
is an area of decreased excess thrust from
Mach 1.05 to Mach 1.15. A dive
technique is used to improve acceleration
through this speed range. The transition
should be made without other maneuvering
if possible, as even shallow turns increase
drag sufficiently to decrease acceleration
and increase fuel consumption considerably.
A noticeable increase in acceleration can
be expected after passing Mach 1.15. The
pull up to establish climb attitude should be
started 10-25 knots before the supersonic
climb speed schedule is attained. This will
reduce the possibility of overshooting the
desired speed.
The supersonic climb is initiated when
climb airspeed is established at approxi-
mately 30,000 feet. It is essential to main-
tain the schedule accurately to achieve best
climb performance. Speeds which are
higher than normal should be avoided be-
cause limit airspeed can be approached in-
advertently in a short period of time.
The aircraft does not respond immediately
to small pitch commands. This charac-
teristic makes precise airspeed control
difficult until experience is gained in the
aircraft. If significant overspeed occurs,
the recommended action is to reduce power
until climb speed can be reestablished
rather than pull up sharply and impose load
factors.
6-7
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SECTION VI A-12
ELEVON REQUIRED TO TRIM
ELEVON REQUIRED TO TRIM AT THE AFT CG CONDITION
VARIATION OF TRIM WITH MACH NUMBER-400 AND 450 KEAS
UP
4
ELEVON ANGLE - DEG. TRIM
ELEVON ANGLE - DEG. TRIM
2
0
2
4
DN
0
UP
2
CO =25%
CG 2870
400 KEAS
.1111m,
������=i
SUBSONIC LIMIT
450 .KEAS
NORMAL
CLIMB SPEED
SCHEDULE
I I I
CL
IMB
LI
MI
2
4
6
DN
05
10
15
MACH
20
MACH
2.9
31
3.2
300
350
400
KEAS
450
Figure 6-3
500
25
30
35
VARIATION OF TRIM WITH AIRSPEED
AT CONSTANT MACH NUMBER
CG 28%
3-10-67
F200-95(a)
6-8
Changed 15 March 1968
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Page 2 of 10
CRUISE
� The following definitions have been adopted in order
c rut se operation. �
o categorize supersonic
Maximum range (optimum) cruise profile - This type of operation yields
maximum range for the Mach number specified. -Power settings used are
in the lower portion of the afterburner range (near the 82 PL.A throttle
� mark).
b. High altitude cruise profile - This type of operation yields altitude
schedules which are above the maximum range and below the maximum
ceiling.profile. The specific range which results is less than for maxi-
mum range, but reasonably efficient cruising schedules are maintained.
Maximum ceiling profile - This type of operatiOn requires continUous
operation at near maximum afterburner power setting for the Mach
, number specified.
These types of operations employ a cruise climb that requires a gradual but
continuous increase in altitude as fuel is consumed.. The flight parameters
are: Mach number, equivalent airspeed (KEAS) and altitude. These three
variables are dependent upon one another.. Gross weight, ambient temper-
ature, and cg. also have primary effects on performance capability.
Mach, KEAS, Altitude R elationship
The selection of the values for any two of the Mach, KEAS, or altitude
Variables automatically defines the value of the third. For instance, if cruise
is scheduled for Mach 3.1 and the �desired cruise altitude is initially 73,500
feet, the KEAS must be 395 knots. �
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Effect Of: Changing Air Tenipe,rature
Ambient air temperature may appeal- to change abruptly as,different air
masses are encountered because of the high 'true" airspeeds at Cruise.
Initially, if constant altitude iS Maintained, flight into. a warmer air mass
Will cause a decrease 'in Mach number and KEAS, and the true airspeed
(TAS) and compressor inlet temperature (CIT) will'rema.in constant for a
short time, A higher TAS and CIT will result as the desired Mach number
is re-established. The opposite would occur as a_ result of flying into a
colder air mass. New Cruise altitudes are usually required to compensate
for effects of variations in ambient air temperature.
