## W-834 01 Jul 13



## W834 **WRITE-IN CHANGES APPLIED**
**DATE: 20 NOVE 2014 KC-10 Aircrew Training System**  **Takeoff and Landing Data**

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W834-LEP A 01 JUL 13 INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

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### LIST OF EFFECTIVE PAGES**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-01-WB i 01 OCT 05 TABLE OF CONTENTS

1.0 INTRODUC TION .................................................................................................. 1-1

2.0 OBJECTIV ES ....................................................................................................... 2-1

3.0 TAKEOFF CONDI TIONS...................................................................................... 3-1

4.0 TAKEOFF COMP UTATIONS

............................................................................... 4-1

5.0 EMERGENCY RETURN CONDITION S ............................................................... 5-1

6.0 TRANSFER DATA TO TOLD CA RD .................................................................... 6-1

7.0 TOLD CARD DATA VERIFICATI ON .................................................................... 7-1**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-01-WB ii 01 OCT 05 THIS PAGE INTENTIONALLY LEFT BLANK**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-01-WB 1-1 01 JUL 13 1.0 INTRODUCTION

This Workbook covers the Takeoff and Landing Data Card. It provides you with a "hard copy" of the material presented in CBT Lessons PIQ-C835 and FIQ-C835. It contains the four seg ments presented in the CBT Lesson, and one segment not in the CBT, on the use of Tabulated Data to check the accuracy of the TOLD card.

1.1 INSTRUCTIONS

The text will identify eac h data box, discuss data box contents, and its relationship to takeoff data computations . You will then enter that data in the appropriate box. Chart r eplication from the Perf ormance Manual will be presented where needed. You will need your Performance Manual and Checklist to complete this workbook. You will have to make several math calculations during the lesson, so you might want to keep a calculator close by.

When you finish this Workbook, your instructor will c heck and grade your performance and return it to you. You will use the instructions in this Workbook to accomplish the required performance data during the Simulator Phase of Training.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-02-WB 2-1 01 OCT 05 2.0 OBJECTIVES

Upon completion of this workbook you will be required to complete a CBT lesson followed by a multiple choice CBT test. You must accomplish the test with 85%
accuracy.

A. Select required Takeoff Conditions data to complete the Takeoff and Landing Data Worksheet.

B. Select required Takeoff Computation data to complete the Takeoff and Landing Data Worksheet.

C. Select required Emergency Return data to complete the Takeoff and Landing Data Worksheet.

D. Select Takeoff and Landing Data Worksheet data that is transferred to the TOLD Card.

E. Identify TOLD card entries to be verified and the methods to be used to verify the data

.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-1 01 JUL 13 3.0 TAKEOFF CONDITIONS

This workbook (W834) covers the same subjects as CBT Lesson PIQ-C835 AND FIQ-C835 but with more detailed informa tion on KC-10 Weight and Balance Computation. It provides exercises to reinforce your knowledge of the information and procedures required to co mpute takeoff and emergency return data. It presents one additi onal segment not covered in the CBT Lesson. This segment covers the use of tabulated data to verify the accuracy of TOLD Card Data.

Each data box is covered sequentially. This workbook follows the same format as CBT Lessons PIQ-C835 A ND FIQ-C835. When you fini sh this lesson, you will have a "hard copy" of the complete KC-1 0 Takeoff and Emergency Return Data Computation Procedures.

The material is presented with the appropriate data box highlighted or data placed into the box.. A discussion of the content and applic ation follows. You are guided through the charts and tables with the entering arguments and the resulting computations. You then enter the result in the appropriate data box.

This information will be used as a re ference for your takeoff performance calculations during the simulator phase of training.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-3 01 JUL 13 Figure 3-1. Gross Weight (GW).

The Gross Weight box (Fig. 3-1) contains the actual brake release gross weight for the mission. All takeoff computations, including the aircraft center of gravity are based on this weight. The design ramp gross weig ht of the KC-10 is 593,000 pounds. The Maximum in flight weight is 590,000 pounds. This weight may be further restricted by environmental and runway conditions or aircraft configuration. For instance, the maximum allowable takeoff gross weight wit h the center gear retracted is 460,000 pounds. This weight will never exceed a value that will satisfy two limiting factors: Runway Available Limiting Weight; and Climb Gradient Limiting Weight. This TOLD card is based on a brake releas e gross weight of 544,000 pounds. Enter the gross weight.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-4 01 JUL 13 Figure 3-2.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-5 01 JUL 13 Figure 3-3. Center of Gravity (CG).

The Center of Gravity box (F ig. 3-3) contains the brake release CG. The center of gravity affects the takeoff performance of t he aircraft. The Ramp/Taxi CG forward limit is 8 percent MAC and the aft limit is 33 pe rcent MAC. The CG must be within these limits before the aircraft is moved. Correct ion grids are provided on the performance charts, where applicable. The KC-10 CG is ex tremely weight sensitiv e, for instance, the permissible CG range at maximum allowable ta xi weight of 593,000 pounds is only five percent of MAC (23 percent a ft and 19 percent forward) (See Fig. 3-2). The Boom Operator will provide you with a zero fuel weight and CG during Mission Planning. You will then plot the fuel on the CG Graph, based on the brake release gross weight, and enter the result in this box. Remember th at the takeoff performance charts are based on a forward CG of 8 percent MAC and performance improves as CG moves aft. Enter 20% in the CG box (Fig. 3-3). Pages 3-6 to 3-13 take you through the rationale and computation process. 544.0**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-6 01 JUL 13 Figure 3-4. Floor Support.

The KC-10 was derived from the DC-10-30 Conv ertible Freighter, which carries cargo in upper and lower fuselage compartments. The weight bearing structure within the fuselage floor consists of seat tracks atta ched to stanchion braced crossbeams. There are ten rows of track that ex tend from Station 400 to Station 1950. The cabin and cargo compartment floor consists of panels attached between these tracks. These panels do not support load weight. The forward body tank (Sta. 859 to Sta. 1100) and the aft body tank (Sta. 1521 to Sta. 1761) occupy spaces , which are cargo bays in the DC-10-30. Because the weight of body tank fuel is supported by the fuse lage structure, it must be considered as cargo when load planning. Another description of body tank fuel is "lower fuselage cargo".**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-7 01 JUL 13 ALLOWABLE CARGO LOAD VERSUS FUEL IN BODY TANKS (25 AND 27 PALLET CONFIGURATIONS)

FUEL IN FWD TANK STN 521 STN 630 STN 739 STN 848 STN 957 STN 1066 STN 1175 STN 1284 STN 1393 STN 1502 STN 1611 STN 1720 STN 1829 STN 1937 FUEL IN AFT TANK
0 2500 1600 3000 46000 62000 80000 99000 116000 88000 67000 49000 35000 17000 2500 0
2000 61000 78000 97000 116000 86000 65000 48000 34000 2000
4000 60000 76000 95000 114000 84000 63000 47000 33500 4000
6000 59000 74000 93000 110000 82000 61000 46000 33000 6000
8000 58000 72000 91000 108000 80000 59000 45000 33000 8000
10000 57000 70000 89000 107000 78000 57000 44000 32500 10000
12000 56000 68000 87000 106000 76000 55000 42000 32500 12000
14000 55000 66000 85000 104000 74000 53000 41000 32000 14000
16000 54000 64000 83000 100000 72000 51000 40000 32000 16000
18000 53000 62000 81000 98000 70000 49000 39000 31500 18000
20000 52000 60000 79000 96000 68000 47000 38000 30000 20000
22000 51000 58000 76000 95000 66000 45000 37000 30000 22000
24000 50000 56000 74000 92000 64000 43000 36000 29500 24000
26000 49000 54000 72000 90000 62000 41000 35000 29000 26000
28000 48000 52000 70000 88000 60000 39000 33000 28500 28000
30000 47000 50000 68000 86000 58000 37000 32000 28000 30000
32000 46000 46000 48000 66000 84000 57000 35000 30000 27500 32000
34000 43000 43000 46000 64000 82000 55000 33000 29000 27000 34000
36000 41000 41000 44000 62000 80000 53000 31000 28000 26500 36000
38000 40000 40000 42000 60000 78000 51000 29000 27000 26000 38000
40000 38000 38000 40000 58000 76000 49000 27000 26000 25000 40000
42000 36000 36000 38000 56000 74000 48000 25000 23000 23000 42000
44000 33000 34000 36000 54000 72000 45000 23000 21000 21000 44000
46000 32000 32000 34000 52000 70000 43000 21000 19000 19000 46000
48000 30000 30000 30000 32000 50000 68000 41000 19000 17000 17000 17000 48000
50000 28000 28000 28000 30000 48000 66000 39000 17000 15000 15000 15000 50000
52000 26000 26000 26000 28000 47000 64000 37000 15000 13000 13000 13000 52000
54000 2500 16000 24000 24000 24000 26000 45000 62000 35000 13000 11000 11000 11000 54000
60000 33000 11000 9000 9000 9000 56600
58000 31000 9000 7000 7000 7000 58000
57000 29000 7000 5000 5000 5000 60000
54000 27000 6000 3000 3000 3000 2500 62000
52000 25000 5000 1000 1000 1000 1000 64000

Figure 3-5. Zone Load Computations.

Each compartment in the fuselage has a maximum weight capacity, which is a combination of cargo and body tank fuel. This chart in T.O. 1C-10(K)A-9, the Cargo Loading Manual, shows the ratio of forward/a ft body fuel and cargo, with which load planners can easily determine the required fuel/cargo "mix". Examples: Forward body tank: 40,000. To find the cumulative ca rgo weight which may be placed forward of station 848, read 38,000 lbs. at the inters ection of 40,000 and STN 848. Aft body tank: empty. Intersect STA 1393 and 0 to determine that 88,000 lbs. is the cumulative cargo weight which may be placed aft of stati on 1393. Of course, the chart may be entered with a known cargo weight to determine how much fuel may be placed in the body tanks.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-8 01 JUL 13 Figure 3-6. Load Planning Worksheet.

