ALL WEATHER OPERATION

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06535944
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 198
• Document Creation Date: December 28, 2022
• Document Release Date: August 10, 2017
• Case Number: F-2014-00925

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Al2
Section IX
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LL WEATHER OPERATION
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TABLE OF CONTENTS
INSTRUMENT FLIGHT PROCEDURES
Before Instrument Takeoff
Instrument Takeoff
Instrument Climb
Instrument Cruising Flight
Turns
9-2
9-2
9-3
9-3
9-3
9-1
Holding
Jet Penetration
Instrument Approaches
Missed Approach & Go-Around
ICE AND RAIN 9-7
TURBULENCE AND THUNDERSTORMS 7-9
COLD AND HOT WEATHER PROCEDURES 9-10
NIGHT FLYING 9-10
INTRODUCTION
Except for repetition necessary for emphasis or continuity of thought, this
section contains only those procedures which differ from or are in addition
to the normal procedures supplied in Section II.
INSTRUMENT FLIGHT PROCEDURES
These aircraft handle well during all phases
of instrument flight when operated in accord-
ance with procedures specified in the follow-
ing paragraphs. As with all high perfor-
mance jet aircraft, constant attention to
flight instruments is required. Normal jet
instrument techniques are satisfactory for
operation during instrument conditions. Nav-
igational aids include an Inertial Navigation
9-3
9-5
9-5
9-7
System, TACAN, ILS and ADF. IFF is also
installed, as are the directional and ranging
features of the ARC/50 radio.
The ships pitot static system is the primary
speed and altitude reference during takeoff,
penetration, approach and landing. Speeds
given here are knots indicated airspeed
(KIAS). Equivalent airspeeds (KEAS) and
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SECTION IX
A-12
altitude information from the air data com-
puter system (TDI instrument) can be used;
however, TDI response may not be as rapid
as the ship system indications during tran-
sient airspeed situations.
The stall warning indication is referenced
to pitot total pressure and to the attitude
probe in the Rosemount pitot-static boom.
It is independent of pitot-static pressures
sensed by the ship and air data computer
systems to that extent. Pitot heat should be
sufficient to keep both the pitot head and the
attitude probe operating during icing con-
ditions.
NOTE
Keep pitot heat on during all sub-
sonic instrument flight operations.
BEFORE INSTRUMENT TAKEOFF
After aligning the aircraft with the center-
line of the runway, check synchronization
of the FRS compass, check the INS mode
selector in FRS position, and set the atti-
tude indicator so that the miniature airplane
is level with the horizon line. The BDHI
No. 1 needle selector switch is placed in
the TACAN position to display TAGAN bear-
ing information on the No. 1 needle of the
BDHI.
NOTE
The FRS compass will be used for
heading reference during all take-
offs and instrument departures.
INSTRUMENT TAKEOFF
Maximum thrust will be used for instrument
takeoffs, using procedures identical to those
contained in Section II. The following pro-
cedures supplement those given in Section II:
a. Rotation - Begin at computed rotation
speed. Apply smooth, constant back
pressure to establish an indication of
+ 10 to + 12 degrees on the attitude
indicator in about five seconds. The
aircraft will fly off the runway at nor-
mal airspeeds.
b. Maintain 10 to 12 degree pitch attitude
indication while accelerating to desired
climb speed. The altimeter and ver-
tical velocity indicator should show a
definite climb indication before retract-
ing the landing gear. Care must be
exercised to insure that a positive rate
of climb is maintained during accele-
ration to climb speed in order to pre-
vent the aircraft from settling back to
the runway surface.
NOTE
Initial indications of the altimeter
and vertical speed indicator may
be that of a slight descent.
c. Landing gear lever - UP when definite-
ly airborne.
d. Throttles - Minimum afterburning after
gear up is indicated. Military thrust
may be set as 300 KIAS is approached
when a Military power climb is used
for instrument departure.
NOTE
Use Indicated Airspeed during take-
off and climb until proper climb
speed schedule is reached on the
TDI.
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SECTION IX
A-12
INSTRUMENT CLIMB
Instrument climbs using the normal air-
speed and afterburner schedules can be
made safely. It n-iay be desirable to main-
tain maximum afterburning after takeoff
at heavy weights, but allowances must be
made for the more rapid acceleration and
steeper than normal climb attitude. It is
highly recommended that the normal after-
burning schedule be used after takeoff. This
minimizes the possibility of exceeding the
desired climb speed schedule. It also pro-
vides more time for EGT control if this is
required. Maximum thrust may be resumed
if desired after stabilizing at the proper
climb speed.
NOTE
Reduce climb speed if rough air is
encountered as described in Op-
eration in Turbulence, this section.
The TDI and ship system pitot-
static flight instruments should
be cross checked periodically
during instrument flight to con-
firm proper operation.
Restrict all turning maneuvers to 300 max-
imum bank angle during low altitude instru-
ment flight.
MILITARY THRUST CLIMBS
The optimum VFR Military thrust schedule
is suitable for instrument climbs to inter-
mediate altitudes. As soon as the climb
schedule is intercepted, the TDI becomes
the primary pitch control instrument for
the remainder of the climb.
INSTRUMENT CRUISING FLIGHT
Establish cruising airspeed at the desired
altitude and retrim the aircraft. After
Instrument Departure Instructions have
been accomplished, the BDHI may be
switched to display INS navigation infor-
mation as required for mission completion.
Readjust the horizon bar on the attitude in-
dicator to indicate level flight attitude when
the aircraft is in level flight at cruising
airspeed. These aircraft have excellent
handling characteristics throughout their
normal flight speed range if properly
trimmed and flown by reference to the
flight instruments.
NOTE
Below Flight Level 180, the alti-
meter must be set to station
pressure and used to maintain
assigned altitude.
TURNS
A constant 300 angle of bank may be used
for all turns except rate turns when re-
quired or desired.
STEEP TURNS
Any angle of bank exceeding 30o is consid-
ered a steep turn. The aircraft is easily
controlled on instruments in banks up to
60 ; however, due to structural load re-
strictions, bank angles in excess of 45
should be avoided.
HOLDING
Holding patterns and descents between
holding levels should be flown at 275 KIAS
at altitudes from 35,000 ft to 20,000 feet.
(KEAS ranges between 260 and 270 knots at
these altitudes.) Approximately 6200 rpm
will be required. At normal weights,
average fuel flow while turning varies from
approximately 5500 pph per engine at the
higher altitudes to approximately 6500 pph
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SECTION IX A-12
JET PENETRATION AND TACAN APPROACH (Typical)
HOLDING: 275 KIAS
6200 RPM
HIGH ALTITUDE
INITIAL APPROACH FIX
TACAN
STATION
TYPICAL TACAN PENETRATION
AND STRAIGHT - IN APPROACH
PROCEDURE (HIGH ALTITUDE)
MIN MUM
ALTITUDE
GATE
15001
7 NM
Figure 9-1
300 KIAS
5500 RPM
CLEAN
27 NM
Fno-51(b)
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SECTION. IX
A-12
at 20,000 feet. The rate decreases about
500 pph per engine during straight legs.
Somewhat lower airspeeds can be used, if
desired, if there is little or no turbulence.
To descend between holding levels, reduce
power until 500 to 1000 feet above the de-
sired altitude. Refer to Appendix for loiter
performance.
NOTE
. The INS mode selector must be
placed in the FRS position prior to
initial station passage and entry
into the holding pattern.
Check the FRS compass for syn-
chronization and that the BDHI
No. 1 needle selector switch is
in the desired TACAN or ADF
p0 S ition.
When the BDHI No. 1 needle se-
lector switch is placed in the
TACAN or ADF position and the
INS mode selector switch is placed
in the FRS position, the No. 1
needle of the BDHI will display
magnetic bearing to the selected
ADF or TACAN station provided
the AN/ARC-50 function switch is
not in the ADF position. For the
same conditions except with INS
mode selected, true heading will
be displayed.
JET PENETRATION
The ships pitot-static instruments are the
primary flight instruments during a penetra-
tion procedure descent. These penetrations
are flown at 300 KIAS with power set at
5500 rpm. Initial rate of descent will be
3000 to 4000 fpm. Approximately 4000 pph
per engine fuel flow can be expected for
normal weights when starting from 20,000
feet. The initial rpm should be maintained
and fuel flow allowed to increase as altitude
is lost.
NOTE
Engine speeds below 5000 rpm
should be avoided to prevent cy-
cling of the engine start bleed
valves. TACAN will be inoper-
ative if left engine rpm is below
approximately 4500.
The landing gear may be used for additional
drag during the penetration if desired, but
should be extended no earlier than middle
station passage and no later than the turn
to final approach when making a procedure
turn to final approach heading. In a normal
teardrop penetration or straight in approach
the landing gear should be extended prior
to the final approach gate. At normal ap-
proach gross weights, maintain 230 to 250
KIAS after level off through the turn to
final approach. Total fuel flow increases
to approximately 13,000 lb/hr with the gear
down. Final approach speeds are identical
to those for normal traffic patterns and
landings and will be adjusted for existing
gross weight. For a single engine approach
the gear should not be extended until final
approach is initiated. Minimum approach
speed is 200 KIAS for a single engine ap-
proach.
NOTE
Fuel required for a typical tear-
drop penetration is from 1000 to
1700 pounds.
INSTRUMENT APPROACHES
These aircraft are equipped to make either
TACAN, ILS or ADF approaches. Pre-
cision Approach Radar (PAR) approaches
may also be made. When flown as recom-
mended, aircraft control response is good
at all times. The downwind or outbound
portions of all approaches are flown at 250
KIAS with the landing gear down. The base
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SECTION IX
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A-12
RADAR APPROACH PAR /ASR
DOWNW IND
Airspeed - 250 KIAS
Throttle - As required
BASE LEG
Airspeed - 230 KIAS
Throttle - As required
Before landing checklist - Completed
Gear Down
NOTE
Increase final approach
speed 1 knot for each 1000
lbs. over 5000 lbs. of fuel
remaining
ENTRY
Enter at minimum penetration altitude
Airspeed -250 KIAS
Throttle - As required
All turns 30� bank
MISSED APPROACH
Throttles - MILITARY
(Max. Thrust, If Necessary)
Gear - UP
Execute prescribed missed approach
procedures
FINAL
Airspeed - 165 KIAS Minimum
Throttle - As required
Figure 9-2
9-7-65
F200-53M
9-6
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leg or procedure turn portions are flown
230 KIAS. The minimum final approach
speed is 165 KIA.S and should be increased
by one knot for each 1000 pounds of fuel re-
maining over 5000 pounds under normal op-
erating conditions. With one engine inop-
erative, hold gear extension until the final
turn is completed and maintain a minimum
final approach speed of 200 KLAS.
NOTE
When the left engine has failed,
the landing gear must be extended
using the Emergency Landing Gear
Extension procedure. The pilot
should be aware of the time required
and of the other aircraft systems
which are affected by loss of the
left engine.
. Altimeter position error correc-
tions are small at instrument
approach speeds and may be
neglected.
. Use the rain remover and wind-
shield defog and deice systems
as needed.
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A-12
MISSED APPROACH AND GO-AROUND
SECTION IX
Apply Military thrust as soon as it is de-
termined that a go-around is necessary.
Use afterburning or Maximum thrust if
necessary. Raise the landing gear only
after a climb has been established, and
climb to the missed approach altitude at
250 KLAS. When positive rate of climb has
been established adjust power as necessary
to maintain 250 KLAS and approximately
1000 to 2000 foot per minute climb. In the
event a single engine missed approach is
necessary, follow the single engine go-
around procedures in Section III and ob-
serve the single engine minimum control
speed.