Effect Of Mach Number
� Another characteristic of supersonic cruise is that any given gross weight
and CIT, the altitudes for maximum range or maximum ceiling profiles
increase with Mach number. As a rule of thumb, this increase is approx-
imately 1000 feet per 0.05 Mach number. A related characteristic is that
if the Mach number is allowed to increase slightly, above that desired, and
if the throttle is not retarded, the aircraft has an increasing amount of ex-
cess thrust: It is easy to exceed target Mach number ,inadvertently.
MAXIMUM RANGE (OPTIMUM) CRUISE PROFILE
At high 'Math numbers, the maximum range (optimum) profile is a continuous'
cruise Climb with the throttles in the afterburner range near the 82o PLA
throttle mark.. When at heavy weight, it may be necessary to initiate this
type of profile by flying at a constant altitude for a short period, slightly
higher than the altitude. for best specific range, in order to maintain KEAS
at or below maximum operating limits. In this case., the initial cruise
altitude schedule remains above the optimum until gross weight is reduced
sufficiently to allow establishment of a cruise climb. Cruise climb should
not be continued above 85,000 feet (because of present operating restrictions).
Turns
Constant altitude turns with 300 bank angle can normally be made by in-
creasing. thrust. As a rule of thumb, fuel flow and angle of attack increase in
proportion to load factor. �It is more economical to allow altitude to decrease
while turning, maintaining constant power setting and Mach number during
the turn, and regaining the altitude lost upon rolling out. KEAS should not be
'allowed to increase above the maximum operating limits during descending
turns.
6-8B
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Page 4 of 10
MAXIMUM CEILING- PROFILE
The maximum ceiling profile is 5000 to.6000 feet above the altitude schedule
for maximum range.' See Figure 6-4. Stabilizing, the .aircraft on a cruise
climb profile wherein the aircraft is constantly'llYing,at its absolute ceiling
at Maximum afterburner is Very difficult. The only control the pilot has to
maintain constant Mach number is to climb or desCend, Therefore the
maximum practical altitude can be obtained by using slightly less than full
power.
HIGH ALTITUDE CRUISE PROFILE
High altitude cruise profiles schedule the cruise climb altitude below the
maximum afterburning ceiling. Continuous use of maximum afterburner is
not required.
Effect of Mach Decrease
The Mach number must not be allowed to decrease more than 0.05 Mach
number below the desired cruise speed. A small decrease in Mach number
and K.EAS at constant altitude may cause the aircraft to intercept the ceiling
for that speed and become thrust limited. &descent of several thousand feet
may be required to re-establish the desired cruise Mach number.
Note
Refer to Figure 6-4 for a summary of maximum
range and ceiling altitudes for various Mach
numbers, weights and ambient temperatures.
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skick-7- ,crf
Approved for Release: 2017/07/25 C06535941
Page 7 of 10
Approved for Release: 2017/07/25 CO6535941
TDC No. 5
Page 8 of 10
HIGH ALTITUDE TURN TECHNIQUE
Turns Less Than -100�
The techniques desctibedbelow mi.nirnize altitude variations While turning and
abnormal altitude losses which can be encountered if turns are initiated near
the maximum afterburner ceiling for the existing Mach number, gross weight
and ambient temperature.
Note
Mach 3.2 is the target speed recommended for turning
when maximum altitude is the primary consideration.
a. When turn entry is scheduled at heavy weight, i. e. , immediately after
reaching cruise altitude following air refueling or takeoff:
1. Turn KEAS Hold OFF when 0.2 Mach number below desired speed;
then reduce equivalent airspeed and increase Mach number to inter-
cept a speed 0.1 Mach number less than the target speed at an altitude
2000 feet below the expected bottom-out altitude, during the turn.
Note
For 300 bank turns, the altitude which can be expected
during the turn is approximately 3000 feet below the
maximum afterburner ceiling for the target Mach and
the existing weight and temperature.
2. Continue to reduce KEAS and increase Mach number so as to arrive
at the target speed 1000 feet below the desired bottom altitude for
the turn; then,
3. Retard the throttles from maximum ALE to a lower setting. Mach
Hold should be OFF. Normally, altitude will continue to increase.