The Load Planning Worksheet is used to det ermine where cargo items can be placed without exceeding compartmen t weight and zone load lim itations. During cargo/ personnel missions, your Boom Operator will coordinate this information with you so you can make required adjustments to the fuel configuration. This illustration shows the bottom half of the form and an example of the information you will need. The maximum for the forward body tank is 46,000 lbs and the actual is 48,100, which requires that 2,100 lbs be transferred to the center wing t ank, since the wing tanks are full. Another use for the load planning form is computation of a tipping analysis, which is required prior to all loading or offloading operations. The airplane will tipover if the CG is allowed to move aft of the main gear. Positive ramp and cargo floor angles or horizontal tail loads induced by high winds and/or snow loading can cause tipover at CG locations forward of the main gear. To provide a ma rgin for these possible conditions, it is recommended that the CG be kept forward of fuselage station 1430 (40% MAC) during loading and unloading. Your Boom Operator will coordinate with you if forward body fuel is required for ballast. 54.0**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-10 01 JUL 13 Figure 3-7. Center of Gravity Plotting Graph.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-11 01 JUL 13 Weight-Center of Gravity Chart

A chart similar to the one in the Mission Pl anning Section of the Performance Manual will be issued to you and is to be used with fuel overlays to determine the aircraft center of gravity as a functi on of fuel location and aircraft gross weight.

Take another look at Figure 3- 2, page 3-4 of this section. Compare this chart with the CG graph in Figure 3-7. Notice that it is a reverse image of the CG Limitations Chart. The zero-fuel weight CG envelope as outlined in this Limitations Chart ranges from eighteen to twenty-five percent and from 250,000 to 415,000 pounds. The instructions address loading cargo within this envelope to ai d in maintaining an aft CG in flight. Another benefit is realized when unloading, because when t he zero-fuel weight CG is forward of the main ge ar, there is less danger of tipping the aircraft.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-12 01 JUL 13 Figure 3-8. Center of Gravity Wing Tanks Plotting Templates. 12

60 65 83 83 0

**NOT TO SCALE KC-10 Aircrew Training System**  **Takeoff and Landing Data**

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W834-03-WB 3-13 01 JUL 13 The overlays may be used in any sequence, however, most experienced operators use the overlays in reverse sequence. That is, the last fuel to be bu rned or offloaded is placed on the chart in the first position. This is the sequence you will use in this lesson. Figure 3-8 show the main; forward and aft b ody; and the center wing tank templates.

Given a zero-fuel weight and CG of 250.0 and 30 %; number one and three main tanks 40.7 each; number two main tank 65.4; center wing tank 30. 0; forward tank 25.0 and aft tank 20.0. Use your CG graph and overlays to find the CG of 23.4 at 471.8.

Locate the zero-fuel weight at the top of the char t and follow the vertical line down to the zero-fuel weight CG. These values would normally be found in the "Actual" column on the KC-10 Flight Engineer Worksheet.

Place the apex of the main t ank fuel overlay at the point where the zero-fuel weight and the zero-fuel CG intersect. Make sure the vertical line on the overlay exactly parallels the vertical weight lines on the graph. Now, add the one and three main tank fuel; find the point where this value intersects the num ber two main tank fuel; the point at which the two weights coincide will yield a CG an d weight. As a double-check, add the main tank fuel to the zero-fuel weight. If this we ight matches the weight on the chart where the CG intersects the vertical gross weight line, you have placed the overlay correctly. Note the solid bold line that is depicted through the middle of the template. This is the fuel burn line. If the fuel is used accordi ng to schedule, the CG wil l fall on or near this line.

Place the apex of the cent er wing overlay over the weight/CG point above and read the CG under the fuel tank weigh t. Again, add the center wing fuel to the main tank and zero-fuel weight: The weight should match t he vertical gross weight line on the chart.

Finally, place the forward/aft template apex over the previously established weight/cg and apply the forward and aft plots. The we ight and CG will be f ound under this point on the graph. Add all the fuel weight to the zero-fuel weight and compare the sum to the weight above the computed CG. If they are identical you have an accurate CG.

There is one unique case w here a different approach must be followed: When the main tanks contain less than ten th ousand pounds of fuel, and ball ast fuel is carried in the forward tank, add the main tank fuel to the zero-fuel weight and pl ace the apex of the forward tank template at that weight on the bold fuel burn line. Now read the CG under the forward tank fuel weight.

When you finish this segment, you will comple te two Lesson Exercise s. During Exercise number two, your instructor will assist you in using your chart and templates to solve several weight and CG problems demonstrating the varied applica tion of this very useful tool.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-14 01 JUL 13 Figure 3-9. Temperature Conversion. Figure 3-9. Temperature Conversion NOTE: CENTEGRADE = (5/9 ° F - 32 ° ) FARENHEIGHT = (9/5 ° C + 32 ° ) TEMPERATURE CONVERSION

DEGREES CENTEGRADEDEGREES FARENHEIGHT**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-15 01 JUL 13 Figure 3-10. Outside Air Temperature (OAT).
The Outside Air Temperature, OAT (Fig. 3-10) affects takeoff performance in two ways. It, along with pressure altitude, determines the am ount of thrust available for takeoff, and it has a dramatic effe ct on the takeoff indicated airspeeds. Forecasted temperature obtained fr om weather briefing is 68 degrees Fahrenheit. Use the chart in Figure 3-9 to convert this to Celsius. Enter +20oC. in Box.

Figure 3-11. Dew Point

The dew point (Fig. 3-11) is used to det ermine if engine anti-ice is required for takeoff. If the OAT is below six degr ees C. and the dew point temperature spread is three degrees or le ss, engine anti-ice is requ ired for takeoff. It may be reported in Fahrenheit. T he dew point is reported to be 51 Degrees Fahrenheit. Use Figure 3-9 to convert this to Celsius. Enter +10 ° C in the Box. 544.0 20.0%

544.0 20.0% +20 ° C**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-16 01 JUL 13 Figure 3-12. Anti-Ice On/Off.

This Anti-Ice, "ON/OFF" box (Fig. 3-12) is checked if anti-ice is to be used for takeoff. In addition to the dew point-temperature spread, if the OAT is below six degrees and visible moisture is present, engi ne anti-ice is required for takeoff. Check the "OFF" box. In this ex ample, anti-ice is not required. 544.0 20.0% +20 ° C +10 ° C**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-17 01 JUL 13 INCHES OF Hg PRESSURE ALTITUDE ( FT )

0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
27.0 2815 2805 2795 2785 2775 2765 2755 2745 2735 2725 27.1 2715 2705 2695 2685 2675 2665 2655 2645 2635 2625 27.2 2615 2605 2595 2585 2575 2565 2555 2545 2535 2525 27.3 2515 2505 2495 2485 2475 2465 2455 2445 2435 2426 27.4 2416 2406 2396 2386 2376 2366 2356 2346 2336 2326 27.5 2316 2307 2297 2287 2277 2267 2257 2247 2237 2227 27.6 2218 2208 2198 2188 2178 2168 2158 2149 2139 2129 27.7 2119 2109 2099 2089 2080 2070 2060 2050 2040 2030 27.8 2021 2011 2001 1991 1981 1972 1962 1952 1942 1932 27.9 1923 1913 1903 1893 1884 1874 1864 1854 1844 1835 28.0 1825 1815 1805 1796 1786 1776 1766 1757 1747 1737 28.1 1727 1718 1708 1698 1689 1679 1669 1659 1650 1640 28.2 1630 1621 1611 1601 1592 1582 1572 1562 1553 1543 28.3 1533 1524 1514 1504 1495 1485 1475 1466 1456 1446 28.4 1437 1427 1417 1408 1398 1389 1379 1369 1360 1350 28.5 1340 1331 1321 1312 1302 1292 1283 1273 1264 1254 28.6 1244 1235 1225 1216 1206 1196 1187 1177 1168 1158 28.7 1149 1139 1129 1120 1110 1101 1091 1082 1072 1063 28.8 1053 1044 1034 1024 1015 1005 996 986 977 967 28.9 958 948 939 929 920 910 901 891 882 872 29.0 863 853 844 834 825 815 806 796 787 778 29.1 768 759 749 740 730 721 711 702 693 683 29.2 674 664 655 645 636 627 617 608 598 589 29.3 579 570 561 551 542 532 523 514 504 495 29.4 486 476 467 457 448 439 429 420 411 401

29.5 392 382 373 364 354 345 336 326 317 308

29.6 298 289 280 270 261 252 242 233 224 215 29.7 205 196 187 177 168 159 149 140 131 122 29.8 112 103 94 85 75 66 57 47 38 29 29.9 20 10 +1

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Figure 3-13. Barometric Pressure vs. Pressure Altitude Conversion.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-18 01 JUL 13 Figure 3-14. Pressure Altitude (PA).

This Pressure Altitude, PA box (Fig. 3-14) contains the pressure altitude to be used to compute the takeoff data. It is usually reported along with the temperature. You can also compute t he pressure altitude by obtaining an altimeter setting and field elevation. Enter the chart on Figure 3-13 with the current altimeter setting of 29.56 and read 336 feet. The Field Elevation is 670 feet. Add 336 and enter the Pressure Altitude of 1,006’ in the box.

Figure 3-15. Wind Dir ection (WIND DIR).

The Wind Direction box (Fig. 3-15) is used to determine crosswind, headwind, or tailwind component. It also determines the type of power setting to be used for takeoff. If the wind dire ction is more than 45 degrees off runway heading, a rolling takeoff must be accomplished. Enter the reported wind direction of 160o. 544.0 20.0% +20 ° C +10 ° C

544.0 20.0% +20 ° C +10 ° C

1,006’**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-19 01 JUL 13 Figure 3-16. Wind Velocity (VEL).

Wind velocity (Fig. 3-16) is another factor in the wind component calculations. Enter wind velocity and any gust. If the crosswind component exceeds 23 knots, a rolling takeoff must be accomplished. Enter the reported wind velocity of 20 knots.

Figure 3-17. Runway Heading (RWY HDG).

The Runway Heading box (Fig. 3-17) cont ains the runway magnetic heading and completes the three factors used in win d component calculations. Enter the Runway Heading of 140o. 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 °

544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-20 01 JUL 13 Figure 3-18. Runway A vailable (RWY AVAIL).

The Runway Available box (F ig. 3-18) is the runway length minus the alignment distance and runway reductions required for obstacle clearance. Normally 300 feet is subtracted from t he runway length to dete rmine runway available. Runway 14 is 10,300 feet in length. Enter 10,000’ in the box (Fig. 3-18).