NOTE
Fuel required for a missed ap-
proach and GCA is approximately
3000 pounds. A VFR closed
pattern go-around requires ap-
proximately 1000 pounds.
ICE AND RAIN
Detailed information on flight through icing
conditions is not conclusive at this time.
Flight to and from terminal areas where
heavy icing conditions and/or heavy rain
are present is undesirable. Extended flight
in any known icing conditions is prohibited.
If icing conditions or heavy rain at near
freezing conditions is encountered in flight,
the engines must be examined for damage
during post flight inspection.
WINDSHIELD ICING
Without hot air deicing, forward visibility
through the windshield is unsatisfactory
under all icing conditions at penetration and
approach speeds. Ice buildup occurs very
rapidly and dissipates very slowly, parti-
cularly with heavy build-up, even after de-
scent to lower, warmer altitudes. Ice will
build up on the spikes at penetration and ap-
proach speeds and enter the engine as it
breaks off upon descent to warmer altitudes.
Engine damage due to ice ingestion is not
normally severe enough to cause engine
shutdown and can be minimized by reducing
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SECTION IX
rpm. Hot air flow on the windshield is satis-
factory for de-icing and inhibiting ice build-
up if used prior to the time that icing condi-
tions are encountered. If windshield icing
is anticipated or encountered:
1. Windshield deicer switch - R, or L & R,
as required.
FLIGHT IN RAIN
In rain, forward visibility is obscured by a
water film which extends over almost all of
the windshield area. Use of the rain re-
mover liquid during light and moderate rain
conditions improves visibility to a usable
condition at approach speeds. Visibility is
momentarily' obscured as the liquid is ap-
aplied, then the windshield clears and beads
of water form which stream across the
glass. Rain remover application is needed
at ten to fifteen second intervals for best
effectiveness. The hot air deicer should
not be used in light to moderate rain, as the
hot air by itself does not clear the wind-
shield, and the rain remover liquid is ap-
parently blown away before it can become
effective. The rain remover system is not
effective with very heavy rain conditions,
and, although hot air deicing provides very
slight improvement, visibility remains ob-
scured.
NOTE
Reduce speed below 250 KIAS
before applying rain remover
fluid.
Do not apply rain repellent on a
dry windshield. Prolonged ob-
scuration may result.
1. Rain removal button - PUSH.
NOTE
Momentary cloudiness will occur.
2. Repeat as required when visibility
deteriorates.
HIGH HUMIDITY CONDITIONS
If fog emanates from cockpit overhead dis-
tribution ducts:
1. Q-Bay temp control - INCREASE as
required.
If condensation forms on inner or outer
glass:
2. Windshield defog switch - INCREASE
as required.
3. Windshield deicer switch - ON R, or L
& R, as required.
TURBULENCE AND THUNDERSTORMS
Flight should not be scheduled through
areas where extreme or severe turbulence
is forecast. In the event that such condi-
tions are encountered however, airspeed
should be maintained between 250 and 350
KEAS as a general rule. Refer to the
Structural Capability In Gusts chart, figure
9-3.
OPERATION IN TURBULENCE
Gust conditions are defined in terms of
"extreme", "severe", and "moderate to
mild" conditions. (Refer USAF AWSM 55-8,
15 June 1965). Aircraft structural capabil-
ities in turbulence air do not penalize nor-
9-9
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SECTION IX
A-12
mal operating procedures except when below
40,000 feet. In the event of extreme tur-
bulence below 40,000 feet, airspeed should
be maintained between 250 and 350 KEAS.
Figure 9-3 shows that the aircraft can be
operated safely in severe turbulence at the
design speed unless in the altitude range
between 20,000 and 25,000 feet. A speed
reduction to 400 KEAS should be accom-
plished by reducing power if severe turbu-
lence is encountered while operating at high
speed in this area. (The normal Mach 0.9
climb speed in this area is below 400 KEAS.)
Normal descent speed, 300 KEAS, ap-
proaches the optimum path for rough air
penetration.
Transonic Acceleration in Turbulence
The probability of encountering unforecasted
severe or extreme turbulence in clear air is
relatively small. However, if there is a
reasonable possibility that this may occur
during the transonic acceleration phase,
modify the normal climb procedure. After
reaching supersonic conditions, climb at
375 to 400 KEAS instead of 450 KEAS while
below 30,000 feet. Increase the climb
speed above this altitude so as to reach
normal climb speed between 35,000 and
40,000 feet. Be prepared to reduce air
speed to 375 KEAS if severe turbulence is
encountered below 40,000 feet.
Jet Penetration and Landing Approach
Normal penetration and approach speeds
are compatible with rough air penetration
schedules. However, the normal turn to
final approach speed may be increased
from 230 KIAS to 250 KIAS in order to
avoid the possibility of maneuvering diffi-
culty during this phase. Standard rough air
penetration techniques apply to this aircraft.
COLD AND HOT WEATHER PROCEDURES
Detailed cold or hot weather procedures are not available. The pilot should always be
aware of the effects of non-standard temperatures on takeoff and landing distances and
minimum single engine control speeds. The pilot should also be aware of the effects of
wet, icy, and slush covered runways on takeoff and landing distances and on ground hand-
ling characteristics. Refer to Section V for cold weather Oil Temperature operating limits.
NIGHT FLYING
Detailed specific night flying procedures are not required; however, the normal precaution
of memorizing the positions of switches located in dim or unlighted locations should be ac-
complished. Lower fire warning light covers to reduce glare in event of illumination.
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A
X
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A 12 Appendix I
ERFORMANCE DATA
TABLE OF CONTENTS
PART
I Introduction
II Field Length Requirements
PAGE
Al -1
A2-I
m Climb And Descent Performance A3-1
IV Subsonic Cruise Performance A4- 1
V Supersonic Cruise Performance A5-1
A - 1/2
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Standard Units Conversion Chart
DATA BASIS
Engines
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A-12
PART I
INTRODUCTION
List of Illustrations
Title
APPENDIX I
PART I
Figure No.
Position Error Corrections vs Mach No Al -1
Position Error Corrections vs IAS A1-2
Approximate Differences Between IAS and EAS A1-3
Position Error Corrections - Alternate System A1-4
Airspeed Compressibility Correction Chart A1-5
True Mach Number vs Equivalent Airspeed A1-6
Mach - Airspeed - Temperature Conversion Chart Al-?
Standard Atmosphere Table A1-8
A1-9
The performance charts are based on test
data with YS and/or Y3-1 engines.
Fuel and Fuel Density
These data are applicable to aircraft fueled
with PWA 523E with PS 67A additive. De-
viations from the nominal fuel density of
6.45 pounds per gallon have negligible effect
on performance as long as actual aircraft
gross weight and fuel load are known. How-
ever, with all tanks filled to capacity, the
maximum fuel load changes 1060 pounds for
each 0.1 pound per gallon change in fuel
density. This effect on operational capabil-
ities must be considered.
AIRSPEED SYSTEMS
Airspeed, altitude, and Mach number are
available from the ship system instruments
and from the triple display indicator (TDI).
The ship normal and alternate systems sup-
ply conventional altimeter and airspeed
Mach number indicators. The TDI provides
digital values for equivalent airspeed (KEAS),
corrected pressure altitude, and true Mach
number. The differences between indicated
airspeed (KIAS) and KEAS are a function of
speed, altitude, and ship system position
error. A comparison of KEAS from the
triple display indicator and KIAS from the
ship's normal system instruments is shown
by Figure A1-3. For example: at 400 KEAS,
the normal ship system will indicate 420
KIAS at 20,000 feet indicated pressure alti-
tude and 475 KIAS at 50,000 feet indicated
altitude. Other combinations of indicated
altitude and KIAS can be determined from
Figure A1-37�or use in the event of TDI
failure.
POSITION ERROR CORRECTIONS
Triple Display Indicator
The Triple Display Indicator of the Air
Data computer system is the primary in-
strument for climb and for all operations
above FL 180. Its digital indications are
almost completely compensated for position
A1-1
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APPENDIX I
PART I
error and compressibility effects; however,
the TDI airspeed lags during takeoff. IAS
from the normal ship system should be used
until climb speed is attained. The ship sys-
tem should also be used for pattern opera-
tion and landing, although the TDI follows
these speed and altitude changes without
excessive lag.
Normal Ship System
A-12
Figures A1-1 and A1-2 show position error
corrections for the altimeter and airspeed-
Mach number indicators when the normal
(Rosemount pitot static) system is selected.
Corrections for operation at subsonic speeds
were obtained by calibrations in flight and
during ground runs. Corrections provided
for supersonic speeds were obtained from
wind tunnel results. Standard corrections
for compressibility effects must be applied
(subtracted) after the position error cor-
rections are made in order to obtain equi-
valent airspeeds. The compressibility cor-
rection is supplied on Figure A1-5. The
position error and compressiblity correc-
tions have been combined on Figure A1-3
in order to allow a direct comparison be-
tween KIAS and KEAS instruments.
Alternate Ship System
The alternate system senses pitot static
pressure by means of a flush static port
and total head tube located under the right
hand chine. When the alternate system is
selected, these pressures' operate the ship
system altimeter and airspeed-Mach num-
ber indicator. The position error correc-
tions are provided by Figure A1-4.
COMPRESSIBILITY CORRECTIONS
Standard corrections for compressibility ef-
fects on KIAS are provided by Figure A1-5.
These correction should be subtracted from
KIAS after the airspeed position error cor-
rections are made in order to obtain KEAS.
TRUE MACH NUMBER VS EQUIVALENT
AIRSPEED
Figure A1-6 shows the relationship between
true Mach number, pressure altitude, and
equivalent airspeed, based on a 2( of 1.4,
the standard atmospheric parameter.
MACH-AIRSPEED-TEMPERATURE CHART
Ambient air temperature and true airspeed
can be obtained from the TDI Mach and CIT
gage as shown on the Mach-Airspeed-Tem-
perature Chart, figure A1-7. For example,
at a TD/ Mach of 3.05 and CITof 300�C, the
ambient air temperature is 72�C and the
true airspeed is 1680 knots (28 nmiiminute).
The affect of adiabatic compression and
temperature rise on atmospheric character-
istics has been included by using a vari-
able y parameter.
STANDARD ATMOSPHERE TABLE
The 1956 ARDC standard atmospheric table,
Figure A1-8, provides reference tempera-
ture, pressure, air density, and sonic
speed information which may be of assist-
ance in over-all flight planning.
STANDARD UNITS CONVERSION
The standard units conversion chart,
Figure A1-9, provides a means for direct
conversion of temperature, distance, and
speed between English and metric units.