Enter the turn at the expected bottom-out altitude for turning,
with the autopilot Attitude Hold mode engaged. The. adjust the
throttles as required to control Mach number and use the autopilot
pitch trim wheel to control altitude. Maintain the initial speed and
altitude.
Note
Do not make abrupt pitch attitude changes while turning.
6-8G
-Approved for Release: 2017/07/25 C06535941
Approved for Release: 2017/07/25 C06535941
TDC No. 5
Page 9 of 10
. After 30� of turn, allow altitude to increase 1000 feet if sufficient
excess thrust is available.
For the final 300 of turn, increase power to maximum afterburning
and allow altitu,de to increase toward the ceiling value.
7. After completing the turn, engage Mach Hold to maintain the desired
cruise climb schedule, and use power as required.
. When turn entry is scheduled :'from maximum:ceiling profile:
flight conditions.
1. Prior to turn, turn Mach Hold OFF and leave the-autopilot .Attitude
Hold mode engaged.
2. Adjust throttles to maximum afterburning prior to entering the, turn:
Note
Mach 3.2 is the target speed recommended for turning
when maximum altitude is the primary consideration.
3. While turning, hold speed as close as possible to the target Mach
number. For 30 bank turns, the altitude which can be expected
during the turn is approximately 3000 feet below the maximum
ceiling for target Mach and4the existing weight and temperature.
4. After completing the turn, engage Mach Hold to maintain the
desired cruise climb schedule, and use power as required.
Note
Do not make abrupt pitch attitude changes while turning.
c. When turn entry is scheduled from a high altitude cruise
profile when at light weight and using partial afterburning for power
Settings:
1. Prior to turn, cruise at power required to maintain target Mach
number at desired altitude. Mach 3.2 is recommended when
minimum altitude loss is the primary consideration.
.� 6 -8H
Approved for Release: 2017/07/25 C06535941
Approved for Release: 2017/07/25 C06535941
. Turn Mach Hold. OFF and leave the alitopilOf Attitude Hi:Ad mode
engaged.
Enter the turn with throttles set below maximum afterburning.
While turning, adjust the throttles as required to control Mach
number and:radjust.the autopilot pitch trim wheel to control
altitude. Cruise altitude can be maintained in most cases.
Note
Do not make abrupt pitch attitude changes.
4. After 30 of turn, allow altitude to increase 1000 feet if sufficient
excess thrust is available.
5. After completing the turn, engage Mach Hold to maintain the
desired cruise climb schedule, and use power as required.
Approved for Release: 2017/07/25 C06535941
Approved for Release: 2017/07/25 C06535941
SECTION VI
A-12
A continual variation in trim is required
during the acceleration to cruise speed,
with the 450 KEAS schedule requiring more
nose down trim than the 400 KEAS schedule.
The variation of trim at the aft limit is il-
lustrated by figure 6-3. These figures also
show the variation of trim required with
airspeed and the effect of weight decrease
during cruise when operating near the aft
c. g. limits.
Occasional periods of inlet roughness may
be encountered in the area between Mach
2.5 and 2.8. It may also be encountered at
climb speeds in the region above Mach 3.0;
however, the roughness diminishes as
cruising altitudes are reached and the equi-
valent airspeed is reduced from the climb
airspeed schedule.
The transition to cruise altitude and speed
is accomplished with power being reduced
slowly as the initial cruise altitude is ap-
proached.
Cruise
The following definitions have been adopted
in order to categorize supersonic cruise
operation.
a. Maximum range (optimum) cruise
profile - This type of operation
yields maximum range for the Mach
number specified. Power settings
used are in the lower portion of the
afterburner range (near the 82 PEA
throttle mark).
b. High altitude cruise profile - This type
of operation yields altitude schedules
which are above the maximum range
and below the maximum ceiling profile.
The specific range which results is
less than for maximum range, but
reasonably efficient cruising schedules
are maintained.
c. Maximum ceiling profile - This type
of operation requires continuous oper-
ation at near maximum afterburner
power setting for the Mach number
specified.