Figure 3-19. Runway C ondition Reading (RCR).
This box (Fig. 3-19) contai ns the RCR used to determine the stopping capability of the aircraft. Factors such as wet ness, rubber buildup and type of runway affect RCR values. The RCR also determi nes the set of charts used to compute takeoff data. The Sets are: RCR 23-18; 17-12; 11-8; and 7- 3. The RCR grids on charts RCR 23-18 are linear from 23 to 18. The other sets start out flat and slope up or down as required at a breakpoi nt. This breakpoint represents the charted RCR values for each range. The flat portion is where the overlap from the previous range was int egrated to provide conti nuity between the charts without loss of capability. All the charts in the takeoff section are based on reverse thrust. Charts are provided in the Supplemental Performance Section for operation without reverse thrust. The runw ay is reported dry. Enter 23 in the box, (Fig. 3-19). 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 °

544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-21 01 JUL 13 

### RUNWAY CONDITION RCR EQUIVALENT BRAKING ACTION
Dry 23 Good
Wet (Grooved) 14 Medium
Wet (Porous) 14 Medium

Wet 10 Medium
Icy 6 Poor

Figure 3-20. RCR vs. E quivalent Braking Action.

Figure 3-20 lists some approximate RCR values to be used when a numerical value is not provided. These approximate RCR val ues present selected stopping distance ratio (SDR) values of 1.0 for dr y runways; 1.5 for wet conditions on a grooved or porous surface; 2.0 for a wet condition on a smooth, hard surface; and 3.0 for icy conditions. Runways covered with snow have an RCR between wet and icy. It is recommended that a co nservative RCR be used when runway conditions are not clearly defined.

Figure 3-21. Runway Su rface Condition (RSC).

This is the RSC box. This is a measur e of the contaminant depth on the runway surface to the nearest 1⁄4 inch. This dept h causes a significant increase in the takeoff distance due to the retarding effect from tires displacing the contaminant and additional drag from the contaminant impinging on the aircraft. The contaminant retarding effect increases with velocity until the aircraft attains hydroplaning speed. From this point, the tire induced retarding force is significantly reduced and relatively const ant until liftoff. For dry snow between zero and two inches an RSC .25 is used. Over two inches up to four inches use an RSC of .50. In this ex ample, the RSC is not a fact or. Place a check mark in this box (Fig. 3-21) and remember the following: WARNING - Takeoffs shall not be attempted with over 1/2 inch of we t snow, slush, and/or water, or four inches of dry snow on the runway

. 544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-22 01 JUL 13 Figure 3-22. Slope.

This box contains the runway slope. Runway slope grids are provided for slopes from zero to 2.0%. Runway slopes of 0.3% or mo re will be depicted on the approach plate. Slope affects takeoff in several ways. Dow nhill slope decreases the amount of runway required to accelerate to liftoff and increases the distance to stop. The reverse is true for an uphill slope. Downhill slope affects the effective height of obstacles. Both downhill and uphill slope must be considered when the runw ay available must be reduced to clear an obstacle. These calculations will be co vered, in detail, in the "computations segment" of this lesson. Th is runway has no slo pe, so enter a check mark in the box (Fig. 3-22).



### Figure 3-23. Field Elevation (ELEV).

This is the Field Elevation box. Field elev ation is defined as the highest point of an airport’s usable runways and is depicted as height above mean sea level, or MSL. Field elevation should always be placed in this box because it is used in other considerations, such as validating the altimeter setting. Fo r our example place 670’ in the box (Fig. 3- 23). If not using an SDP, and there is a re quirement to determine an obstacle’s height, the departure end elevation of the active runw ay is used. If a downhill slope exists, and the elevation of the departure end is unknown , the elevation must be corrected for the downhill slope, and applied to obstacle height for takeoff computations. A correction formula is included on the reverse si de of the KC-10 TOLD Card Worksheet. 544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U

544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U U**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-23 01 JUL 13 

### THIS PAGE INTENTIONALLY LEFT BLANK**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-24 01 JUL 13 

### Figure 3-24.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-25 01 JUL 13 

### Figure 3-25. Obstacle Height (OBST HT).

This is the Obstacle Height box (Fig. 3-25). If an obstacle is depicted on the departure course, it will be placed in this box and used to compute the required climb gradient for takeoff. Obstacles are identified along the flight path by a symbol and a circled number. The altitude of the obstacle is listed in "mean sea level", or MSL. The symbols that indicate the obstacle, the kind of obstacle, and the highest obstacle, may be found in th e General Information Section of the approach plates "Legend" pag es. As Figure 3-24 in dicates, the obstacle depicted on the departure is 1 700 feet MSL. Enter 700’ MSL in the obstacle height box.

Figure 3-26. Obstacle Distance (OBST DIST).

This Obstacle Distance box (Fig. 3-26) c ontains the distance in feet or nautical miles from the departure end of the runway to the obstacle. This may be contrary to procedures you may have us ed in other aircraft for determining obstacle distance. For instance, some ai rcraft use runway length minus critical field length plus obstacle distance to determine the actual distance to the obstacle. Since the KC-10 Optimum Flap charts attempt to make runway available equal critical fiel d length, the KC-10 procedure uses the distance to the obstacle from the departure end of the runw ay in all instances. Look at Figure 3- 24 again and find the dist ance to the circled 1. In th is case it is 2,000 feet from the departure end of runway 14. Enter this value in t he distance box. Obstacle height and distance may also be obtained from Specia l Departure Procedures (SDP) 544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U U 670’

544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U U 670’ 700’ MSL**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-26 01 JUL 13 

### Figure 3-27. Air Conditioning (AC ON/OFF).

The Air Conditioning, "on/off" box (Fig. 3-27) indicates if a bleeds on or off takeoff is to be accomplished. Normally, the KC -10 is operated with air conditioning and pressurization "ON" for two primary r easons: One, the avionics and accessory cooling systems rely on conditioned air fo r cooling, and two, as with all widebodied aircraft, structural stability is enhanced with some pressure differential in flight. The N 1 RPM charts are based on air conditioning "on" , and corrections are made for other conditions, while the optimum flap charts are based on air conditioning "off" and corrections grids provided fo r exceptions. For this takeoff the air conditioning is ON . Mark the "ON" box.

Figure 3-28. Reverse Thrust (REVERSE THRUST YES/NO).
Reverse thrust is used during takeoff only in the event of a rejected takeoff. The effects of reverse thrust are included in calculations of normal takeoff performance. (Charts are also provided in Supplemental Performance Section XII for dispatch with inoperative reverse th rust. These charts must be used when dispatching with any engine thrust revers er inoperative.) Due to high speeds achieved during the takeoff run and the del ay time before full reverse thrust is attained, reverse thrust may be less import ant than prompt brak ing action by the pilot except on wet or icy runways where braking capability is greatly reduced. However, maximum allowable reverse thrust on the remaining engines is required to achieve charted performance. As the RCR decreases and brake effectiveness becomes degraded, the reverse thrust becomes more apparent. In our example place a mark in the "YES" box. 544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U U 670’ 700’ MSL

2,000’

544.0 20.0% +20 ° C +10 ° C

160 ° 20 140 ° 1,006’ 10,000’

23 U U 670’ 700’ MSL

2,000’ x**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-27 01 JUL 13 SEGMENT REVIEW

This segment covered the information requir ed in the "Conditions" Section of the TOLD Card Worksheet.

1. You determined the aircraft co nditions and c onfiguration.

2. You computed and entered the Environmental Conditions.

3. You computed and entered t he Airfield Conditions.

Complete the following Lesson Exercise before continuing.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-28 01 JUL 13 LESSON EXERCISE #1

1. The design ramp gross weight of the KC-10 is ___________ pounds: the maximum in-flight gross weig ht is _____________ pounds, and is predicated on burning ______________ pounds of fuel prior to

__________ ___________.
2. The center of gravity limits are ________ percent forward and _________ percent aft and must be within thes e limits before the aircraft is

_____________.
3. When the center of gravity is mo ved aft, aircraft takeoff performance is

____________.
4. The center of grav ity box of the TOLD Card is based on __________ __________ gross weight.

5. Outside Air Temperature and Pressure altitude are the two factors that determine the amount of _____________ available for takeoff and is built into each takeoff chart.

6. At temperatures below six degrees, when the dew point/temperature spread is __________ degrees or less, ______________ anti-ice is required for takeoff.

7. If the Pressure Altitude is not know n, it can be comput ed if the current ____________ setting is known.

8. A rolling takeoff must be accomplished when the wind direction is more than _______ degrees off the runway heading, or the crosswind component exceeds _____________knots.

9. The normal line up distance for the KC-10 is __________ feet.

10. There are several sets of Maximu m Takeoff Gross Weight charts based on Optimum Flap Setting. The set to be used for takeoff computations is based on the reported _______ ______________________ and whether or not reverse thrust is available.

11. The Stopping Distance Ratio, or SDR, for an icy runway is the Dry stopping distance multiplied by a factor of _____________.

12. Takeoffs shall not be attempted with over __________ in ch of wet snow, slush, and/or water, or ________ inc hes of dry snow on the runway.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-29 01 JUL 13 13. Downhill slope decreases the ______ ___ distance, but increases the _________ distance.

14. Field Elevation is always depicted as ______. It is the highest point on the

_______________________.
15. Obstacles are listed on the depart ure plate as altitude above ________ _______ ________, and are indicated by a sym bol and a ___________ number.

16. Obstacle distance is always m easured from the ___ ______ end of the runway in a direct line to the obstacle.

17. The normal "Air Co nditioning" configur ation for takeoff is air conditioning

________.

18. The takeoff charts in secti on three are based on ____________________ being available for stopping.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-30 01 JUL 13 LESSON EXERCISE #2

1. From 245,000 to 414,000 pounds the forward CG limit is %. A. 7 B. 8 C. 9

2. At 436,000 the forward CG limit for tak eoff is %.

A. 9.0 B. 9.4 C. 10.0

3. At 590,000 the forward CG limit is %.

A. 10.0 B. 15.5 C. 19.0

4. At 590,000 the aft CG limit is %.

A. 21.2 B. 23.2 C. 25.3

5. From 275,000 to 460,000 the a ft CG limit is %.

A. 27.8 B. 29.0 C. 33.0

6. The maximum takeoff weight with the center gear retracted is pounds.

A. 450,000 B. 460,000 C. 500,000

7. The maximum weight for placing the flaps in the landing range is pounds.

A. 414,000 B. 436,000 C. 439,000

8. The maximum landing weight (normal oper ation) is pounds.

A. 436,000 B. 439,000 C. 475,000**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-31 01 JUL 13 The following questions require the use of the CG graph and templates. Your instructor will assist you with their completion.