Al -2
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A-12
APPENDIX I
PART I
POSITION ERROR CORRECTIONS VS MACH NO. � NORMAL (SHIP) SYSTEM
PITOT - STATIC SYSTEM ALTITUDE AND AIRSPEED INSTRUMENTS
ROSEMOUNT PITOT STATIC TYPE NO. 855
FWD STATIC PORTS
26� Off Vert cal
Figure A1-1
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A1-3
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APPENDIX I
PART I A - 12
POSITION ERROR CORRECTIONS VS IAS � NORMAL (SHIP) SYSTEM
PITOT - STATIC SYSTEM ALTITUDE AND AIRSPEED INSTRUMENTS
ROSEMOUNT PITOT STATIC TYPE NO. 855
ALTITUDE CORRECTION - FEET
AIRSPEED CORRECTION - KNOTS
5
0
-5
-10
-15
0
100
IND CATED ALTITUDE - 1000 FT
200 300 400
INDICATED AIRSPEED - KNOTS
ri1 -t
SUPERSONIC-i
500
600
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100 200 300 400
INDICATED AIRSPEED - KNOTS
100 200 300 400
INDICATED AIRSPEED - KNOTS
Figure A1-2
500
500
600
600
A 1 - 4
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A-12
APPENDIX I
PART I
APPROXIMATE DIFFERENCES BETWEEN IAS AND EAS INDICATIONS
INDICATED ALTITUDE FROM SHIPS SYSTEM - 1000 FEET
100
90
80
70
60
50
40
30
20
10
0
250 300 350 400 450
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1111111111111111/Min *V as alba digAigipN
ill I 111 ran II II 1/ II 1 11 El 11111811219-
111
NOTE: EAS, PRESSURE ALTITUDE, AND MACH NUMBER
FROM TRIPLE DISPLAY INDICATOR ARE COMPENSATED
FOR STATIC ERROR AND COMPRESSIBILITY EFFECTS
� igns.71111115111ffi
1611.11/11
!fir
MINUffilialli
A
7 I AZINIEVIN
KIAS FROM SHIPS SYSTEM
Figure A1-3
500
550
600
Approved for Release: 2017/07/25 C06535944
A1-5
V
APPENDIX I
PART I
Approved for Release: 2017/07/25 C06535944
A-12
POSITION ERROR CORRECTIONS-ALTERNATE PITOT STATIC SYSTEM
ALTERNATE ( FLIGHT RECORDER )AIRSPEED SYSTEM
CHINE PITOT AND FLUSH STATIC
..L . ::. . ..i. i....dilni..".4:,1-ti:,4.:tif4�._.. i:ii+i t ; +1;. Li�.�;� t t_ii....ti-it,_.:-.+;
�ADD CORR. TO INDJMACH NUMBER TO OBTAIN'FLIOCIT MAtH'NUMBER
� . t. 7....1 - -,,:, .1-...-11.-+T�77 ,�-�ttr . t . tit �-��'-'. If -.r.: -1-t.i..Lq.i.r. Tl.i...--t �-f.
H--4r1-4T4 414- � - ..-1::.� '..'.
.i+it�-#1- 4ft'tt:
200 300 400
INDICATED AIRSPEED - KNOTS
j-lINDICATED ALTITUDE
SO .r.�
60.,
2 0
UN MI
200 300 400
INDICATED AIRSPEED KNOTS
Figure A1-4
A1-6
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART I
AIRSPEED COMPRESSIBILITY CORRECTION CHART
APPLICABLE TO SHIP NORMAL OR ALTERNATE AIRSPEED SYSTEMS AFTER POSITION ERROR CORRECTION
16.
50
LI.! Akil�MYA NINIMPL6-
SUBTRACT A vcFROM KCAS TO OBTAIN KEAS
30
aNP7441010Pritabr444.741rmly
a hIto.4111615-11157411M�rriab,
.1 AMMINIITAZIMAIRSEllMiri
20
VAILIONPTIONNEW-2--
IMMINMOSIENEMIEW. .""tair
NS
-mar 20

111 WA
-...manumem
IIIIIUI
11111111111111111
11 FL ADM Mtl
250 300 350 400 450 500
KCAS ( = KIAS AFTER POSITION ERROR CORRECTION)
Figure A1-5
A1-7
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART I A-12
TRUE MACH NUMBER VS EOUIVALENT AIRSPEED
BASED ON IS� OF 1.4
1.3
1.2
1.1
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
200 250 300 350 400
/411JP 141147 22 41111k
r 4 . A
It2111113111101111111111110741
OF IN AZINWAWAWJABOW FAMIWWWWAN
WON IMMEWAVAINWARIF ArAirdrAgirdirdirOMA
'AVM 4fir ArtaireAMMINZ A0210211ermairdiallian
ME AO' IMIAWASWIWANWIRAIRMINGEN
PANYIKArAnrar ar grairdra
PARIEVAIWArrAirseir radieri'"grar
..e
WfialFRIMPOPM oweAlordirworermimppis
VANDEFIVIEF Adr,4PdaterrAmosumwilmron
mmummtaMmyr Ammxmommeseummmam
PRIVAIMPARVIZmi 40,11�PrrarrietftWINANDEMOD.
MEMPrajarAirOMPANNI
FAMMEArlfrarrOrdegaNg
'fifirAZIMPROZeilfWir ..A1P ArfidirffRdTdOrd�P_A'd
MigardreedMIMERZENIVAS"' AidiSrarirsdifdradi
VOZONSIOXAMENEEFAEr .440272CIAMI
SINERFAErffroY4604FAXWAMP:0:1
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ow Ammramm
FroPAPPPem
NE
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r-
. . .
. . . . . .
... .
114
1.7:4
EQUIVALENT AIRSPEED - KNOTS
Figure A1-6
(shealof3)
450
500
A1-8
Approved for Release: 2017/07/25 C06535944
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Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART I A-12
TRUE MACH NUMBER VS EQUIVALENT AIRSPEED
BASED ON OF 1.4
TRUE MACH NUMBER
A1-10
3.3
3.2
3.1
3.0
2.9
2.8
2.7
2.6
2.5
2.4
2.3
200 250 300 350 400
EQUIVALENT AIRSPEED - KNOTS
i
II UMW 4 I A ArA A
MN FMon
Iliad i V/ I
mow /ft m i
IIIMUNNINOW 11111
11111111111914111144,1111i ritifilf
ENTONIMINII NUS"
1181111/WWW/Wir ir I r Al 1
ummunwoomporm I Jfir Ir if
fillatrifillir l'Ar AN i AFE
r r
51111Ift ) 'I r r .0
11i11 14
1111161ArintalrhiMalirliAr /
ilifil IIIAMTIMMINWOREWIII' 1111
BIZENTRINAwm4r7
EVIMINIME INAW A
FilifiNifirifiling it IA
Flifi I lifterin
r r
r
'
Figure Al -6
(Sheet 3 of 3)
450
500
Approved for Release: 2017/07/25 C06535944
4
Approved for Release: 2017/07/25 C06535944
A-la
APPENDIX I
PART I
MACH-AIRSPEED-TEMPERATURE CONVERSION CHART
BASED ON A VARIABLE
TRUE AIRSPEED
0
C�1_,
v-
11 0001 - 3aniinv AVO aavaNvis Dativ 9S6I.
,�� 0 in 0 in C.1
0. CO CO
Csi
4.n
In
400 600 800 1000 1200 1400 1600 1800 2000 KNOTS
II 11'1 I I i I i I I i I i I i I i I 111111 II
I
1
I
I
0
ii
in 4::,
en
cn
z
<
a2
=
oo
tk
\
\ . �
�
�
' �
�
\ �
\\
�
�
I 1 11111111111
0 TO OBTAIN AMBIENT AIR TEMPERATURE
e...:.'-�
\
�
\
\
�
�
0
�
\
� �
�
\
�.
\
_,...!
I I I I I I I I I 1
0 TO OBTAIN TRUE AIRSPEED
�
�
\
\
0\
� \
id.'k4
IN.
4
\
. �
.10�
All
god,
03,
ddros
0_
OP4
-
%
00
110
10"0
-
�
_
.00,00c031.
tpocgool
_
_
bee<
,
At__....-
oc
..,5,
cs�
-
to
1
.DS
-'--
A
AMA
.
-
--
-
r
__ _
0
b
"mom
.___,.
ITV:
0
csl
0
0
C.1
D. - 311(11Va3dW31.1.143113WV
Figure A1-7
0
co
it)
0
Ii
0
Approved for Release: 2017/07/25 C06535944
A1-11
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART I
STANDARD ATMOSPHERE TABLE
A-12
ARDC MODEL ATMOSPHERE - 1956
Alt
ft
Temp. t
Press. P
p =
- CT
p�
/7
1 p�
P = .
P. �
T
'IF
P 117-T-
_
P. To
c
,
ft/sec
Alt
ft
.F .c
in. Hg
.,
lb/ft-
_ 0
To
l To
0
59.0 15.0
29.92
2116
1.000
1.000
1.000
1.000
1.000
1.000
1117
0
1000
55.4 13.0
28.86
2041
.9711
.9854
.9644
.9931
.9965
.9610
1113
1000
2000
51.9 11.0
27.82
1968
.9428
.9710
.9298
.9862
.9931
.9234
1109
2000
3000
48.3 9.1
26.82
1897
.9151
.9566
.8962
.9794
.9896
.8869
1105
3000
4000
44.7 7.1
25.84
1828
.8881
.9424
.8637
.9725
.9862
.8518
1101
4000
5000
41.2 5.1
24.90
1761
.8617
.9283
.8320
.9656
.9826
.8175
1098
5000
6000
37.6 3.1
23.98
1696
.8359
.9143
.8014
.9587
.9791
.7847
1094
6000
7000
34.0 +1.1
23.09
1633
.8106
.9003
.7716
.9519
.9757
.7529
1090
7000
8000
30.5 -0.8
22.22
1572
.7860
.8866
.7428
.9450
.9721
.7221
1086
8000
9000
26.9 -2.8
21.39
1513
.7620
.8729
.7148
.9381
.9686
.6924
1082
9000
10000
23.3 -4.8
20.58
1455
.7385
.8594
.6877
.9312
.9650
.6636
1078
10000
11000
19.8 -6.8
19.79
1400
.7156
.8459
.6614
.9244
.9615
.6360
1074
11000
12000
16.2 -8.8
19.03
1346
.6932
.8326
.6360
.9175
.9579
.6092
1070
12000
13000
12.6 -10.8
18.29
1294
.6713
.8193
.6113
.9106
.9543
.5834
1066
13000
14000
9.1 -12.7
17.58
- 1243
.6500
.8062
.5875
.9037
.9506
.5585
1062
14000
15000
5.5 -14.7
16.89
1194
.6292
.7932
.5643
.8969
.9470
.5344
1058
15000
16000
+1.9 -16.7
16.22
1147
.6090
.7804
.5420
.8900
.9434
.5113
1054
16000
17000
-1.6 -18.7
15.57
1101
.5892
.7676
.5203
.8831
.9397
.4889
1050
17000
18000
-5.2 -20.7
14.94
1057
.5699
.7549
.4994
.8762
.9361
.4675
1045
18000
19000
-8.8 -22.6
14.34
1014
.5511
.7424
.4791
.8694
.9324
.4467
1041
19000
20000
-12.3 -24.6
13.75
972.5
.5328
.7299
.4595
.8625
.9287
.4267
1037
20000
21000
-15.9 -26.6
13.18
932.4
.5150
.7176
.4406
.8556
.9250
.4076
1033
21000
22000
-19.5 -28.6.
12.64
893.7
.4976
.7054
.4223
.8487
.9212
.3890
1029
22000
23000
-23.0 -30.6
12.11
856.3
.4806
.6933
.4046
.8419
.9176
.3713
1025
23000
24000
-26.6 -32.5
11.60
820.2
.4642
.6813
.3876
.8350
.9138
.3542
1021
24000
25000
-30.2 -34.5
11.10
785.3
.4481
.6694
.3711
.8281
.9100
.3377
1016
25000
26000
-33.7 -36.5
10.63
751.6
.4325
.6576
.3552
.8212
.9062
.3219
1012
26000
27000
-37.3 -38.5
10.17
719.1 -
.4173
.6460
.3398
.8144
.9024
.3066
1008
27000
28000
-40.9 -40.5
9.725
687.8
.4025
.6344
.3250
.8075
.8986
.2920
1004
28000
29000
-44.4 -42.5
9.297
657.6
.3881
.6230
.3107
.8006
.8948
.2780
999.4
29000
30000 -
-48.0 -44.4
8.885
628.4
.3741
.6116
.2970
.7937
.8909
.2646
995.1
30000
31000
-51.6 -46.4
8.488
600.3
.3605
.6004
.2837
.7869
.8871
.2517
990.7
31000
32000
-55.1 -48.4
8.106
573.3
.3473
.5893
.2709
.7800
.8832
.2393
986.4
32000
33000
-58.7 -50.4
7.737
547.2
.3345
.5784
.2586
.7731
.8793
.2274
982.0
33000
34000
-62.2 -52.4
7.382
522.1
.3220
.5675
.2467
.7662
.8753
.2159
977.7
34000
35000
-65.8 -54.3
7.041
498.0
.3099
.5568
.2353
.7594
.8714
.2050
973.3
35000
36089
37000
38000
39000
40000
-69.7 -56.5
-69.7 -56.5
-69.7 -56.5
-69.7 -56.5
-69.7 -56.5
6.683
6.397
6.097
5.811
5.538
472.7
452.4
431.2 .