These types of operations employ a cruise
climb that requires a gradual but continuous
increase in altitude as fuel is consumed.
The flight parameters are: Mach number,
equivalent airspeed (KEAS) and altitude.
These three variables are dependent upon
one another. Gross weight, ambient temper-
ature, and e.g. also have primary effects
on performance capability.
Mach, KEAS, Altitude Relationship
The selection of the values for any two of the
Mach, KEAS, or altitude variables auto-
matically defines the value of the third. For
instance, if cruise is scheduled for Mach 3.1
and the desired cruise altitude is initially
73,500 feet, the KEAS must be 395 knots.
Effect Of Changing Air Temperature
Ambient air temperature may appear to
change abruptly as different air masses are
encountered because of the high true air-
speeds at cruise. Initially, if constant al-
titude is maintained, flight into a warmer
air mass will cause a decrease in Mach
number and KEAS, and the true airspeed
(TAS) and compressor inlet temperature
(CIT) will remain constant for a short time.
A higher TAS and CIT will result as the
desired Mach number is re-established.
The opposite would occur as a result of fly-
ing into a colder air mass. New cruise
altitudes are usually required to compensate
for effects of variations in ambient air tem-
perature.
Effect Of Mach Number
Another characteristic of supersonic cruise
is that any given gross weight and CIT, the
altitudes for maximum range or maximum
ceiling profiles increase with Mach number.
As a rule of thumb, this increase is approxi-
mately 1000 feet per 0.05 Mach number. A
related characteristic is that if the Mach
number is allowed to increase slightly above
that desired, and if the throttle is not re-
tarded, the aircraft has an increasing am-
ount of excess thrust. It is easy to exceed
target Mach number inadvertently.
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535941
6-9
Approved for Release: 2017/07/25 C06535941
SECTION VI
A-12
SECTION VI
Maximum Range (Optimum) Cruise Profile
At high Mach numbers, the maximum range
(optimum) profile is a continuous cruise
climb with the throttles in the afterburner
range near the 820 PLA throttle mark. When
at heavy weight, it may be necessary to
initiate this type of profile by flying at a
constant altitude for a short period, slightly
higher than the altitude for best specific
range, in order to maintain KEAS at or be-
low maximum operating limits. In this
case, the initial cruise altitude schedule
remains above the optimum until gross
weight is reduced sufficiently to allow es-
tablishment of a cruise climb. Cruise climb
should not be continued above 85,000 feet
(because of present operating restrictions).
Turns
Constant altitude turns with 30o bank angle
can normally be made by increasing thrust.
As a rule of thumb, fuel flow and angle of
attack increase in proportion to load factor.
It is more economical to allow altitude to
decrease while turning, maintaining con-
stant power setting and Mach number during
the turn, and regaining the altitude lost
upon rolling out. KEAS should not be al-
lowed to increase above the maximum oper-
ating limits during descending turns.
�Maximum Ceiling Profile
The maximum ceiling profile is 5000 to 6000
feet above the altitude schedule for maximum
range. See Figure 6-4. Stabilizing the air-
craft on a cruise climb profile wherein the
aircraft is constantly flying at its absolute
ceiling at maximum afterburner is very dif-
ficult. The only control the pilot has to
maintain constant Mach number is to climb
or descend. Therefore the maximum prac-
tical altitude can be obtained by using slight-
ly less than full power.
High Altitude Cruise Profle
High altitude cruise profiles schedule the
cruise climb altitude below the maximum
afterburning ceiling. Continuous use of
maximum afterburner is not required,
Effect Of Mach Decrease
The Mach number must not be allowed to
decrease more than 0.05 Mach number be-
low the desired cruise speed. A small de-
crease in Mach number and KEAS at con-
stant altitude may cause the aircraft to
intercept the ceiling for that speed and be-
come thrust limited. A descent of several
thousand feet may be required to re-estab-
lish the desired cruise Mach number.