9. Zero fuel weight and CG: 250.0 / 31% Wing fuel: 40.7 – 65.4 – 40. 7 Center wing: 12.0 Forward body: 15.0 Aft body: 12.0 Takeoff CG:

A. 26.0 B. 26.7 C. 27.4

10. Zero fuel weight and CG: 250.0 / 31% Wing fuel: 40.7 - 65.4 - 40.7 Center wing 34.7 Forward body: 38.1 Aft body: 34.7

A. 20.5 B. 22.4 C. 24.0

11. Zero fuel weight and CG: 320.0 / 24% Wing fuel: 40.7 - 65.4 – 40. 7 Center wing: 19.1 Forward body: 19.2 Aft body: 19.2

A. 22.6 B. 24.0 C. 25.3

12. Zero fuel weight and CG: 350.0 / 23.5% Wing fuel: 40.7 - 65.4 - 40. 7 Center wing: 32.5 Forward body: 32.5 Aft body: 32.5

A. 19.0 B. 20.8 C. 23.3

13. Zero fuel weight and CG: 260.0 / 30.5% Wing fuel: 17.0 - 17.0 - 17. 0 Center wing: 12.0 Forward body: 15.0 Aft body: 12.0

A. 25.0 B. 26.5 C. 27.8**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-32 01 JUL 13 14. Zero fuel weight and CG: 260.0 / 30% Wing fuel: 23.7 - 23.6 - 23. 7 Center wing: 12.0 Forward body: 15.0 Aft body: 12.0

A. 23.0 B. 27.3 C. 26.5

15. Zero Fuel weight and CG: 256.0/28% Each main tank - 8,000 pounds Forward body tank - 10,000 pounds

A. 20.6 B. 22.8 

### C. 24.1**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-33 01 JUL 13 LESSON EXERCISE #1 ANSWER KEY

1. 593,000/590,000/3, 000/Brake Release 2. 8/30/Moved 3. improved 4. brake release 5. thrust 6. 3/engine 7. altimeter 8. 45/23 9. 300 10. runway condition reading 11. 3 12. 1/2 inch/4 inches 13. takeoff/stopping 14. MSL (mean sea level)/takeoff runway 15. mean sea level/circled 16. departure 17. "ON" 18. reverse thrust

LESSON EXERCISE #2 ANSWER KEY

1. B 2. B 3. C 4. B 5. B 6. B 7. C 8. A 9. C 10. B 11. A 12. B 13. C 14. B 15. C**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-03-WB 3-34 01 JUL 13 

### THIS PAGE INTENTIONALLY LEFT BLANK**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-1 01 JUL 13 4.0 TAKEOFF COMPUTATIONS

This section covers the entries and comput ations of the various factors used to compute KC-10 Takeoff performance. Y ou will see how each entry is determined, using replicas of the Performance Manual charts. This section will provide you a "hard copy" of the material covered in your CBT on takeoff computations.

When you finish this segment you will be able to complete the "Computations Section" of the TOLD Card, to include:

1. The computation of Environmental Factors

2. Weight and Distance Factors

3. Speeds used in Takeoff Performance

4. Assumed Temperature for Reduced Thrust Takeoff**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-2 01 JUL 13 Figure 4-1. Wind Component - Takeoff. 7 18**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-3 01 JUL 13 Figure 4-2. Crosswind (X-WIND) Component (COMP) Calculated (CALC).

These are the Wind boxes (Fig. 4-2). The crosswind component is found by entering the chart with t he steady state wind, plus any gust increment and directional deviation from the runway . The maximum allowable crosswind component is 31 knots. The maximum a llowable crosswind component is further reduced as the RCR decreases. In this ca se, the wind is 20 degrees off the runway heading at 20 knots. Find a cr osswind component of 7 knot s and enter it in the box.

The runway component is found by entering the steady state wind only , if it is a headwind, and the full gust increment, if it is a tailwind. The maximum allowable tailwind component is 10 knots. Since this is a headwind condition, enter with 20 degrees and 20 knots and find a headwind component of 18 knots. Enter this value in the box.

The runway component, either headwind or tailwind, is now used to find the "calculated wind component".

1. Fifty percent of the headwind component may be used if required for mission accomplishment.

2. Headwinds may not be used for terrain clearance.

3. Use 150 percent of the tailwind component on all applicable takeoff charts.

4. Always check the maximum allowabl e crosswind component when the RCR is less than 23.

Since the component in this case is a head wind, enter 50 percent of the component in the CALC box.**KC -10 Aircrew Training System** 

**Takeoff and Landing Data**

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W834- 04 4-4 01 JUL 13 Figure 4-3. Climbout Flight Path. 3.25

C LG R

2000 **30 KC-10 Aircrew Training System**  **Takeoff and Landing Data**

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W834-04 4-5 01 JUL 13 Figure 4-4. Climb Gradient (CLGR).

This is the Climb Gradient Bo x (Fig. 4-4). This box will always contain a number. It will be the minimum climb gradient of 2.5 percent or the gr adient required for obstacle clearance. Subtract the runway departure end elevati on of 670 feet from the obstacle height of 700 f eet and enter the chart in Figure 4-3 with the obstacle distance of 2,000 feet. Follow the flap grid to the most restrictive flap setting and intersect the obstacle height of 30 feet. T he intersection of this line is between the 3.0 and 3.5 grids. Interpolate to find a climb gradient required of 3.25 percent. Enter 3.25 in the CLGR box.

In this case, the runway had no slope, so it was a simple matter to determine the obstacle height and the resulting climb gradien t. Slope affects the effective height of the obstacle in different ways. An Obstac le Clearance workshee t is provided on the reverse side of the TOLD Card. This wor ksheet contains all the information required for obstacle clearance computations.

Take a look at Figure 4-5 on the next page. 7 18 9**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-6 01 JUL 13 Figure 4-5. Obstacle Clearance Worksheet 20.0% +20 ° C 1,006’ x

x

x 160 ° 20 140 ° 10,000’ 23
T T 670’ 30’ 2000’

T T 3.25 9,750’

504.0 518.0 544.0 18.0 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-7 01 JUL 13 Figure 4-6. Obstacle Clearance Worksheet

The worksheet (Fig. 4-5) is divided into thr ee sections. The first is the conditions to be used to compute the data. Most of this informati on is transferred from the TOLD Card Worksheet. The next section is the "Simplified Solution" (Fig. 4-6). If the resultant climb gradient and maximum takeo ff gross weight is sufficient for the mission, complete the TOLD Card based on th is information. If this weight is not sufficient, or the required gradient exceeds 9 percent, it may be possible to increase the distance to the obstacle by decreasing the runway available. Several blocks, along with instructions for their use are pr ovided at the bottom "NOTES" section of this worksheet.

You will cover these procedures, in detail, later on in this course of instruction. Since the climb gradient of 3.25 and a runway available of 10,000 feet yield a maximum takeoff gross weight of 544,000 pounds, which is the brake release gross weight for this mission, there is no need to pr oceed with the "Optimized Solution".

Review T.O. 1C-10(K)A-1-1, Takeoff Planning Guide steps 13 through 15 on page 3-27 of the performance manual . Discuss figure 4-7 (departure instructions) on the page 4-8, and the performance manual in formation with your instructor. 20.0% +20 ° C 1,006’ x

x

x 160 ° 20 140 ° 10,000’ 23
T T 670’ 30’ 2000’

T T 3.25 9,750’

504.0 518.0 544.0 18.0 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-8 01 JUL 13 Figure 4-7. Departure Instructions.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-9 01 JUL 13 SPECIAL DEPARTURE PROCEDURES

The Air Force Flight Standards Agency (AFFSA) has contracted with Jeppesen to provide safe engine out departure procedures for bases used by the KC-10 to provide the maximum takeoff weight po ssible and miss any obstacles should an engine fail during takeoff. Special Departure Procedure information is found at “http://www.jeppesen.com/wlcs/index.jsp” on the Internet.

Jeppesen analyzes terrain and obstacle data agai nst aircraft specific performance data to determine the best engine out departure and takeoff weight for each runway at a given location. Get the username and password for the website from your instructor or squadron as the username and password changes o ccasionally. Once logged into the website, c lick on OPS DATA, which will take you to the SORT and aircraft selection menus. Select KC -10 and Airport Name. The next screen will allow you to choose an airport.

A User Guide that can be viewed or dow nloaded is also available below the Ops Data menu. Only bases that have appr oved procedures are listed on the Jeppesen website. This website should be check ed during mission planning. If an approved procedure is available, it must be brief ed and used if an engine failure occurs on takeoff. TOLD and/or SDP departure plat e information can be found on the website, and has been approved by the Air Force for TOLD computations.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-10 01 JUL 13 Figure 4-7a. Airfield Analysis Data 1.

The FAA expects all aircraft to climb at a rate of at least 200 ft/nm (30:1) with all engines operating. The top line represents this.

The middle line represents 152 ft/nm (40:1) or a 2. 5% net climb gradient. When an instrument runway is TERPS and an obstacle penetrates th is line, a Departure Procedure or SID identifies the obstacle or requires a turn or in creased climb rate. Air Force requires most military aircraft to be able to clear all obstacles in the event of an engine failure. Identifying the proper obstacles is the hard part.

Because of the climbout and clean up procedures, at times the KC-10 actually operates below a 2.5% climb gradient. In this case, act ual obstacles may exist and may not be readily identified.

Jeppesen airfield analysis identifies all obstacl es that penetrate the bottom line out to approximately 30 nautical miles. After that, it’s up to you to avoid obstacles.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-11 01 JUL 13 Figure 4-7b. Airfield Analysis Data 2.

The SDP is aircraft specific. Takeoff and climb performance proc edures are examined against the specific runway obstacle data to det ermine the best route. Straight ahead is examined first with alternate rout es later if it would be impossible to use the straight-ahead course. The route selected will apply techni cal manual procedures and provide clearance over all obstacles for the first 30 miles in the event you lose an engine at V 1

.
After going to the correct websit e, Figures 4-7c, 4-7d, and 4-7e are examples of the TOLD data pages and departure plate information found on the site. The plate depicts both Dry and Wet data with Dry data being used most by crewmembers and the Wet being use by mission planners. Jeppesen, using the ICAO criteria, also covers a greater width for obstacle consideration along the planned flight rout e than required by FAA.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-12 01 JUL 13 1

2

3

4

5

7

6 8
FOR TRAINING USE ONLY 9**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-13 01 JUL 13 Figure 4-7c. TOLD data sheet. Using the TOLD data sheet is fairly easy. The sheet has systems information as well as airfield data. Below is a description of the some of the information on the sheet.