411.0
391.7
.2971
.2844
.2710
.2583
.2462
.5450
.5333
.5206
.5082
.4962
.2234
.2138
.2038
.1942
.1851
J
.7519
.7519
.7519
.7519
.7519
.8671
.8671
.8671
.8671
.8671
.1937
.1854
.1767
.1684
.1605
968.5
968.5
968.5
968.5
968.5
36089
37000
38000
39000
40000
41000
-69.7 -56.5
5.278
373.3
.2346
.4844
.1764
.7519
.8671
.1530
968.5
41000
42000
-69.7 -56.5
5.030
355.8
.2236
.4729
.1681
.7519
.8671
.1458
968.5
42000
43000
-69.7 -56.5
4.794
339.1
.2131
.4616
.1602
.7519
.8671
.1389
968.5
43000
44000
-69.7 -56.5
4.569
323.2
.2031
.4507
.1527
.7519
.8671
.1324
968.5
44000
45000
-69.7 -56.5
4.355
308.0
.1936
.4400
.1455
.7519
.8671
.1262
968.5
45000
46000
-69.7 -56.5
4.151
293.6
.1845
.4295
.1387
.7519
.8671
.1203
968.5
46000
47000
-69.7 -56.5
3.956
279.8
.1758 .
.4193
.1322
.7519
.8671
.1146
968.5
47000
48000
-69.7 -56.5
3.770
266.7
.1676
.4094
.1260
.7519
.8671
.1093
968.5
48000
49000
-69.7 -56.5
3.593
254.1
.1597
.3996
.1201
.7519
.8671
.1041
968.5
49000
50000
-69.7 -56.5
3.425.
242.2
.1522
.3901
.1145
.7519
.8671
.09928
968.5
50000
51000
-69.7 -56.5
3.264
230.8
.1451
.3809
.1091
.7519
.8671
.09460
968.5
51000
52000
-69.7 -56.5
3.111
220.0
.1383
.3719
.1040
.7519
.8671
.09018
968.5
52000
53000
-69.7 -56.5
2.965
209.7
.1318
.3630
.09909
.7519
.8671
.08592
968.5
53000
54000
-69.7 -56.5
2.826
199.8
.1256
.3544
.09444
.7519
.8671
.08189
968.5
54000
55000
-69.7 -56.5
2.693
190.5
.1197
.3460
.09001
.7519
.8671
.07805
968.5
55000
56000
-69.7 -56.5
2.567
181.5
.1141
.3378
.08578
.7519
.8671
.07438
968.5
56000
57000
-69.7 -56.5
2.446
173.0
.1087
.3297
.08176'
.7519
.8671
.07089
968.5
57000
58000
-69.7 -56.5
2.331
164.9
.1036
.3219
.07792
.7519
.8671
.06756
968.5
58000
59000
-69.7 -56.5
2.222
157.2
.09877
..3143
.07426
.7519
.8671
.06439
968.5
59000
60000
-69.7. -56.5
2.118
149.8
.09414
.3068
.07078
.7519
.8671
.06137
968.5
60000
61000
-69.7 -56.5
2.018
142.8
.08972
.2995
.06746
.7519
.8671
.05849
968.5
61000
62000
-69.7 -56.5
1.924
136.1
.08551
.2924
.06429
.7519
.8671
.05575
968.5
62000
63000
-69.7 -56.5
1.833
129.7
.08150
.2855
.06127
.7519
.8671
.05313
968.5
63000
64000
-69.7 -56.5
1.747
123.6
.07767
.2787
.05840
.7519
.8671
.05064
968.5
64000
65000
-69.7 -56.5
1.665
117.8
.07403
.2721
.05566
.7519
.8671
.04826
968.5
65000
66000
-69.7 -56.5
1.587
112.3
.07055
.2656
.05306
.7519
.8671
.04600
968.5
66000
67000
-69.7 -56.5
1.513
107.0
.06724
.2593
.05056
.7519
.8671
.04384
968.5
67000
68000
-69.7 -56.5
1.442
102.0
.06409
.2532
.04819
.7519
.8671
.04179
968.5
68000
69000
-69.7 -56.5
1.374
97.19
.06108
.2471
.04592
.7519
.8671
.03982
968.5
69000
70000
-69.7 -56.5
1.310
92.63
.05821
.2413
.04377
.7519
.8671
.03795
968.5
70000
Figure A1-8
(Sheet 1 of 2)
A1-1Z
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART I
STANDARD ATMOSPHERE TABLE
ARDC MODEL ATMOSPHERE - 1956
Alt
ft
Temp. t
Press. P
P = 0.
Po
Irf---,
II.
P_5T_
P. -
To. 9
T
T.
P T
P. T.
c
ft/sec
Alt
ft
*F �C
in. Hg lb/ft2
71000
-69.7 -56.5
1.248
88.28
.05548
.2355
.04172
.7519
.8671
.03618
968.5
71000
72000
-69.7 -56.5
1.190
84.14
.05288
.2300
.03976
.7519
.8671
.03448
968.5
72000
73000
-69.7 -56.5
1.134
80.19
.05040
.2245
.03789
.7519
.8671
.03285
968.5
73000
74000
-69.7 -56.5
1.081
76.43
.04803
.2192
.03611
.7519
.8671
.03131
968.5
74000
75000
-69.7 -56.5
1.030
72.84
.04578
.2140
.03442
.7519
.8671
.02985
968.5
75000
76000
-69.7 -56.5
.9815
69.42
.04363
.2089
.03280
.7519
.8671
.02844
968.5
76000
77000
-69.7 -56.5
.9355
66.16
.04158
.2039
.03127
.7519
.8671
.02711
968.5
77000
78000
-69.7 -56.5
.8916
63.06
.03963
.1991
.02980
.7519
.8671
.02584
968.5
78000
79000
-69.7 -56.5
.8497
60.10
.03777
.1943
.02840
.7519
.8671
.02463
968.5
79000
80000
-69.7 -56.5
.8099
57.28
.03600
.1897
.02707
.7519
.8671
.02347
968.5
80000
81000
-69.7 -56.5
.7718
54.59
.03431
.1852
.02580
.7519
.8671
.02237
968.5
81000
82021
-69.7 -56.5
.7349
51.98
.03267
.1807
.02456
.7519
.8671
.02130
968.5
82021
83000
-68.1 -55.6
.7012
49.59
.03104
.1762
.02343
.7550
.8689
.02036
970.5
83000
84000
-66.4 -54.7
.6685
47.28
.02947
.1717
.02234
.7582
.8607
.01923
972.5
84000
85000
-64.8 -53.8
.6374
45.08
.02798
.1673
.02130
.7613
.8725
.01858
974.5
85000
86000
-63.2 -52.9
.6079
43.00
.02658
.1630
.02032
.7645
.8744
.01777
976.6
86000
87000
-61.5 -51.9
.5799
41.02
.02525
.1589
.01938
.7677
.8762
.01698
978.6
87000
88000
-59.9 -51.1
.5533
39.13
.02399
.1549
.01849
.7708
.8780
.01623
980.6
88000
89000
-58.2 -50.1
.5280 �
37.45
.02280
.1510
.01765
.7740
.8798
.01553
982.6
89000
90000
-56.6 -49.2
.5040
35.65
.02167
.1472
.01684
.7772
.8816
.01485
984.6
90000
91000
-54.9 -48.3
.4811
34.03
.02061
.1436
.01608
.7804
.8834
.01421
986.6
91000
92000
-53.3 -47.4
.4594
32.49
.01960
.1400
.01535
.7835
.8852
.01359
988.6
92000
93000
-51.6 -46.4
.4387
31.03
.01864
.1365
.01466
.7867
.8870
.01300
990.6
93000
94000
-50.0 -45.6
.4191
29.64
.01773
.1332
.01401
.7899
.8888
.01245
992.6
94000
95000
-48.3 -44.6
.4004
28.32
.01687
.1299
.01338
.7931
.8906
.01192
994.6
95000
96000
-46.7 -43.7
.3826
27.06
.01606
.1267
.01279
.7962
.8923
.01141
996.6
96000
97000
-45.1 -42.8
.3656
25.86
.01529
.1236
.01222
.7994
.8941
.01093
998.6
97000
98000
-43.4 -41.9
.3495
24.72
.01455
.1206
.01168
.8026
.8959
.01046
1001
98000
99000
-41.8 -41.0
.3341
23.63
.01386
.1177
.01117
.8058
.8977
.01003
1003
99000
100000
-40.1 -40.1
.3195
22.60
.01320
.1149
.01068
.8089
.8994
.009606
1005
100000
110000
-23.7 -30.9
.2062
14.58
.008196
.09053
.006890
.8407
.9170
.006318
1024
110000
120000
-7.19 -21.8
.1352
9.561
.005179
.07197
.004518
.8724
.9340
.004220
1043
120000
130000
+9.27 -12.6
.09000
6.365
.003327
.05768
.003008
.9041
.9508
.002860
1062
130000
140000
25.7 -3.50
.06076
4.297
.002170
.04658
.002031
.9359
.9674
.001965
1081
140000
150000
42.2-4 5.67
.04156
2.940
.001436
.03789
.001389
.9676
.9837
.001366
1099
150000
200000
-6.78 -21.5
.00621
0.440
.000238
.01542
.000208
.8732
.9345
.000194
1044
200000
ATMOSPHERIC STANDARDS
English
Gravity 32.17405 ft/sec'
Absolute zero -459.688�F
Standard Values at Sea Level
Pressure
Pressure
Temp
Abs temp
Specific wt gp.
Density
29.92 in. Hg
2116 lb/ft'
59�F
518.688�R
0.076475 lb/ft3
0.0023769
lb see/ft'
Standard Values at Altitude
Isothermal alt H 36,089.2 ft
Isothermal temp -69.7�F
Metric
9.80665m/see
-273.16�C
760 mm Hg
10332 kg/m2
15�C
288.16�K
1.2250 kg/m'
0.12492
kg sec2/m4
11,000 m
-56.5�C
Figure A1-8
(Sheet 2 of 2)
Reversible Adiabatic
GENERAL PROPERTIES OF GASES
Pv = RT or P = pgRT or PV = mRT
Constant Volume P1/P2=T,/T2
Constant Pressure lidV, =
Constant Temperature P1/Ps = V2/V1
V2)-y
P2 - /
T, Vi\ P,\7-1
/
Polytropic P1Vit = P21/2"
1-n n-1
(Pi
\
T.\ V21 = / n
A1-13
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APPENDIX I
PART I
A-12
STANDARD UNITS CONVERSION CHART
TEMPERATURE
DISTANCE
240
- .
110
:r
220
1002-
200
90-e
3-
--- 180
' 80-s.
3-
160
60--4-.140
50-,.. 120
-o-
40-0-
100
30
80
20 2-/--
60
_e-
10
-o-- 40
0 -
20
-10--
-0
FEET
15,000 -
-4500
14,000 "
13,0 -4000
00 -
NAUTICAL4
MILES .