NOTE
Refer to Figure 6-4 for a summary
of maximum range and ceiling alti-
tudes for various Mach numbers,
weights and ambient temperatures.
High Altitude Turn Technique
Turns Less Than 1000
The techniques described below minimize
altitude variations while turning and abnor-
mal altitude losses which can be encountered
if turns are initiated near the maximum
afterburner ceiling for the existing Mach
number, gross weight and ambient temper-
ature.
NOTE
Mach 3.2 is the target speed
recommended for turning when
maximum altitude is the primary
consideration.
6-10
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535941
Approved for Release: 2017/07/25 C06535941
A - .1.
,5EC TION VI
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Crfrfig2aT 15 Ma.ret- 1968
Figure 6-4 (Sheet 3 of 3)
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SECTION VI
A-12
a. When turn entry is scheduled at heavy
weight, i.e., immediately after
reaching cruise altitude following air
refueling or takeoff:
1. Turn KEAS Hold OFF when 0.2
Mach number below desired
speed; then reduce equivalent
airspeed and increase Mach
number to intercept a speed
0.1 Mach number less than
the target speed at an altitude
2000 feet below the expected
bottom-out altitude, during
the turn.
Note
For 30o bank turns, the altitude
which can be expected during the
turn is approximately 3000 feet
below the maximum afterburner
ceiling for the target Mach and
the existing weight and temper-
ature.
2. Continue to reduce KEAS and
increase Mach number so as
to arrive at the target speed
1000 feet below the desired
bottom altitude for the turn;
then,
3. Retard the throttles from maxi-
mum A/B to a lower setting.
Mach Hold should be OFF. Nor-
mally, altitude will continue to
increase.
4. Enter the turn at the expected
bottom-out altitude for turning,
with the autopilot Attitude Hold
mode engaged. Then adjust the
throttles as required to control
Mach number and use the auto-
pilot pitch trim wheel to control
altitude. Maintain the initial
speed and altitude.
5. After 30o of turn, allow altitude
to increase 1000 feet if sufficient
excess thrust is available.
6. For the final 303 of turn, increase
power to maximum afterburning
and allow altitude to increase
toward the ceiling value.
7. After completing the turn, engage
Mach Hold to maintain the desired
cruise climb schedule, and use
power as required.
b. When turn entry is scheduled from maxi-
mum ceiling profile flight conditions:
1. Prior to turn, turn Mach Hold OFF
and leave the autopilot Attitude
Hold mode engaged.
2. Adjust throttles to maximum after-
burning prior to entering the turn.
Note
Mach 3.2 is the target speed recom-
mended for turning when maximum
altitude is the primary consideration.
3. While turning, hold speed as
close as possible to the target
Mach number. For 30 bank
turns, the altitude which can
be expected during the turn
is approximately 3000 feet be-
low the maximum ceiling for
target Mach and the existing
weight and temperature.
4. After completing the turn,
engage Mach Hold to maintain
the desired cruise climb schedule,
and use power as required.
Note
Do not make abrupt pitch attitude
Note changes while turning.
Do not make abrupt pitch attitude
changes while turning.
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SECTION VI
A - 12
c. When turn entry is scheduled from a
high altitude cruise profile when at
light weight and using partial after-
burning for power settings:
1. Prior to turn, cruise at power
required to maintain target
Mach number at desired altitude.
Mach 3.2 is recommended when
minimum altitude loss is the
primary consideration.
2. Turn Mach Hold OFF and leave
the autopilot Attitude Hold mode
engaged.
3. Enter the turn with throttles set
below maximum afterburning.
While turning, adjust the throttles
as required to control Mach
number and adjust the autopilot
pitch trim wheel to control alti-
tude. Cruise altitude can be
maintained in most cases.
Note
Do not make abrupt pitch attitude
changes.
4. After 30o of turn, allow altitude
to increase 1000 feet if sufficient
excess thrust is available.
5. After completing the turn, engage
Mach Hold to maintain the desired
cruise climb schedule, and use
power as required.