Items on Figure 4-7c:

Item 1 Systems settings and airfield data ar e usually found at the top of the page.

Item 2 Runway 6 – Dry with a T URN is the runway identified, the wet entries are usually used by mission planners and not normally used by the aircrews.

Item 3 This is the outside air temperature in Centigrade.

Item 4 This is the maximum takeoff weight and should not be exceeded. This is a planning guideline.

Item 5 The max liftoff point is the point that t he airplane lifts off if it loses an engine at V 1

. Simply stated, it is the fi eld length plus the lineup distance. Cutbacks have already been considered for obstacles or screen height s. You must subtract the runway alignment distance from this max liftoff poi nt number. Enter this number in your RWY AVAIL block. If E-TOLD is used just enter this number.

Item 6 This is the number used for the obstacle height in AGL. Ente r this number in the OBST HT block. Again if E-TOLD is used this number needs to be in MSL HT. You must add field elevation to this number and to get its MSL HT.

Item 7 The runway slope is identified here and is used. This is your actual slope for this runway. This is the number that is entered in the SLOPE block on your TOLD worksheet. If using E-TOLD, remember that a zero has to be put in front of the dismal point.

Item 8 This is the number used in the TOLD data for corrected obstacle distance. This number is your obstacle dist ance and is entered in the OBST DIST block. This is also entered in E-TOLD in the very same manner.

Item 9 This number is not used. The number is obtained from T.O. 1C-10(K)A-1-1 and should be greater or equal to the number on the SDP TOLD sheet. If the number is less than the SDP sheet, a mistake has occurred and the climb gradient data must be recomputed.

Figure 4-7d is an example of a Special Departu re Plate with only written instructions and Figure 4-7e is a Special Engine Failure Procedure plate.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-14 01 JUL 13 Figure 4-7d. Special Procedure Plate. FOR TRAINING USE ONLY**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-15 01 JUL 13 Figure 4-7e. Special Engine Failure Procedure. FOR TRAINING USE ONLY**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-16 01 JUL 13 Figure 4-8.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-17 01 JUL 13 Figure 4-9. Correction Factor fo r Configuration Changes (CFCC).

DO NOT TAKEOFF WITH A CFCC IF RSC CONDITIONS EXISTS.

The box contains the CFCC. The CFCC char t (Fig. 4-8) in Se ction Three of the Performance Manual provides the nece ssary corrections when operating with degraded deceleration equipment. It uses the RCR and the inoperative device to provide a numerical value to be used to account for degraded stoppi ng capability. It has three correction grids: Anti-Ski d Braking Inoperative; One wheel brake inoperative; and center gear retracted. CFCC is used only on the set of charts labeled RCR 23 to 18, regardless of the reported RCR. When a CFCC is used, no RCR correction is necessary. In our example enter a check mark in the box (Fig. 4-9). 7 18 9 3.25**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-18 01 JUL 13 R U N W A Y A V A I L A B L E ( 1 0 0 0 F T )

E Q U I V A L E N T F I E L D L E N G T H ( 1 0 0 0 F T ) 16

15

14

13

12

11

10

9

8

7

6

5

4

3 16

15

14

13

12

11

10

9

8

7

6

5

4

3

CFCC RCR CG SLOPE WIND A/C ICE 20 23 20 22 21 19 18 8 20 30 0 2 0 20 40 OFF ON OFF ENG ON ENG

+

ON WING T A I LW

IN

D H E A D W

I N D

D

O

W

N

H

I L L

UP

HI

L L

0 1 0 9,750 NOTE: DO NOT MAKE RCR
CORRECTION WHEN MAXIMUM TAKEOFF GROSS WEIGHT AT OPTIMUM TAKEOFF FLAP SETTING

RCR = 23 TO 18/WITH REVERSE THRUST

PROTECTION (%) (KNOTS) (% MAC)

CFCC IS USED

Figure 4-10. MAXIMUM TAKEOFF GROSS WEIGHT AT OPTIMUM TAKEOFF FLAP SETTING RCR = 23 TO 18/WITH REVERSE THRUST**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-19 01 JUL 13 Figure 4-11. Equivalent Field Length (EFL).

This is the Equivalent Field Length box (Fig . 4-11). Equivalent Field Length is the first of a series of five charts that ar e used to determine the Maximum Takeoff Gross Weight at Optimum Flap setting. The repor ted RCR, RSC or availability of Reverse Thrust will determine the set you will use. If all deceleration devices were operational; the runway was dry; the center of gravity wa s 8 percent; no wind; the air conditioning was off; and the wing and engine ant i-ice protection was off; then, the Equivalent field length would equal Runway Available. EFL may be greater than, less than, or equal to Runway avail able, based on aircraft, environmental, and runway conditions.

Figure 4-10 depicts sheet one of the set of c harts for RCR 23 to 18. Enter the chart with the runway available of 10,000 feet. Read right to t he baseline of the CG grid at 8 percent. Parallel the correction grid to the CG of 20 percent. Notice that as the CG moves aft from 8 percent, the EFL is increased. Next, apply the correction for air conditioning "ON" and read the EFL of 9,750 feet. This distance is used only to determine the Runway Available Limiting we ight. Enter the value in the EFL box (Fig. 4-11). 7 18 9 3.25 T**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-20 01 JUL 13 Figure 4-12.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-21 01 JUL 13 Figure 4-13. Runway Available Limi ting Weight at 5 Flaps (5 RALW).

Figure 4-12 replicates sheet 2 of the series. It converts temperature, pressure altitude and equivalent field length to a weight at the most restrict ive flap setting of 5 degrees. Enter the chart with 20 degrees and in tersect the pressure altitude line for 1,006 feet. Read right to the EFL base line of 10,000 feet. Parallel the guide down to 9,750 feet and read a runway available limiting weight for Flaps 5 of 504,000 pounds. Enter 504.0 in the RALW box (Fig. 4-13).

With the flaps at 5 degrees and a weight of 504,000 pounds, this aircraft, without regard to climb performance, would be able to accelerate on three engines to decision speed, experience an engine failu re, and continue the takeoff on two engines or stop in the remaining runway. Of course you cannot disregard climb performance so you need one more "k nown" for the MTOGW equation. 7 18 9 3.25 T

9,750**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-22 01 JUL 13 Figure 4-14.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-23 01 JUL 13 Figure 4-15. Climb Gradient Limiting Weight At Flaps 25 (25 CGLW).

This box contains the Climb Gradient Limi ting Weight (Fig. 4-15). Figure 4-14 replicates Sheets 5 and 4 of t he series. These two sheets are designed to be read in reverse order. Enter sheet 5 with the OAT of 20 degrees and intersect the Altitude line. Read left to find an Uncorre cted Climb Gradient Limiting Weight of 548,000 pounds. Now enter sheet 4 with this we ight and correct for Air Conditioning "ON" and parallel the CG grid to correct for the CG of 20 percent. Next, read left to the baseline for the climb gradient required. Note that the gradient grid begins at 2.5 percent. Parallel the guideline down to in tersect the required gradient of 3.25 percent and find the Climb Gradient Limiting Weight at Flaps 25 of 518,000 pounds. You now have two parameters at the mo st limiting flap settings for each.

This weight, without regard to takeoff distanc e, and the flaps set to 25 degrees is the maximum weight that would allow a cont inued takeoff after an engine failure at decision speed and ensure that an obstacle 30 feet high and 2,000 feet from the departure end of the runway would be cleared.

Of course, you cannot disregard one limiting we ight in favor of another, but you can optimize the flap setting to satisfy each of the two weights. Sheet 3 does this for
you. 7 18 9 3.25 T

9,750 504.0**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-24 01 JUL 13 Figure 4-16**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-25 01 JUL 13 Figure 4-17. Maximum Takeoff Gross Weight (MTOGW) Optimum Flap Setting (FLAP).

These two boxes (Fig. 4-17) contain the Maximum Takeoff Gross Weight and Flap Setting. Figure 4-16 is a replica of Sheet 3 of the series. This chart takes the weights that you have computed and conver ts those two weights at the most restrictive flap setting to the best (or optimu m) flap setting and weight that will satisfy both parameters of runway and climb limits. Since the under standing of this chart is a prerequisite to understanding KC-10 takeoff performance, take a look at the two entering arguments.

First, RALW: Notice that the RALW grid lines start out at the left at the most restrictive flap setting of 5 degrees and gr adually slope upward to the right hand side, ending at the flaps 25 line. If clim b performance were di sregarded, the most weight for a given runway would always be at 25 degrees flaps.

Second, CGLW: Now look at the CGLW grids at the right. Note that the lowest weight is at 25 flaps and t he grid increases as the flap setting decreases. In the higher gross weight range the CGLW line gradually increases in weight until the minimum flap setting of 5 degrees is reached. At lower weights the line increases until approximately 10 degrees flaps and then fl attens out or actually decreases.

Since RALW varies directly with flap setting and CGLW varies inversely with flap setting, the point at which the tw o lines intersect is the only point on the graph that will yield a gross weight and flap setting that will satisfy each parameter.

Now enter with 504.0 on the left and 518.0 on the right. Establish the line and parallel the grids until the lines intersect. Find a MTOGW of 544,000 pounds and a FLAP SETTING of 18.0. Enter these values in Figure 4-17. 7 18 9 3.25 T

9,750 504.0 518.0**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-26 01 JUL 13 Figure 4-18. Assumed Runway Availa ble Limiting Weight/Temperature (ASSUMED RALW/TEMP)

Assumed Climb Gradient Limiting Weight/Temperature (ASSUMED CGLW/TEMP)

Assumed Temperature (ASSUMED TEMP).

These three boxes (Fig. 4-18) are used to compute data required to accomplish a reduced power takeoff. Since the Takeoff Gr oss Weight is equal to the Actual Gross Weight for the mission, a TRT takeoff is r equired. Enter a check mark in each box.

The procedures for computing the assu med temperature for a reduced power takeoff will be covered in detail later in this segment. 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-27 01 JUL 13 Figure 4-19.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-28 01 JUL 13 Figure 4-20. Tire Speed Limiting Weight (TSLW).