KILO-
METERS
3800-_5500
-`.-5000
-4500
12,000-
'-3500
11,000-
10,000- _3000 2000
9,000-s_ -s_
-2500
8,000- -0-3000
7,000- \
-2500
-.0-2000
6,000
\--2000
5,000-s-15w 1000-
4,000-s- -e-1500
-1000
-1000
_e- 500-s...
2,000-s-
-500
LOW-, _e
KNOTS['::. ,i FEET PER
.:1 SEC
700-
\ -900
--700
400-
.1
%-600
300-s300
-s-400
200-
-300
-^-200
100-
0-0
SPEED
METERS
PER SEC
3- 60
70,000 -
-320
60000-
"-280
50,000-
240
40,030- \ -200
-s_
-��
\ -160
30,000-s_
-s_
20,000
-s-80
1
10,000 ----
- 40
'
METERS
PER MIN
-700
_ .
20,000
_r-
600
-500
15,000-s_
_/-
\--400
-0-
10,000-s-
_
- 300
-/-
-s_
,-200
5,000-
-s-
-100
0-0
NOTE:
TO OBTAIN U S GALLONS MULTIPLY LITERS BY 0.264
TO OBTAIN IMPERIAL GALLONS MULTIPLY LITERS BY 0.220
TO OBTAIN INCHES OF MERCURY MULTIPLY MILLIBARS BY .0295
TO OBTAIN POUNDS MULTIPLY KILOGRAMS BY 2.20
A1-14
Figure A1-9
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A-12
APPENDIX I
PART II
PART II
FIELD LENGTH REQUIREMENTS
Fipre No.
Normal P:erfermance Takeoff.. A2-1
Maximum Performance Takeoff A2 -2
Acceleration Check A2-3
Refusal Speeds, _ .
With Drag Chute, Dry Runway A2-4
With Drag Chute, Wet Runway A2-5
Without Drag Chute, Dry Runway A2-6
Without Drag Chute, Wet Runway AZ-7
-Ma.xirnum Weight For Single Engine Flight
Gear Down - In GrOund Effect . AZ-.8
Gear Up - In Ground Effect ..... .. ....... AZ-9
Gear Up - Out of Ground Effect A2-10
Landing Speed Schedules 0...0.. ............ � A2-11
Landing Dsita.n.ce - Normal Performance
With Drag Chute, Dry Runway ...... .. _ ,A2-12
With Drag Chute, Wet Runway .......... ..... o. , A2-13
Without Drag Chute, Dry Runway _ ,0� .... � A2-14
Without Drag Chute, Wet Runway ..... .... .. o� A2-1
Landing Distance - Maximum Performance
- With Drag Chute, Dry Runway . ..... � . AL-16
With Drag Chute, Wet Runway . .. � ... . ..... A2-17
Without Drag Chute, Dry Runway .0.0� � ..... � A2-18
Without Drag Chute, Wet Runway A2-19
TAKEOFF
Takeoff performance data are supplied
for two types of takeoff operations. One
applies to normal operation when field
length is not critical with respect to
takeoff distance. This type of takeoff is
based on a rotation speed of 190 KIAS
for airplane gross weights of 110,000
pounds or more and 180 KIAS for all
lower gross weights. This permits a
variable liftoff speed and allows. a slight
margin for takeoff with tailwind before
being restricted by tire limit speed
(239 knots groundspeed).
The other type of takeoff applies to
maximum performance operation where
takeoff and rotation speeds are varied
with gross weight so that takeoff speed
corresponds to a lift coefficient of 0.60.
Airspeeds at takeoff and the resultant
ground run distance with this. schedule
A2-1
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A-12
APPENDIX I
PART It
are always less than for the normal per-
formance schedule. Pitch angle at take-
off is approximately 11 at 22% c. g.
This schedule results in minimal tail
'clearance at liftoff. Therefore, this
schedule is recommended only when the.
normal schedule or an intermediate �
schedule is inadequate for takeoff or re-
fusal requirements and/or tailwind con-
ditions.
Normal Takeoff Performance and
Rotation Speed Schedule
The normal performance takeoff speed
is based on a constant nosewheel liftoff
speed of 190 knots for gross weights of
110,000 pounds or more and 180 knots
for gross weights less than 110,000
pounds., Time from nosewheel off to
main gear off q assumed to be 4.5 sec-
onds, based on average rotation time
from test data. (Start of stick input to
initiate rotatioi should anticipate nose-
wheel off by about 15 knots or 2.5 sec-
onds.) -The normal performance takeoff
speed schedule based on constant rotation
speed is incorporated in the takeoff
ground run distance chart. When the
takeoff is to be made with a tailwind
component, the nosewheel liftoff speed
may be decreased slightly, if neces-
sary, to avoid exceeding tire lirnit
speed. Takeoff speed is also reduced
by one knot per knot decrease in rotation
speed. Reducing the rotation and takeoff
speeds results in a one percent decrease
in ground run distance per knot decrease
in airspeed.
The normal performance takeoff speed
provides a margin-of control during
climbout in the event of engine failure
just after liftoff if immediate corrective
action is taken. Takeoff speeds are
higher than the minimum single engine
control speeds for steady flight (speeds
-o
at which 5o to 10 of bank with up to 5
sideslip can be used to maintain flight
path, utilizing up to full rudder deflec-
tion with maximum thrust on the' op-
erating engine. See figure 3-2). After'
takeoff, a sideslip and bank toward the
operating engine are recommended with
up to 9 rudder trim to minimize drag.
The trim required decreases with in-
creasing airspeed.
The takeoff speed schedule for normal
performance is incorporated in the take-
off ground run distance chart, figure
A2:-l.
Maximum Performance Rotation and
Takeoff Speed Schedule
The maximum performance rotation and
takeoff speed schedules are shown in
figure A2-2 .as part of the takeoff dis- �
tance -chart. Maximum performance
takeoff speeds are based on the takeoff
attitude which provides a lift coefficient
of 0.60 in ground effect at 22% c. g.
Therefore, takeoff speed is a direct
function of airpla:ne gross weight and
takeoff speeds are listed on the gross
weight lines of the takeoff distance
chart. Rotation or nosewheel liftoff
speed is that speed where the airplane
rotation is initiated and is scheduled to
occur 4.5 seconds prior to liftoff. Ro-
tation speeds are plotted on the chart as
a function of ground run distance and as
affected by wind and slope.
A2 -2
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A-12
APPENDIX I
PART ll
TAKEOFF GROUND RUN DISTANCE
Figures A2-1 and A2-2 present normal
and maximum performance takeoff
ground run distances as a function of
ambient temperature, pressure altitude
and gross weight. Correction 'grids for
wind and slope effects are included.
Limit tailwind areas are incorporated
for reference and may be used as an in-
dication of takeoff over speed margin
(the difference between takeoff speed and
-tire limit speed). The takeoff distances
are based on test data and have no ser-
vice allowance included.
Normal Performance Takeoff Ground
Run Distance
Figure A2-1 shows normal performance
takeoff distances obtained by use of the
normal. performance rotation speed and
the takeoff speed schedules incorporated
in this chart.
Example:
For an ambient temperature of 86�F,
pressure altitude of 4500 feet and air-
plane gross weight of 120,000 pounds,
determine the ground run distance and
takeoff speed-.
Enter figure A2-1 at the ambient temper-
ature and pressure altitude, proceed
horizontally to the gross weight and read
down to determine a zero wind zero
slope distance of 8300 feet. Continue
down to the 190 knot rotation speed line
(applicable to weights over 110,000 lb..)
and read to the right horizontally to de-
termine the zero wind and zero slope
takeoff speed of 213 knots. For a head-
wind of 10 knots and a downslope of 1%,
continue to read down to a distance of
7300 feet. The wind does not affect the
takeoff speed but the 1% downhill slope
decreases the takeoff speed to 212 knots.
Maximum Performance Takeoff Ground
Run Distance
Figure A2-2 shows maximum perfor-
mance takeoff distances consistent with
the CL = 0.6 maximum performance
takeoff speeds and the rotation speed
schedules which are also shown in this
Chart.
Examplez
Using the same conditions as in the pre-
vious example, determine the maximum
performance ground run distance, ro-
tation speed and takeoff speed. Enter
figure A2-2 at the temperature and
pressure altitude condition, proceed
horizontally to the gross weight and
read down to the zero wind zero slope
distance of 6700 feet. The takeoff speed
1.i3ted on the distance line for 120,000
pounds is 192 knots. Continuing to read
down, intersect the rotation speed curve,
read to the right for the zero wind and
zero slope rotation speed of 168 knots.
Continuing vertically, determine the
distance with wind and slope as 6050
feet. For the wind and slope case,
the wind does not affect the rotation
speed but the slope decreases the ro-
tation speed to 167 knots.,
A2-3
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' A-12
APPENDIX I
PART II
Intermediate Takeoff Speed Schedule
When the normal performance schedule
is inadequate because of runway length
and takeoff weight and temperature, or
other conditions, an intermediate take-
off speed should be considered before
reverting fully to the maximum perfor-
mance schedule. When rated tire speed
is the'limiting factor because of a tail-
wind-condition, base the takeoff speed
on the rated tire speed. Rated tire
speed can be determined from figure
5-7. If a nominal "pad" of 5 knots is,
desired, the intermediate takeoff speed
will be the rated tire speed minus the
5 knots. The Corresponding takeoff dis-
tance can be obtained by using the fol-
lowing method: At the same temper-
ature, pressure altitude, gross 'weight,
wind and slope conditions, find the nor-
mal performance takeoff ground run dis-
tance. Subtract the intermediate takeoff
speed from the normal takeoff speed.
This 'number is equal to the percent re-
duction of the normal performance dis-
tance. Do no schedule takeoffs at
speeds lower than the schedule for maxi-
mum performance.
Acceleration Check Speed
Figure A2-3 provides a means for mak-
ing a speed check at any required dis-
tance during the takeoff run. ,Use the
takeoff speed and distance values found
from figures A2-1 or A2-2 to locate the
position of a guide line on the accel-
�
eration check speed below the intersec-
tion of this guide line and the check clis-
tance value selected. The break in the
acceleration lines at 50 knots approxi-
mates the change in acceleration as
maximum thrust is obtained.
Example
For example, in the 120,000 pound nor-
mal performance takeoff example where
the zero wind distance was 8300 feet at
213 KIAS, the guide line illustrated .
shows that an acceleration check speed
of 127 KIAS would be reached at a 3000-
foot check distance. In the case where
the takeoff run was 7300 feet with a 10
knot headwind and downslope, a guide
line drawn from a point at 7300 feet and
212 KIAS intersects the 3000-foot check
distance at 133 KIAS. The 3000-foot
check distance point is recommended,
for operation at weights over 100,000 lb,
since airspeeds reached at this distance
allow reasonable accuracy in making the
speed check. The 2000-foot check dis-
tance, however, is recommended at
light weight or low temperature condi-
tions.
Takeoff Fuel Allowance
Ramp fuel load can be adjusted to allow
for fuel consumption up to the lift off
point. Idle fuel flow is approximately
55 lb/minute/engine. Fuel consumption
during a takeoff run is approximately
10,00 pounds. A normal allowance for
.ground operation and takeoff would be
2000 pounds for a 10 minute ground op-
:crating period from first en- gine start,
assuming 2 Minutes is required to start
the second engine.
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A2-4
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A-12
APPENDIX I
PART II
REFUSED TAKEOFFS
Planning data for determination of accel-
eration check and refusal speeds may be
obtained from the refusal speed charts,
figures A2-4 through A2-7. Refusal
speed without chute may be used as the
acceleration check speed instead of the
normal line speed check, if desired,
provided the corresponding check dis-
tance is also computed. Either the
scheduled rotation speed or the maxi:-
mum refusal speed with chute, which-
ever is lower, is the maximum speed at
which a decision to abort a takeoff is
recommended.