Descent
Descent characteristics are not unusual ex-
cept for the variation in flight path angle
encountered during the supersonic decel-
eration. Normal deceleration techniques
include maintaining an optimum KEAS
schedule to obtain maximum range and pre-
vent exceeding enoir limitations.
When cruise KEAS is higher than opt.u...m,
altitude should be maintained after power
reduction until KEAS decreases. When
cruise KEAS is lower than optimum, de-
scent should be started immediately after
power reduction, maintaining cruise Mach
number until desired KEAS is intercepted.
The angle of descent varies from approxi-
mately 1 initially to approximately 7 as
Mach 1.0 is reached.
Air Refueling
Air refueling of these aircraft with the
flying boom system of the KC-135 tankers
poses no problem of compatability and is
normally accomplished between 25,000 and
32,000 feet. The aircraft provides an ex-
tremely stable platform with the SAS on.
The only characteristic that causes some
problem is that, without afterburning, the
aircraft may become power limited at the
higher refueling altitudes before a maxi-
mum onload can be completed. This re-
quires using either a toboggan technique or
a technique of completing the refueling with
one afterburner on.
Forward visibility in the observation and
precontact positions is excellent, but up-
ward, downward, and aft visibility is re-
stricted. Rendezvous is easiest from a
slibhtly low position with the tanker within
60 either side of the nose. The pilot's re-
fueling visibility is optimized by lowering
his seat prior to contact. Depth perception
through the vee windshield is slightly im-
paired, and some pilots may prefer to use
one side of the windshield during contact.
A slight buffet will be felt as the contact
position is reached. This is tanker down-
wash and has no effect on the receiver ex-
cept for a slight decelerating effect. Ac-
celeration response of the engines is ex-
cellent, and aircraft drag at refueling
speeds produces correspondingly good de-
celeration response.
Overcontrol of the engines should be avoided
while gaining and holding position due to non-
linearity of throttle position vs engine thrust.
A given throttle angle change near military
power yields more thrust change than a
similar change in the throttle mid range.
The aircraft may become power limited if
the afterburner-on technique is not used,
and tobogganing descents of up to 1000 feet
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SECTION VI
A-12
per minute may be required as the military
power throttle position is approached.
Asymmetric thrust is easily controlled
when the afterburner-on technique is used.
Light turbulence encountered while in con-
tact poses no particular problem with SAS
operating normally, and shallow turns of up
to 20 bank angle can be made without diff-
iculty. However, if all pitch SAS including
the back-up pitch damper are inoperative,
it is recommended that refueling not be at-
tempted except in an emergency. The air-
craft tends to be unstable without any pitch
SAS, but control can be maintained under
favorable conditions with fuel transferred
to obtain a forward c. g. location.
All disconnects should be made with a rear-
ward and slightly downward relative motion
with wings level. This will insure separa-
tion of the boom from the receptacle with a
straight line force. Side or rolling loads
or excessive deviations from the desired
elevation increase the possibility of boom
and/or receptacle damage during disconnect.
Night refueling is essentially the same as
for daytime operations except that added
caution and effort is required to avoid over-
shoot, and the tendency toward throttle
over-control while in contact is increased.
Approach and Landing
Handling characteristics during approach
and landing with SAS operative are good.
Short period disturbances are well damped,
and rates of roll available for maneuvering
are adequate. The aircraft can be held off
the runway to speeds that are much lower
than are recommended for landing. The
touchdown attitude normally is from 10 to
12o angle of attack. There is a risk of
damage to the aft fuselage if the touchdown
attitude exceeds 14o.
Normally the aircraft is flown directly to
touchdown rather than attempting to float
just off the runway with subsequent settling
at too high an attitude. Prompt chute de-
ployment will result in momentary decel-
eration loads of up to one g. The chute
should not be deployed in the air because of
the rapid deceleration and rate of sink that
could develop, but it can be actuated before
nosewheel contact without any unusual
pitching tendencies.
Practice landings with SAS off are not re-
commended. Approach control during
emergency landings with all pitch SAS off
is increasingly more difficult if c. g. ap-
proaches or exceeds the aft limit.
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