Tire Speed Limiting Weight (Fig. 4-20) is based on a ground speed of 204 knots. It is not normally a limiting fa ctor except for extremely high-pressure altitudes and high temperatures, coupled with long runways and low flap settings. Figure 4-19 has two examples plotted on the chart. The dashed line shows the conditions that would make this a factor. The solid line plots the current conditions for this TOLD Card. Notice that the plot goes off the c hart with the flap setting grid. Tire speed is not a limiting factor with a flap setting equal to or greater t han 20 degrees (Note 2, Fig. 4-19). In this case, ent er a check mark in the box (Fig. 4-20) and take a look at the speeds involved in the takeoff sequence. 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T T T**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-29 01 JUL 13 Figure 4-21. NOTE: 1. ONE WING ENGINE INOPERATIVE 2. HARD SURFACE RUNWAY 3. V MCG CORRECTION IF RCR GREATER THAN OR EQUAL TO 10 AND NO RSC AND CROSSWIND COMPONENT LESS THAN OR EQUAL TO 10: SUBTRACT 10 KNOTS. 4. FOR ENGINE & WING ICE PROTECTION ON, INCREASE V MCG BY 1.2 KIAS

132**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-30 01 JUL 13

Figure 4-22. Ground Minimum Control Speed (V MCG ) and Minimum Rotate Speed.

This is the V MCG box (Fig. 4-22). Figure 4-21 depicts the Ground Minimum Control Speed Chart. This speed is used to dete rmine Decision Speed and Minimum Rotate Speed. V MCG is a function of Temperature, Pr essure Altitude and Flap Setting with corrections for RCR values equal to or greater than 10, and a correction if anti-ice is used for takeoff. Charted V MCG is the FAA approved and certified speed where directional control is available using only r udder deflection. A note was added to the KC-10 chart to allow the benefit of nos e wheel steering to be used for takeoff computations when the RCR is 10 or better. Enter the chart with an OAT of 20 degrees and intersect the pressure altitude line; read right to the flap base line and correct for 18 degrees of flaps and read the charted V MCG at the right of 132 knots. The RCR is reported to be 23 with a 7-knot crosswind, so su btract 10 knots and enter 122 in the V MCG box (Fig. 4-22).

NOTE V MCG correction if RCR greater than or equal to 10 and no RSC and crosswind component less than or equal to 10: Subtract 10 knots.

This box (V R MIN ) contains the Minimum Rotate s peed (Fig. 4-22). Minimum Rotate speed is the Charted V MCG for wet/icy conditions (no nose-wheel steering). Enter charted V MCG of 132 in V RMIN box (Fig. 4-24.). Check that Rotate Speed exceeds the V MCG wet/icy speed of 132 knots. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-31 01 JUL 13 Figure 4-23. Sheet 1.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-32 01 JUL 13 Figure 4-24. Uncorrected Critical Engine Failure Speed (VCEF)

This is the V CEF box (Fig. 4-24). Figure 4-23 depicts th e first of three sheets that are used to compute V CEF . This is the speed at which the KC-10 can experience a wing engine failure and either continue the takeoff or stop in the remaining runway. This distance is Critical Field Length. The fi rst chart applies temperature, pressure altitude and gross weight to obtain an unco rrected Critical Engine Failure Speed. Enter the temperature grid at 20 degrees and intersect the pressure altitude line of 1,006. Read down to intersect the gross weight at 544,000 pounds, and read right to find an uncorrected V CEF of 168 knots. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-33 01 JUL 13 Figure 4-25. Sheet 2 and 3.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-34 01 JUL 13 Figure 4-26. Critical Engine Failure Speed (VCEF).

The uncorrected V CEF is a function of power avail able, gross weight and a flap setting of 5 degrees. Sheet 2 and 3 as depi cted in Figure 4-25, corrects this speed for various environmental, aircraft, and runw ay conditions. Enter sheet 2 with the uncorrected V CEF of 168 knots and apply the flap co rrection for 18 degrees. Read right to the baseline for air conditioning and follo w the grid from "off" to "on" and read 153 knots.

Now enter sheet 3 with 153 knots and read right to the CG baselin e of 8 percent and correct for a CG of 20.0 perc ent. Since that is the last applicable correction, read a corrected V CEF of 150 knots. Enter 150 in the V CEF box (Fig. 4-26). T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-35 01 JUL 13 Figure 4-27.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-36 01 JUL 13 Figure 4-28. Maximum Brake Energy Speed (VMBE).

This is the V MBE box (Fig. 4-28). Maximum Brake Energy Speed is that speed that can be attained and the aircraft stopped in t he remaining runway without exceeding the energy absorption capability of the brakes. Figure 4-27 shows the chart. Notice that the gross weight star ts at 480,000 pounds. At weights less than this, use 480.0 to compute speed. The chart is entered wit h a weight (544.0) and slope (0). Winds are applied (if applicable). Then run through te mperature and pressure altitude grids and finally a small correction is made for the flap setting. Read V MBE to the right as an indicated airspeed of 182 knots. Enter 182 in the V MBE box.

Sheet 2 (not shown) provides corre ctions for various abnormal equipment malfunctions. If these corrections are m ade, enter the VMBE ch art with the ground speed reference from Sheet 2. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-37 01 JUL 13 Figure 4-29. (Sheet 1)**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-38 01 JUL 13 Figure 4-30. (Sheet 2)**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-39 01 JUL 13 Figure 4-31. (Sheet 3)**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-40 01 JUL 13 Figure 4-32. Maximum Allowable Weight when V 1 = V MCG (MAW).

This is the MAW box (Fig. 4-32). What is a weight doing in the middle of a discussion of speeds? Actually, it is a speed disguised as a weight. This is another case where the military and the civilian spec ifications conflict. The FAA recognizes a speed called VAS, or velocity-accelerate/s top. In the milit ary world this VAS speed is called "Refusal Speed". Si nce the DC-10 was a revenue-producing vehicle, no one ever wanted or needed to operate the aircraft at extremely low gross weights. The DC-10 VAS chart was so extr emely conservative it was practically unusable in the KC-10, so the VAS charts we re replaced with the MAW charts. This does the same function as the military "Refusal Speed". It is used only when V 1 is V MCG . You enter the chart wit h the runway available (without any cutbacks used solely for obstacle clearance), apply t he conditions, and find a weight that guarantees acceleration to V 1 (when V 1 = V MCG ) and STOPPING IN THE REMAINING RUNWAY , takeoff already assured by V CEF . Since V CEF exceeds V MCG , place a check mark in the MAW box (Fig. 4-32).

NOTE

Some of the Maximum Allowable Weight (MAW) charts have an additional sheet 3 used to correct runway available if the crosswind component is greater than 10 knots or a CFCC is used. MAW char ts are shown on pages 4-39, 4-40, and 4- 41. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-41 01 JUL 13 Figure 4-33.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-42 01 JUL 13 Figure 4-34. Rotation Speed (VR).

This is the Rotate Speed box (Fig. 4-34) . Figure 4-33 shows the Rotation Speed Chart. Enter the chart with 20 degrees and in tersect the pressure altitude line. Read down to the gross weight line, read le ft to the baseline for the flap correction grid, apply the flap setting of 18 and find an uncorrected V R of 170 knots. Now look at the three correction insets. The first corre ction is for runway slope. It is 0.7 knots per one percent slope, uphill being a plus corre ction and downhill a minus. The next correction is for CG. This chart is based on a CG of 8 percent. For each percent the CG moves aft, 0.3 knots for each percent aft of 8 reduce the speed. The last correction is for engine bleed requirements. This is a standard plus 0.3 for air conditioning "ON". This amounts to a delta correction of minus 3.0 knots. Rotate speed is 167 knots. Enter 167 in the box (Fig. 4-34). T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-43 01 JUL 13 Figure 4-35.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-44 01 JUL 13 Figure 4-36. Climbout Speed (V2).

This is the Climbout Speed box (Fig. 4-36). Figure 4-35 shows the Climbout Speed or V 2 chart. Note that the pressure altitude grid s are reversed on this chart when compared to the previous V R chart. Enter the chart with 20 degrees and intersect the pressure altitude line; read down to the gross weight, and then right to the flap correction base line. Correct for flaps 18, and read an uncorrected V 2 of 183 knots. Apply the delta corrections and find a corrected V 2 of 180 knots.

Note that the delta corrections for slope are reversed when compared to the V R chart, and there is no bleed correction. The CG correction is the same.

Enter 180 in the V 2 box (Fig. 4-36). T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T

167**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-45 01 JUL 13 Figure 4-37. SHEET 1

48**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-46 01 JUL 13 Figure 4-38. SHEET 2 330 °

48**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-47 01 JUL 13 Figure 4-39. Maximum Allo wable Temperature Block.

This block lists the maximum allowable brake temperature for takeoff. Figures 4-37, sheet 1 and figure 4-38, sheet 2 are used to compute the maximum brake temperature for takeoff. This temperatur e is the highest brake temperature that permits the energy from a subsequent reje cted takeoff (stopping from V1) to be completely absorbed.

Enter the figure 4-37 sheet 1 with the takeoff temperature of 20 ° C, and move up to a pressure altitude of 1006’, than move right to a V 1 speed of 150 knots. Continue down to a gross weight of 544,000 lbs and then left to a reference RTO Energy of 48. Using the RTO referenc e number enter sheet 2, figur e 4-38 and go right to the Slope correction. Keep going right to the RT O ENERGY baseline, then follow this correction up to the Maximum Allowable br ake temperature base line and you should read a temperature of 330 ° C. Enter 330 ° C in the Maximum Allowable Brake Temperature block. This te mperature is compared to the actual temperature prior to takeoff. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T

180 167**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-48 01 JUL 13 Figure 4-40.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-49 01 JUL 13 Figure 4-41. BRAKE TEMPERATURE ZONE.

The brake temperature zone block is used as a reference to determine how hot the brake (s) may be after an abort. Use the OAT of 20 ° C, follow the line right to a pressure altitude of 1006’, than move up to a brake initiation speed, this example uses the V 1 speed of 150 knots. Continue right unt il you intersect a gross weight of 544,000 lbs. Next, move straight down to t he Energy Correction Baseline. From the baseline parallel the line down to the end to of that section (see example in figure 4- 40) and from that point move down to t he Initial BTMS Temperature baseline (20 ° C). For this example, figure 4-40; move strai ght down to the bottom of this section. This shows that the brake energy after an abort may be in the caution zone. Enter the word CAUTION into the BRAKE ZONE block on figure 4-41. T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T

180 167 330 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-50 01 JUL 13 Figure 4-42. Told Card Worksh eet Conditions Computations.