The charts show actual maximum per-
formance refused takeoff capability with-
out conservatism or service allowances.
However, various factors may contri-
bute to performance less than optimum,
such as blown tires, delay in drag chute
deployment, etc. .Brake energy capacity
is assumed to be 90% of full rated one-
stop capability, thus allowing some nor-
mal service use prior to the refused
takeoff. This factor is presented as-
maximum refusal speed. For abort
conditions where brake burn-out might .
occur before a stop can be made the
aircraft is assumed to free roll at re-
latively low speed and not stop.
Refusal Speed With Drag Chute
The refusal speed with drag chute charts
are shown in figures A.2-4 and A2-5 for
dry and wet runways, respectively.
The abort speeds are given as function
of temperature, pressure altitude and
gross weight for available runway length.
Assumptions. made .in the refusal speed
calculations are as follows:
1.
2.
Normal rate of acceleration is.
maintained to the refusal speed at
which time complete and instan-
taneous loss of one engine occurs.
Maximum afterburning thrust iS
maintained On the operating engine
and zero thrust is -obtained from the
failed engine for 3 seconds before
the throttle- .on the Operating engine
is retarded to idle.
Note
No rotation is attempted when
a takeoff emergency occurs be-
fore reaching rotation speed,
even though airspeed may exceed
rotation speed during this re-
cognition and action period.
3. If the takeoff is aborted after rota�
tion has been initiated, aerodynamic
braking is utilized until the aircraft
has decelerated to chute deployment
speed of 190 knots. (Refer to
ABORT procedure, Section III.)
4. The nose is lowered before brake
application if aerodynamic braking
has been required. (See 3 above. )
5. Braking torque is obtained one sec-
ond after retarding the throttles
unless rotation has been initiated.
The allowance for chute full deploy-
ment is 4.75 seconds after drag
chute switch actuation.
6. Optimum wheel braking is continued
until the aircraft is stopped.
AZ-5
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A-12
APPENDIX I
PART II
7. Drag chute is jettisoneda.t 60 knots
on a dry runwaY and is retained to
full stop on a wet runway. (The
chute should always be retained
until stopping is assured: )
8. Zero wind and zero sope.
9. Hard surface runway. (The effects
of water, slush, or snow on accel-
eration have not been considered.)
10. The takeoff is continued if rotation
has been initiated prior to an engine
failure when a positive climbout
capability exists.
Example:
Using the same conditions as in the take-
off example, i. e. , 86 F temperature,
4500 feet pressure altitude, 120,000
pounds gross weight, find the refusal
speed with drag chute for a 12,000 foot
dry runway.
Enter figure A2-4 at the temperature
and pressure altitude conditions, pro-
ceed horizontally to the gross weight,
then downward to the available runway
length (accelerate and stop distance
available) and read a refusal speed of
170 knots, (This refusal speed is usable
only if 90% of the brake energy isn't ex-
ceeded.) Proceed downward to 120,000
lb dashed line and read a maximum re-
fusal speed of 135 knots and interpolate
the distance to accelerate and stop as
8500 ft.
Using the same procedure for the wet:
runway case, enter figure A2-5 and
read a refusal speed of 151 knots.
Refusal Speed Without Drag Chute
Refusal speeds without drag chute are
presented in figures A2-6 and A2-7 for
dry and wet runways, respectively. The..
refusal speeds are given as a function of
temperature, pressure altitude and
gross weight for the available runway
length. Assumptions made in the no
chute refusal speed calculations are the
same as those made for calculating re-
fusal speeds with chute with the follow-
ing exceptions:
Drag chute deployment is attempted
as the nose is lowered at 190 KLAS
(if rotation has been accomplished)
or at start of braking if aborting .
from a lower speed. Drag chute
failure recognition is normal chute
deploy time of 4.75 seconds phis
3.0- seconds recognition time.
2. With a wet ::unvia.y., one engine.'
is se-..ut down after recognition. of
chute failv...te, up-elevon drag is
used (but the nose do,vn attitude
maintained), anti-skid is turned'
�off.and the stop is with all. tires
blown..
Example:
Using the same conditions as in the pre-
vious examples, find the refusal speed
for dry and wet runways.
For a dry runway, enter figure A.2-6
at the temperature and altitude condi-
tions, proceed horizontally to the gross.
weight, then proceed downward to the
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A2-6
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A-12
APPENDIX
PART 11
Maximum refusal speed line for 120,000
lbs and read a maximum refusal speed
of 112 knots. Using the same proce-
dures for the wet runway conditions,
enter figure A2-7 and read a refusal
speed of 107 knots.
SINGLE ENGINE CLIMB CAPABILITY
Three curves of s.ingle engine climb
capability are supplied to show the effect
of speed and temperature as an aid in
judging performance at takeoff weight
with maximum thrust. Figures A2-8,
A2-9 and A2-10; show the effect of air-
speed on maximum weight for gear
down in ground effect, gear up in ground
effect, and gear up out of ground effect,
respectively. The illustrated perfor-
mance represents Wind.tunnel tests re-
sults., A degradation factor of 10,000 lb
should be applied before use and a sup-
plemental scale incbrporating this factor
is.proVided. The values shown are for,
cg = 22% MAC. For deviation from 22%
cg, decrease gross weight.by 1500 lb for
each one-percent forward shift from 22%
cg, or increase gross weight by 1500 lb
for each one-percent aft shift from 22%
cg. If operating at less than the maxi-
mum weight for clirnbout, the excess
thrust indicated by the maximum weights
shown can be used for acceleration and
delayed climb, instead of immediate
climb at low airspeeds., This proce- �
dureis usually permitted by the takeoff
situation at the operating base. . The -
best climb speed with gear down close �
to the ground is approximately 250
KIAS. The gear would ordinarily be
retracting during an acceleration to
this speed, so the value represents a .
target speed for transition to a shallow
climb attitude. The best single engine
climb speed With gear up away from
ground effect is above 400 KIAS; how-
ever, 300 KIAS provides an adequate
angle for single engine climb to pattern
altitudes. In normal operation, 300
KIAS represents a target speed for gra-
dual pullup to normal climb speed.
:Example:
� Using the same conditions as on the
takeoff case for gear down in ground
effect find the single engine capability
speed. Enter figure A2-8 at 86oF and
4500 ft altitude and using the temporary
decrement weight scale gives the speed
as over 250 KEAS. Use of the gear up
out of ground effect curve, figure A2-10,
gives the speed as 232 KEA'S.
LANDING FIELD LENGTH
REQUIREMENTS
Landing speed schedules and landing
rollout distance information are Provided
for dry and wet runways, with and with-
out drag chute, and for normal and maxi-
mum performance techniques.
NORMAL AND MAXIMUM
PERFORMANCE LANDING SPEED
SCHEDULES
Figure A2-11 shows the normal and
maximum (heavy weight) performance
landing ,speed schedules as a function of
gross weight 'down to 60,000 pounds. At
gross weights less than. 60,000 pounds
the landing speed is a constant 145 KIAS
for normal performance and, 135 KIAS
lc:J.1- maximum performance operation.
The maximum performance landing
speeds are 10 knots less than normal
landing speeds for all weight conditions,. �
A277
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Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART. �II
In addition to the landing speed schedule,
the tailwind at which tire limit speed
will be exceeded may be obtained froth
this chart.
Example:
1. For a normal landing at 70,000
pounds gross weight, determine
final approach and landing speeds
and limit tailwind for a pressure
altitude of 4500 feet and ambient
temperature of 86oF.
Enter the chart at 70,000 pounds,
proceed up to intercept the normal
approach speed line at 175 KIAS
and the normal landing. speed sched-
ule at 155 KIAS. Enter the temper-
ature altitude chart at 8 6 F and
4500 feet, read up to intersect the
155 knot tan.ding speed line. This
determines the limit tailwind com-
ponent to avoid exceeding tire Unlit
speed as over 30 knots.
2. Determine final approach and land-
ing speeds and limit tailwind for
touchdown at 120,000 pounds,0 4500
� feet pressure altitude and 86 F am-
bient temperature. Enter the chart
at 120,000 pounds gross weight,
proceed up to intercept the final ap� -
proach speed schedule at 235 KIAS
and the heavy weight landing sched-
ule line at 195 KIAS. Enter the temperature-altitude chart at 86�F,
proceed horizontally to the 4500
foot line, read up to the intersection
with the 195 knot landing speed line,
and read 22 knots as the limit tail-
wind component.
LANDING GROUND ROLL DISTANCE
Normal Performance Landing Ground
Roll Distance With Drag Chute
The normal performance landing ground
roll distance with drag chute for dry
and wet runways is shown in figures
A2-12 and A2-13, respectively. Per-''
forman.ce is given as a function of am-
bient temperature, pressure altitude .
and gross weight. Wind and slope effects
are included. Standard landing technique
assurnes chute deploy switch actuation
approximately 1 second after touchdown,
chute fully deployed approximately 6
seconds after touchdown, and the nose
down at 120 KIAS. . Full braking pressure
requires about 1 second after initial
pedal depression. The chute is assumed
to be jettisoned at 60 knots for the dry
runway case and is retained to full stop
for wet runwaY conditions.
Example:
For conditions of 86�F air temperature,
4500 feet pressure altitude and 70,000
pounds gross weight, find the normal.
performance landing ground roll dis-
tance with drag chute.�
1. Enter figure A2-12 for the dry
runway at the temperature and. alti-
tude condition, .proceed horizontally
to the gross weight and read down-
ward to determine zero wind, zero
slope ground toll distance of 4100
feet. For a headwind of 10 knots
and a downhill slope of 1% the
ground roll distance would be 3700
feet, as Shown in the chart.
A2-8
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Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART II
2. Applying the same procedure in the
wet runway chart, figure A2-13,
shows a zero wind, zero slope dis-
tance of 5950 feet. For the wind
and slope case the distance would be
5300 feet.
Normal Performance Landing Ground
Roll Distance Without Drag Chute
Normal performance landing ground roll
distance for landing without chute is
shown in figures A2-14 and A2-15 for
dry and wet runways. Normal perfor-
mance without chute assumes the same
sequence of events as for landing with
chute. The nose of the airplane is
lowered at or before reaching 120 KIAS
and brakes applied. In. the no chute wet
runway case it is assumed that one
engine is shut down and anti-skid is
turned off at start of braking.
Example:
Using the same conditions as in the
landing with chute example, find the
normal performance landing distance.
without drag chute.
For the dry runway case, enter
figure A2-14 at the ambient tem-
perature and pressure altitude con-
ditions, proceed horizontally to the
gross weight, then. read downward
to determine a zero wind, -.zere
slope ground roll distance of 8500
feet. With wind and slope, the dis-
tance is 7900 feet as shown in the
chart.
2. For a wet runway condition, the
zero wind and slope distance is
13,800 feet, as shown in figure
A2-15. The wind and slope dis-
tance is 1.3,100 feet.
Maximum Performance Landing Ground
Roll Distance With Drag Chute
When using the minimum roll landing
technique, distances with drag chute
may be obtained in figures A2-16 and
A2-17 for dry and wet runways, respec-
tively. Performance is given as a func-
tion of temperature, pressure altitude,
and gross weight. Wind and slope effects
are included. Minimum roll technique
assumes touchdown at 10 knots slower
speed than normal. If touchdown is at
speeds less than 190 knots, chute de-
ployment is assumed to be initiated and
the nose lowered as soon as the main
gear touches. If at speeds over 190
knots, chute deployment and lowering
the nose is delayed until 190 knots is
reached. Brakes are applied as soon as
the nose gear is on the ground. ,The
chute is assumed jettisoned at 60 knots
for the dry runway and is retained to
full stop for the wet runway.