Here is the Told Card Wor ksheet that you have completed thus far (Fig. 4-42). The entries are for a Takeoff Rated Thrust ta keoff. Since most takeoffs use reduced thrust, take a look at the procedures fo r determining the "Assumed Temperature" for reduced thrust takeoffs. 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

20

. 0 % +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-51 01 JUL 13 5 1 0 1 5 2 0 2 5

S H E E T 1 S H E E T 2 S H E E T 4 S H E E T 5

S H E E T 3

4 4 5 F L A P 1 8 E S T A B L I S H E D M T O G W

5 4 4 5 4 4

4 4 5
5

R A L W

R A L W A S S U M E D T E M P

E F L

9

. 7 5 T O G W

4

8 0
T O G W 4 5 8

4

5 8

2 5 C

G L W 4 8 6 4 8 6 C G L W A S S U M E D T E M P

4 4 ø C

M A X I M U M T A K E O F F G R O S S W E I G H T A T O P T I M U M T A K E O F F F L A P S E T T I N G

R C R = 2 3 T O 1 8 / W I T H R E V E R S E T H R U S T

R E D U C E D T H R U S T T A K E O F F A N D

F

L A P L I N E

4 7 ° C

Figure 4-43.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-52 01 JUL 13 Figure 4-44. Assumed Temperature

These are the Assumed Temperature boxes (Fig . 4-44). Figure 4-43 contains the five charts you used to determine the MTOGW and Flap Setting. You entered sheet 2 and 5 with the ambient tem perature and found a RALW and CGLW . Then you entered sheet 3 with these values and found a MTOGW of 544.0 and Flap Setting of 18.0. If the actual takeoff gross weight is less than MTOGW, a reduc ed thrust takeoff should be made. Use a gross weight of 480.0 for this example.

1. Maintain the established flap setting and read down to intersect the 480.0 weight line.

2. Parallel the guideline to the left and find an assumed RALW of 445.0.

3. Enter Sheet 2 with the a ssumed RALW and read left to intersect the equivalent field length of 9,750. Follow the guideline to the 10,000-foot base line. Read left and intersect the pressure altitude line and fi nd the assumed RALW temperature of 47 degrees. Enter 445.0/47 in the first box (Fig. 4-45).

4. Again on Sheet 3, from the intersection of the established flap setting, parallel the guideline down to the right to find an assumed CGLW of 458.0.

5. Enter Sheet 4 with 458.0; r ead right to intersect the clim b gradient of 3.25; parallel the grid up to the 2.5 gradi ent baseline; read right to intersect the CG of 20.0 percent and follow the correction grid down to 8 percent. Read right to the air conditioning "On" baseline, and follow the guide line to the air conditioning "Off" line. This yields an uncorrected assumed CGLW of 486.0.

6. Enter Sheet 5 with 486.0 and intersect the pressure altitude line; read down to find an assumed CGLW temperatur e of 44 degrees. Enter 458.0/44 in the second box (Fig. 4-45)

7. Select the lower of Assumed RALW and CGLW temperature and place 44 degrees in the Assumed Temperature box (Fig. 4-45) . The TOLD Card is completed in the same manner as before, using Assumed Temperature for all Computations except Pressure Height for Accelerati on, Brake Cooling Time and Brake Energy. BRAKE ZONE T T T 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T

180 167 330 ° CAUTION**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-53 01 JUL 13 Figure 4-45. Assumed Temperature Boxes Completed

SEGMENT REVIEW

This segment covered the information required to complete the Computations Section of the TOLD Card Worksheet. You:

1. Computed the Envi ronmental Factors.

2. Computed Weight and Distance Factors.

3. Computed the Speeds required for Takeoff.

4. Computed an Assumed Temperature for a Reduce Power Takeoff.

Complete the following Lesson Exercise before continuing. 445.0/47 458.0/44 44 7 18 9 3.25 T

9,750 504.0 518.0 544.0 18.0 °

T

132 122 150 182 T

180 167 330 ° CAUTION**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-54 01 JUL 13 LESSON EXERCISE

1. The maximum tailwind component for takeoff is ________________ knots.

2. Given a tailwind component of 10 k nots, the calculated wind would be __________ knots.

3. The maximum crosswind component for takeoff is __________ knots. It may be reduced further by _________.

4. The minimum climb gradient required for takeoff is __________ percent.

5. The climb gradient is computed us ing the distance from the __________ end of the runway and the obstacle heigh t. Always use the most ___________ flap setting.

6. If the required climb gradient exceeds 9.0 it will be necessary to increase the ___________ to the obstacle by reducing ________________________.

7. If a takeoff is made with the cent er gear retracted, a CFCC must be determined. It is used only on t he charts labeled ___________________. No __________ correction is made when using a CFCC.

8. Equivalent Field Length may be _____________ to, ___________ than, or _________ than runway available.

9. EFL is used only in determining _____________.

10. RALW is based on the most restri ctive flap setting of __________ degrees.

11. CGLW is based on the most restrictive flap setting of ___________ degrees.

12. RALW varies _____________ with flap setting, while CGLW varies

_______________.

13. RALW and CGLW are used to determine a _____________ and a

_______________________.
14. Tire Speed Limiting Weight, or TSLW, is based on a ground speed of ________ knots.

15. TSLW is not a factor at flap settings of ____________ degrees or more.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-55 01 JUL 13 16. Charted Ground Minimum Control Speed is based on a _____/______ RCR and does not take into acc ount the benefit of ________________

__________.
17. If the RCR is equal to or greater t han ________, the crosswind is equal to or _______ than _____ with no RSC, subtract _______ knots from the charted value to determine V MCG

.
18. Critical Engine Failure Speed, or V CEF , is the speed at which the aircraft can experience an engine failure and ei ther _____________ the takeoff or __________ in the remaining runway.

19. Maximum Brake Energy Speed, or V MBE , is that speed at which a takeoff may be aborted without exc eeding the ____________________________ capability of the brakes.

20. Maximum Allowable Weight, or MAW, is a factor only when V 1 is set by

_________.

21. MAW is checked to determine if the aircraft can be accelerated to __________, and then _____________ in the remaining runway.

22. Charted Rotate Speed, or V R , is based on a CG of _______ percent.

23. The Minimum Rotate speed may not be lower than charted _________ for a _______/_______ runway.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-04 4-56 01 JUL 13 LESSON EXERCISE ANSWER KEY

1. 10 2. 15 3. 31/RCR 4. 2.5 5. departure/restrictive 6. distance/runway available 7. 23 to 18/RCR 8. equal/less/greater 9 RALW 10. 5 11. 25 12. directly/inversely 13. MTOGW/flap setting 14. 204 15. 20 16. wet/icy/nose wheel steering 17. 10/less/10/10 18. continue/stop 19. energy absorption 20. V MCG 21. V MCG /stop 22. 8 23. V MCG /wet/icy**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-05 5-1 01 JUL 13 5.0 EMERGENCY RETURN COMPUTATIONS

This segment covers the minimum requi red landing data computations to be used for emergency return to the runway after a catastrophic failure. The assumption is made that no time is available for fuel dump and data computation. It is based on the environmental conditi ons and weight used for takeoff.

When you finish this segment you will be able to:

1. Determine the aircraft c onditions for emergency return. 2. Determine the aircraft conf iguration for emergency return. 3. Determine the Environmental conditions for emergency return. 4. Compute the Speeds and Distances for emergency return.

Figure 5-1. Data to be computed.

The highlighted boxes indica te the required data. The boxes that contain an asterisk are used only for abnormal landing situations. LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-05 5-2 01 JUL 13 Figure 5-2. Atmospheric Density Relationships.**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-05 5-3 01 JUL 13 Figure 5-3. SMOE/Relative Density.

This is the Relative Density box (Fig. 5-3). Figure 5-2 sh ows the relative density, or SMOE chart. It is used to convert indica ted approach airspeed to true airspeed in order to establish a relative ground speed to moni tor the approach for wind shear. Enter the chart with 20 degrees and inters ect the Pressure Altitude line . Read the relative density at the left of 1.028. Ente r value in box (Fig. 5-3). LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

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W834-05 5-4 01 JUL 13 Figure 5-4. KC-10A Landing Speed**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-5 01 JUL 13 Figure 5-5. Threshold Speed (VTH).

This is the Threshold Speed bo x (Fig. 5-5). Threshold Speed is the basis for Approach Speed. It is a function of gross weight and is based on 130 percent of Minimum Stall Speed. This speed is usually obtained from the tabulat ed data in the abbreviated checklist as seen in Figure 5-4. This speed is valid at pressure altitudes up to 2,000 feet. Above this altitude, the threshold s peed charts in the Performance Manual must be used. Data are provided for 35 and 50 flaps . Landings are normally made at Flaps 35 unless conditions dictate otherwis e. Locate the data set for the gross weight that is closest to the landing weight. In this case it is 540.0. Since the landing weight of 544.0 falls between 540.0 and 560.0, you must interpolate to fi nd the threshold speed of 177 knots. Enter speed in the box (Fig. 5-5).

Figure 5-6. Threshold True Air Speed (VTH TAS). This is the TAS box (Fig. 5-6) . Multiply the charted thres hold speed of 177 knots by the relative density of 1.028 to obtain the Th reshold True Airspeed. Always round fractional airspeeds up the highest whole number. Enter 182 in the V TH TAS box (Fig. 5-6). 1.028

1.028

177 LDG GROUND ROLL

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-6 01 JUL 13 Figure 5-7. DEMONSTRATED VALUES**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-7 01 JUL 13 Figure 5-8. Flare Distance (FLARE DIST).