Example:
Using the same conditions as in the nor-
mal landing examples for 70,000 lb find
the maximum performance landing dis-
tance with chute.
1.
For the dry runway case, enter ,
figure A2-16 at the ambient temper-
ature and pressure altitude, proceed
horizontally to the gross weight.
Read downward to determine a zero
wind, zero slope�ground roll dis-
tance of 3600 feet. With wind and
slope the distance .is 3300 feet.
2. In the case of a wet runway, the
zero wind, zero slope distance is
5500 feet as shown in figure A2-17.
The wind and slope effect gives a
distance of 4900 feet.
A2-9
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Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART LI
�Maximum Performance Landing Ground
Roll Distance Without Drag Chute
Maximum performance landing distances
without drag chute are presented in
figures A2-18 and A2-19 for dry and wet
runways, respectively. The same se-
quence of events is assumed as for land-
ings with the drag chute. A three sec-
On.d recognition timc, of chute failure is
incorporated before shutdown of the
right engine and turning anti-skid off for
the wet runway landing.
Example:
Using the same conditions as used pre-
viously, find the maximum performance
landing distance without chute.
1. For the dry runway case enter figure
A2-18 at the ambient temperature
and pressure altitude,. proceed hor-
izontally to the gross weight. Read
downward to determine a zero wind,
zero slope distance of 6450 feet.
Continuing through the wind and
slope corrections gives a distance
of 5800 feet.
2. In the wet runway case, the zero
wind and zero slope distance is
13,200 feet as shown in figure A2-19.
With wind and slope, the distance is
12,600 feet, as shown in the chart.
Approved for Release: 2017/07/25 C06535944
� AZ- 10
A-12
TAKEOFF AND LANDING DATA CARD EXAMPLE
T .0. wt 120,000 Lb Press alt - 4500 Ft � Runway available 12K Ft Press alt 4500 Ft
171769E9900 SILO/L10Z :aseaia Joj panaiddV
Runway temp 86
Grade 1 '`)/0 (Up
�F
Acceleration check speed
@ 3000 ft (
Predicted ground run
Rotation
Takeoff
Wind
-T) 10 Kn
Runway Dry - Wet
marker) 133 KIAS
7300 Feet
190 KIAS
22 KIAS
over
Min single engine (gear down 0 wind) 250 KIAS
Runway length available
12,000 Feet
Max refusal with chute (0 wind) 135 KIAS
Runway temp 86 �F Wind (H--T) 0 Kn
Grade 0 % (Up-Dn) Runway Dry - Wet
Fuel KIAS Landing Roll*
remaining Approach Land Chute No"chute ,
15,000 175 155 4100 1 '8500 Ft
Landing Immediately After Takeoff:
115,000 Lb 220 190 6200 11.1,400 Ft
MAXIMUM BRAKING SPEEDS:
Fuel remaining
15,000 Lb
Landing Immediately After Takeoff:
�
Max braking with chute No Limit KIAS No
115,000 Lb Limit
Max refusal no chute (0 wind)
112 KIAS
Max braking no chute 123 KIAS
Chute No chute
No I
Limit 1 158 KIAS
115 KIAS
* � 1% per knot head or tail wind component.
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART II
PRINTED IN U.S.A. ON CLEARPRINT TECHNICAL PAPER NO. 1000H
CLEARPRINT PAPER CO.
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Figure A2 - I
Approved for Release: 2017/07/25 C06535944
A2 - 12
'Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART II
MILLIMETERS. 200 BY 250 DIVISIONS.
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Approved for Release: 2017/07/25 006535944
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART III
MILITARY THRUST CLIMB PERFORMANCE
PRESSURE ALTITUDE-1000 FT
INITIAL GROSS WEIGHT-1000 LB
40
30
20
10
130
120
110
100
90
80
STANDARD DAY-10�C
TWO ENGINE
300 KEAS TO 0.90 MACH
ZERO WIND
NOTES:
1. Data Basis: Estimated
2. No Turn or Service Allowances Included
3. Add Takeoff Allowance of 1800 1.b.,
2.6 NMI, and 0.9 Minutes for
Max Thrust Acceleration to 300 KEAS
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Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
A3-25
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART III
MILITARY THRUST CLIMB PERFORMANCE
PRESSURE ALTITUDE-1000 FT
INITIAL GROSS WEIGHT-1000 LB
40
30
20
10
130
120
110
100
90
80
A - 12
STANDARD DAY
TWO ENGINE
300 KEAS TO 0.90 MACH
ZERO WIND
NOTES:
1. Data Basis: Estimated
2. No Turn or Service Allowances Included
3. Add Takeoff Allowance of 1800 Lb.,
2.6 NMI, and 0.9 Minutes for
Max Thrust Acceleration to 300 KEAS
Y.1-1 ENGINES
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Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART III
MILITARY THRUST CLIMB PERFORMANCE
STANDARD DAY+10 �C
TWO ENGINE
300 KEAS TO 0.90 MACH
ZERO WIND
NOTES:
1. Data Basis: Estimated
2. No Turn or Service Allowances Included
3. Add Takeoff Allowance of 1800 Lb.,
2.6 NMI, and 0.9 Minutes for
Max Thrust Acceleration to 300 KEAS
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Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
A3-27
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART III
MILITARY THRUST CLIMB PERFORMANCE
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2.6 NMI, and 0.9 Minutes for
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A3-28
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART III
NORMAL DESCENT PERFORMANCE
90
80
70
60
50
40
30
20
10
DISTANCE
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3.) Spikes & Forward Bypass Auto.
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Changed 15 March 1968
Approved for Release: 2017/07/25 006535944
A3-29/A3-30
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART III
DESCENT PERFORMANCE
TWO ENGINES
350 KEAS
DATA BASIS:
1. Operational tests with YJ Engines.
2. No turn or service allowances included.
3. Spikes and Forward Bypass Auto.
4. Aft Bypass closed,
Position A at 3.0 Mach,
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Figure A3-18
FUEL USED -1000 LB.
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
A3-31
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART III
DESCENT PERFORMANCE
A-12
PRESSURE ALTITUDE -1000 FT
TWO ENGINES
350 KEAS
ALTERNATE PROCEDURES
DATA BASIS:
1. Operational tests with YJ Engines.
2. No turn or service allowances included.
3. Spikes Auto, Forward Bypass Manual Open,
and Aft Bypass Closed.
4. Military Thrust to 2.5 Mach, then 6800 RPM set.
44:134:1::
NAUTICAL MILES FROM 29,000 FT.
FUEL USED - 1000 LB.
Figure A3-19
A3-32
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
A - 1 2
APPENDIX I
PART III
4-
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A - 1 2
APPENDIX 1
PART III
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Figure A5-6
(Sheet 3 of 3)
12
11
10
0
DESCENT TIME - MIN
APPENDIX I
PART V
MACH 3.20
1956 ARDC ATMOSPHERE
1.) Normal P�rformanc� Climb Schedule
to Mach 3.20
2.) Cruis� Performans� comput�d from
Flight Test and Op�rational results.
3.) 300 KEAS
Inlet Configuration per Flight Manual.
4.) Cruis� Spe�d (3.20 MN - Z�ro Wind)
29.9 NMI/MIN 0 -66.5�C
30.6 NMI/MIN -56.5�C
31.3 NMI/MIN @ -46.5�C
S.) No turns or service allowancoss includ�d.
6.) Configuration:
ZEW = 55.150 Lb.
C.G. = 25%
Aft Bypass clos�d during Cruisc
YJ-I Engin�s.
A5-13/A5-14
Approved for Release: 2017/07/25 006535944
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
HIGH ALTITUDE CRUISE PROFILE
EssURE'AL
FUEL REN
80
40
20
70
60
50
40
END AR WITH 67,300 LB FUEL REMAINING
1 11
`"-�
I
20
10
200 400 400 600 800 1000 1200 1400 1600 1800 2000
DISTANCE - NAUTICAL MILES
�L�
2200
2400 2600
*; 2800
3000
3200
MACH 3.20
STANDARD DAY CLIMB
CRUISE REF. TEMP. -56.5�C
3400
Changed 15 June 1968
Approved for Release: 2017/07/25 006535944
Figure A5-7
(Sheet 1 of 3)
A5-15
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART V
A-12
PROFILE CHART: CLIMB - CRUISE INTERCEPT POINTS
1956 ARDC ATMOSPHERE
HIGH ALTITUDE CRUISE - MACH 3.20
INITIAL
GR. WT.
LB.
INITIAL
ALTITUDE
FT.
CLIMB
TEMP.
�C
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TEMP.
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CLIMB - CRUISE
INTERCEPT
ALTITUDE
FT.
DISTANCE
N. MI.
TIME
MIN.
FUEL REM,
LB.
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30,000
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STD
STD +10
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
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78,400
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81,150
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76,450
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79,800
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301
275
246
369
343
314
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457
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14.2
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17.9
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22.6
21.6
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48,050
48,690
44,645
45,245
45,900
40,090
40,675
41,330
119,150
S.L.
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STD
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-56.5
-46.5
-66.5
-56.5
-46.5
-66.5
-56.5
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79,600
77,150
82,200
80,100
77,600
83,050
80,800
78,400
310
285
256
369
345
316
465
439
411
18.4
17.5
16.5
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20.1
19.1
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41,760
42,410
38,690
39,250
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35,090
35,690
36,330
105,150
S.L.
STD -10
STD
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-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
84,200
82,000
79,400
84,700
82,450
79,850
85,000
84,150
80,450
300
275
245
348
323
292
417
409
365
16.8
15.9
14.9
18.9
18.0
16.9
21.8
21.5
20.0
29,975
30,555
31,250
27,875
28,475
29,080
25,335
25,560
26,550
Figure A5-7
(Sheet 2 of 3)
A5-16
Changed 15 June 1968
_ Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
HIGH ALTITUDE CRUISE PERFORMANCE
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Figure A5-7
(Sheet 3 of 3)
10
4
APPENDIX I
PART V
MACH 3.20
1956 ARDC ATMOSPHERE
DESCENT TIM
1.) Normal Performanc� Climb Schedule
to Mach 3.20
2.) Cruise Performance computed from
Flight Test and Op�rational results.
3.) 300 KEAS Descent
Inlet Configuration per Flight Manual.
4.) Cruise Speed (3.20 MN- Zero Wind)
29.9 NMI/MIN @
30.6 NMI/MIN CD
31.3 NMI/MIN @.-46.5.
5.) No turns or servivs allowanc�s included.
6.) Configuration:
ZFW = 55.150 1.12.
C.G. = 25%
Aft Bypass clos�d during Cruise.
Y1-I Engines.
A5-17/A5-18
Approved for Release: 2017/07/25 006535944
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
MAXIMUM A/B CEILING CRUISE PROFILE
1-:Twww,yummoiTeTelell21
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Figure A5-8
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Changed 15 March 1968
Approved for Release: 2017/07/25 006535944
(Sheet 1 of 2)
A5-19/A5-20
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
MAXIMUM A/B CEILING CRUISE PROFILE
PRESSURE ALTITUDE - 1000 FT
-40
-60
_so
90
LEGEND
CLIMB AND DESCENT FUEL REMAINING
� CLIMB AND DESCENT TIME
START CRUISE
START DESCENT
MACH 3.20
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Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Figure A5-8
(Sheet 2 of 2)
A5-2I/A5-22
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
LONG RANGE CRUISE PROFILE
PRESSURE ALTITUDE - 1000 FT.
FUEL REMAINING - 1000 LB.
80
60
40
20
70
60
50
40
30
20
10
0
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3000
3200
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3400
Changed 15 June 1968
Approved for Release: 2017/07/25 006535944
Figure A5-9
(Sheet 1 of 3)
A5-23
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART V
A-12
PROFILE CHART: CLIMB - CRUISE INTERCEPT POINTS
MEAN TROPIC ATMOSPHERE
LONG RANGE CRUISE - MACH 3.20
INITIAL
GR. WT.
LB.
INITIAL
ALTITUDE
FT.
CLIMB
TEMP.
�C
CRUISE
TEMP.
�C
CLIMB - CRUISE INTERCEPT
ALTITUDE
FT.:
DISTANCE
N. MI .
TIME
MIN.
FUEL REM.
LB.
122,450
30,000
M.T. -10
-63.0
76,050
230
13.6
49,025
-53.0
75,296
221
13.3
49,225
-43.0
75,296
221
13.3
49,225
M.T.
-63.0
76,600
290
16.2
46,395
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75,296
274
15.7
46,740
-43.0
75,296
274
15.7
46,740
M.T. +10
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77,400
382
20.2
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359
19.5
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357
19.4
42,850
119,150
S.L.
M.T. -10
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229
15.6
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206
14.9
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206
14.9
44,150
M.T.
-63.0
77,550
274
17.8
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75,600
250
17.0
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247
16.9
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340
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Figure A5-9
(Sheet 2 of 3)
A5-24
Changed 15 June 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
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A- 12
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PART V
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APPENDIX I
PART V
A-12
PROFILE CHART: CLIMB - CRUISE INTERCEPT POINTS
MEAN TROPIC ATMOSPHERE
HIGH ALTITUDE CRUISE - MACH 3.20
INITIAL
GR. WT.
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(Sheet 2 of 3)
A5-28
Changed 15 June 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
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APPENDIX I
PART V
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CRUISE TIME - MIN
237
235
230
225
221
222 -
210 3
200 7
180
160 bg
140
120 LI
100
80
60
40
20
Lz,
DESCENT DISTANCE -NMI
z 13.8
13.6
13.4
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4.)
0
13.2
13 E
12
11
10
'DESCENT TIME AT 300 KEAS
DESCENT TIME -
-40
0.
0:
-50.
,
-60
�Ig
1.)
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- 70
at
to Mach 3.20
L.)
2.)
Cruise P�rformance computed from
Flight Tut and Operational rissults.
-40
3.)
300 KEAS D
:I-)
Inl�t Configuration per Flight Manual.
4.)
Cruise Spe�cl (3.20 MN. Z�ro Wind)
50
30.1 NMI/MIN @ -63.0�C
30.8 NMI/MIN @ -53.0�C
31.6 NMI/MIN @ -43.0�C
60
5.)
No turns or sorvic� allowances includ�d.
6.)
_Configuration:
ZFW = 55.150 Lb.
-70
C.G. = 25%
MI Bypass clos�d during Cruisc
Figure A5-10
(Sheet 3 of 3)
Y..1-1
A5-29/A5-30
Approved for Release: 2017/07/25 006535944
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
MAXIMUM A/B CEILING CRUISE PROFILE
PRESSURE ALTITUDE - 1000 FT
FUEL REMAINING -1000 LB
ri4" �,:
END AR WITH 67,300 LB FUEL REMAINING
200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2609 2800 3000
DISTANCE - NAUTICAL MILES
MACH 3.20
MEAN TROPIC DAY CLIMB
CRUISE REF. TEMP. -53.0�C
Changed 15 March 1968
Approved for Release: 2017/07/25 006535944
Figure A5711
(Sheet 1 of 2)
A5-31/A5-32
A - 12
APPENDIX I
PART V
Approved for Release: 2017/07/25 006535944
MAXIMUM A/B CEILING CRUISE PROFILE
PRESSURE ALTITUDE - 1000 FT
-40
-60
-80
90
80
70
60
50
40
30
20
10
0
'RESTRICTION
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MIIMIMIMI ki 1E1111111111111116MM11,111
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MEAN TROPIC DAY CLIMB
CRUISE REF. TEMP. -53.0�C
CRUISE TIME FROm 10,000 LB - M NUTESImari
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CLIMB AND DESCENT FUEL REMAINING
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ii START CRUISE
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MAXIMUM ALTITUDE!
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Normal Performanc� Climb Schedule
to Mach 3.20 (Mean Tropic Day)
Cruise Performance computed from
Flight Test and Operational results
300 KEAS Descent (Standard Day).
Inlet Configuration per Flight Manual.
Cruise Speed (3.20 MN - Zero Wind)
29.9 NMI/MIN @ -66.5�C
30.6 NMI/MIN @ -56.5�C
30.8 NMI/MIN @ -53.0�C
31.6 NMI/MIN @ -43.0�C
a) 10% service allowance included for
Max A/B cruise climb only.
b) No turn allowances included.
Configuration:
ZFW = 55.150 Lb.
C.G. = 25%
Aft Bypass closed during Cruise.
YJ-1 Engines.
1111.111111111111
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1111! 11111
55,000 LB
IV 1111.1 , 1111111
I
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!
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'�8000 LB
15500 LB,
tr �
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r'-'11-!-� MEAN TROPIC DAY
119,150 LB. GR. WT.
r :
I t
2600 2400 2200 2000 1800 1600 1400 1200 1000 800 600
DISTANCE - NAUTICAL MILES
400
200
0
200
Figure A5-11
400
600
800
Changed 15 March 1968
Approved for Release: 2017/07/25 006535944
(Sheet 2 Of 2)
A5-33/A5-34
Approved for Release: 2017/07/25 C06535944
A- 12
APPENDIX I
PART V
SPECIFIC RANGE AT MACH 3.10
-64.7� C AMBIENT TEMPERATURE
330� C C.I.T.
1743 KTAS
Configuration:
C.G. = 25%
Aft Bypass closed
DATA BASIS:
Computed from Flight Test
and Operational results.
No service allowance included.
�'44I240
' -
*
'
ZERO BANK
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CRUISE SPECIFIC RANGE - NMI/1000 LB.
FUEL FLOW- 1000 LB/HR/ENG
Figure A5-12
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
A5-35
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART V
A-12
SPECIFIC RANGE AT MACH 3.10
-56.5� C AMBIENT TEMPERATURE
354� C C.I.T.
1777 KTAS
Configuration:
C.G. = 25%
Aft Bypass closed
DATA BASIS:
Computed from Flight
Test and Operational results.
No service allowance included.
CRUISE SPECIFIC RANGE - NMI/1000 LB.
TURN SPECIFIC RANGE - NMI /1000 LB.
FUEL FLOW- 1000 LB/HR/ENG
Figure A5-13
A5-36
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 C06535944
A-12
APPENDIX I
PART V
SPECIFIC RANGE AT MACH 3.10
CRUISE ALTITUDE -1000 FT.
LOAD FACTOR - g
-53.0� C AMBIENT TEMPERATURE
363� C C.I.T.
1792 KTAS
Configuration:
C.G. = 25%
Aft Bypass closed
DATA BASIS:
Computed from Flight Test
and Operational results.
No service allowance included.
90
85
80
75
30 40 50 60 70
1.0
1.1
1.2
1.3
30 40 50 60 70
CRUISE SPECIFIC RANGE - NMI/1000 LB.
TWO YJ-1 ENGINES
ITURN ALTITUDE
BANK ANGLE - DEG.
0 20 30 40
80 90 1.0 1.1 1.2 1.3
LOAD FACTOR - g
BASE LINE
TURN SPECIFIC RANGE - NMI /1000 LB.
i
30 25
20
15
FUEL FLOW- 1000 LB/HR/ENG
80
90
10
0
20 '6
4
40 go
TURN
CORRECTION
TURN ALTITUDE -1000 FT.
Figure A5-14
Changed 15 March 1968 A5-37
Approved for Release: 2017/07/25 006535944
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART V
A-12
SPECIFIC RANGE AT MACH 3.10
CRUISE ALTITUDE -1000 FT.
LOAD FACTOR - g
-43.5�C AMBIENT TEMPERATURE
390� C C.I.T.
1832 KTAS
Configuration:
C.G. = 25%
Aft Bypass closed
DATA BASIS:
Computed from Flight Test
and Operational results.
No service allowance included.
30 40 50 60 70
CRUISE SPECIFIC RANGE - NMI/1000 LB.
1.0
1.1
1.2
1.3
30 40 50 60
70
TURN SPECIFIC RANGE - NMI /1000 LB.
Lid
V)
TWO YJ-1 ENGINES
TURN ALTITUDE
BANK ANGLE - DEG.
0 20 30 40
90
85
80
75
80 1.0 11 1.2 1.3
BASE LINE
F. 1
80
0
20
30
40
BANK ANGLE - DEG.
LOAD FACTOR - g
30 25 20
15
FUEL FLOW- 1000 LB/HR/ENG
10
TURN
CORRECTION
TURN ALTITUDE - 1000 FT.
A5-38
Figure A5-15
Changed 15 March 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
A-12
APPENDIX I
PART V
LONG RANGE CRUISE PROFILE
PRESSURE ALTITUDE - 1000 FT.
FUEL REMAINING - 1000 LB.
80
60
40
20
70
60
50
40
30
20
10
0
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i+71 ;III!
�. END AR WITH 67,300 LB FUEL REMAINING.i.
41i117 �������+ �;�!. V� �
200. 400 600 800 1000 1200 1400 1600 1800 2000
DISTANCE - NAUTICAL MILES
2200
2400
2600
'- 2800
1
Figure A5-16
3000
3200
MACH 3.10
STANDARD DAY CLIMB
CRUISE REF. TEMP. -56.5�C
3400
Changed 15 June 1968
Approved for Release: 2017/07/25 006535944
(Sheet 1 of 3)
A5-39
Approved for Release: 2017/07/25 C06535944
APPENDIX I
PART V
A-12
PROFILE CHART: CLIMB - CRUISE INTERCEPT POINTS
1956 ARDC ATMOSPHERE
LONG RANGE CRUISE - MACH 3.10
INITIAL
GR. WT.
LB.
INITIAL
ALTITUDE
Fr.
CLIMB
TEMP.
�C
CRUISE
TEMP.
�C
CLIMB - CRUISE INTERCEPT
ALTITUDE
FT.
DISTANCE
N. MI.
TIME
MIN.
FUEL REM.
LB.
122,450
30,000
STD -10
STD
STD +10
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
74,600
73,200
72,920
75,050
73,700
72,920
75,850
74,450
73,400
239
223
219
296
281
272
396
380
368
14.0
13.4
13.3
16.4
15.9
15.6
20.7
20.1
19.7
49,130
49,500
49,575
46,565
46,900
47,105
42,395
42,770
43,050
119,150
S.L.
STD -10
STD
STD +10
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
75,800
74,400
73,300
76,200
74,800
73,750
76,850
75,450
74,350
251
235
222
303
287
275
319
303
291
16.4
15.8
15.4
18.7
18.2
17.8
22.4
21.9
21.4
42,840
43,210
43,505
40,505
40,880
41,160
37,160
37,530
37,825
105,150
S .L.
STD -10
STD
STD +10
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
-66.5
-56.5
-46.5
78,050
76,600
75,450
78,450
77,000
75,850
79,050
77,600
76,400
239
223
210
281
266
253
347
332
318
14.8
14.2
13.8
16.7
16.1
15.7
19.7
19.1
18.6
31,470
31,860
32,165
29,610
29,990
30,300
26,990
27,375
27,695
Figure A5-16
(Sheet 2 of 3)
A5-40
Changed 15 June 1968
Approved for Release: 2017/07/25 C06535944
Approved for Release: 2017/07/25 006535944
LONG RANGE CRUISE PERFORMANCE
PRESSURE ALTITUDE -1000 FT.
90
80
70
60
50
40
30
20
10
0
70
4�4.�---T-4-,T-4--TT,444,4"
MAXIMUM
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...:
FE:
:
11
A
2 Anwar
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