This is the Flare Distance box (Fig. 5-8). Flare distance is measured from 50 feet over the threshold to the touchdown point. This speed is a function of weight and speed and is based on crossing the thre shold at 50 feet, reducing thrust and initiating flare. The chart ed distance is increased by 167 percent to account for wind, slope, increased approach speed, shallow approach and non-standard temperatures. Enter the chart with Pressure Altitu de and intersect the gross weight line. Read right to the flap base line and correct for flaps 35. Find a flare distance of 2,350 feet and ent er that distance in the flare box (Fig. 5-8). 1.028

177 182

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-8 01 JUL 13 STOPPING DISTANCE RATIO

APPROXIMATE 4.0

3.4

1.0 3.0

2.6

1.5

2 0 20 18 16 14 12 10 8 6 4

RCR SLOPE (%) 3 2322 1.2 1.4 1.8 2.2 2.4 2.8 3.2 3.6 3.8

23 12 12 8
4 RUNWAY CONDITION

DRY

RUNWAYS COVERED WITH SNOW HAVE AN

IT IS RECOMMENDED THAT A

WAY CONDITIONS ARE NOT CLEARLY RCR

WET (GROOVED) WET (POROUS)
WET ICY

RCR SOMEWHERE BETWEEN WET AND ICY.

CONSERVATIVE RCR BE USED WHEN RUNIDENTIFIED.

2.0

Figure 5-9.STOPPING DISTANCE RATIO (SDR)**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-9 01 JUL 13 Figure 5-10. Stopping Di stance Ratio (SDR).

This is the SDR box (Fig. 5-10). SDR is a ratio of the landing ground roll at a chosen RCR to the la nding ground roll at an RCR of 23. Figure 5-9 shows the SDR chart in the Approach and Landing Section of the Performance Manual. You will recall that the numerical values for a wet or icy runway in the Takeoff Section were different. These values were chosen to maintain the same stopping distance ratio for Takeoff and Landing. As you can see, a dry runway has a SDR of 1.0. A wet, porous or grooved runw ay has a SDR of 1.5. A smooth wet or icy runway has a SDR of 2. 0 and 3.0 respectively. Also remember that a "wet", smooth runway uses a 10 va lue for takeoff and an 8 for landing. The runway is dry; so enter 1.0 in the SDR box (Fig. 5-10). 1.028

177 182

2,350

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-10 01 JUL 13 Figure 5-11. 60

O U T S I D E A I R T E M P E R A T U R E ( C ) 40

20

0

-20

-40

0 1 2 3 4 5 6 7 8

6 0 0

5 6 0

5 2 0

4 8 0

4 4 0

4 0 0

3 6 0

3 2 0

2 8 0

2 4 0 G

R

O

S

S W E

I G

H

T (

1 0 0 0 L

B S

) - 2

- 1 S L 1 2 3 4 5 6 7 8 9
1 0

1 1

1 2

1 3

1 4

P R E S S U R E A L T I T U D E

3600 NOTE:

2. MAXIMUM ANTI-SKID BRAKING LANDING GROUND ROLL

1. MAXIMUM UNRESTRICTED LANDING WEIGHT IS 436,000 LBS.

3. SPOILERS EXTENDED

4. CENTER GEAR EXTENDED

( 1 0 0 0 F T )

R E F E R E N C E L A N D I N G G R O U N D R O L L ( 1 0 0 0 F T ) -60 S T

D D A

Y**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-11 01 JUL 13 Figure 5-12. Reference Landing Ground Roll.

Figure 5-11 shows Sheet One of the land ing ground roll charts. Enter the chart with 20 degrees and intersect the Pressure Altitude line. Read down to the gross weight line of 544. 0 and read the reference landi ng ground roll at the right of 3,600 feet.

Now go to Sheet 2 to find the actual landing distance. 1.028

177 182

2,350 1.0

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-12 01 JUL 13 Figure 5-13. LANDING GROUND ROLL

T A I L W I N D 15

12

0 10

8

5

3

4 3 1 0 40 20 20 03550
WIND (KNOTS) SDR 2 L A N D I N G G R O U N D R O L L ( 1 0 0 0 F T )

1 2 4 6 7 9 11 13 14

0 1 2 3 4 5 6 7 8

0 2

FLAP INCREASED SLOPE (%) H E A D W I N D

U P H I L L D O

W N H I L L R E F E R E N C E L A N D I N G G R O U N D R O L L ( 1 0 0 0 F T )

SETTING
(DEG) THRESHOLD

SPEED
(KNOTS) 3900 3600**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-13 01 JUL 13 Figure 5-14. Landing Ground Roll (LDG GROUND ROLL).

This is the Landing Gr ound Roll box (Fig. 5-14). Enter Sheet 2 with the Reference Landing Ground Roll of 3,600 feet. Correct for Flaps 35. Since there are no more applicable corrections, find the Landing Ground Roll at the right to be 3,900 feet, and enter it in the box (Fig. 5-14).

Figure 5-15. Landing Distance (LDG DIST).

This is the Landing Distance box (Fig. 5- 15). Add the Flare Distance to the Landing Ground Roll and place 6,250 in t he Landing Distance Box (Fig. 5-15). 1.028

177 182

2,350

1.028

177 182

2,350 1.0

1.0

3,900 LDG GROUND ROLL

LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-14 01 JUL 13 SEGMENT REVIEW

This Segment covered the ar eas of the Landing Data Wo rksheet you are required to complete in order to compute the Emergency Return Data for each takeoff. You determined the aircraft systems conditions a nd Landing flap/slat combination, and used the environmental conditions existing at takeoff to co mplete the data.

You:

1. Listed the aircraft conditions.

2. Listed the aircraft configuration.

3. Listed the environmental conditions.

4. Computed the required Data.

Complete the following Lesson Exercise before continuing.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-15 01 JUL 13 LESSON EXERCISE

1. SMOE, or Relative Density, is used to convert _____________________ to ________________________.

2. Threshold Speed is based on _________ percent of _________ stall speed.

3. Tabulated Data may be used to co mpute Threshold Speed at Pressure Altitudes up to __________ feet.

4. Flare Distance is measured from _________ feet above the ________ to the touchdown point.

5. Charted flare distance is increased by _______ percent.

6. The Stopping Distance Rati o, or SDR, is the rati o of the landing distance on a dry runway to the landing distance at a chosen ___________.

7. A wet, smooth surface runway woul d increase the landing distance by a multiple of ________, when compared to the same distance on a dry
runway.

8. The RCR value for a wet, smooth su rface runway is ________ for takeoff and ________for landing.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-05 5-16 01 JUL 13 LESSON EXERCI SE ANSWER KEY

1. Threshold speed/true airspeed 2. 130/minimum 3. 2,000 4. 50/threshold 5. 167 6. RCR 7. 2.0 8. 10/8**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-1 01 JUL 13 6.0 TRANSFER DATA TO TOLD CARD

This segment covers the entries required on the Takeoff and Landing portion of the TOLD Card, including emergency return data. You will select the appropriate data and transfer it from the worksheet to the TOLD Card; compute the remaining takeoff data; and finally, compute the remaining emergency return data.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-2 01 JUL 13 Figure 6-1. Completed TOLD Card Worksheet.

This is the worksheet that you have completed up to this point. You will transfer the data to the appropriate block on the TOLD Card and compute the remaining data, where required.

The text will cover each bo x in sequence, describing the function of the data and its relationship to takeoff and emergency return computations. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 10,000

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350
6,250 3,900 LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-3 01 JUL 13 Figure 6-2. Gross Weight and Flap Setting.

Figure 6-2 shows the GW and Flaps box. Compare t he GW to the MTOGW on the worksheet. If the GW is equal to or less than the MTOGW, enter the actual take off gross weight in the GW box on the TOLD Card. Now transfer the flap setting in Figure 6-2.

Here is a way to do a "qui ck check" of the flap setting. Notice that the RALW is 504.0 and the CGLW is 518.0. If these two numbers were the same, then the flap setting would be approximately 16.0. If RALW exceeds CGLW, the flap setting will be less than 16. 0. If CGLW exceeds RALW , the flap setting will be greater than 16

.
In the mid to high gross weight r ange, a 20,000 pound difference in RALW and CGLW will change the flap setting approximat ely 3 degrees. Take this TOLD Card for example: RALW = 504.0; CGLW = 518.0; Difference = 14.0; 20.0 is to 3 as 14.0 is to 2. Thus 16 + 2 = 18.0 Flaps (or 3/20 x 14 = 2 + 16 = 18). 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 10,000

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350
6,250 3,900 LDG GROUND ROLL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-4 01 JUL 13 Figure 6-3. N 1 Setting for Takeoff Thrust Set Between 40 and 80 Knots**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-5 01 JUL 13 Figure 6-4. N1 RPM.

This box contains the N 1 RPM for the type of takeoff being accomplished. Figure 6-3 shows the N 1 setting for takeoff thrust se t between 40 and 80 Knots. This chart, like all the charts in the Perfo rmance Manual, follows the convention of placing much of the guidelines and info rmation in "NOTES" on the chart, instead of the descriptive text.

Enter the chart at the bottom with 20 degr ees and intersect the pressure altitude line. Read left and find an N 1 setting of 112.4. Read the notes and determine if any corrections need be made. Enter 112.4 on the TOLD Card. Since this is a TRT takeoff, enter a check mark in the Assumed Temperature box. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0 18.0 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-6 01 JUL 13 Figure 6-5. Decision Speed (V 1 ).

This is the Decision Speed, or V 1 box (Fig. 6-5). This speed is the highest of V MCG and V CEF , not to exceed V MBE . In this case, V CEF exceeds V MCG and is less than V MBE , so enter 150 on the TOLD Card. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-7 01 JUL 13 Figure 6-6. Rotate Speed (V R ).

Next, compare the Rotate Speed with the Minimum Rotate Speed (V MCG without the 10 knot reduction). In this case, V R exceeds 132 knots. Enter 167 knots in the V R box (Fig. 6-6).

If V R were less than V R MIN , V R would be increased, (“bumped”) to V R MIN and that speed transferred to the TOLD card. If V R was bumped, V 2 speed would also be bumped by the same increment. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-8 01 JUL 13 Figure 6-7. Climbout Speed (V 2 ).

This is the V 2 box (Fig. 6-7). Climbout Speed is normally charted V 2 . Since this speed is predicated on a pitch angle established at rotate, if rotate speed was increased to equal V R MIN, then you would increase V 2 by the same increment. In this case, V R MIN is not a factor so enter 180 in the box (Fig. 6-7). 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150

167**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-9 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANK**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-10 01 JUL 13 FLAP AND SLAT RETRACTION SPEEDS AND MINIMUM MANEUVER SPEEDS NOTE: SPEEDS ARE ONLY VALID TO 14,000 FT PA.

GROSS WEIGHT (1000 LB) V FR (KIAS) V SR (KIAS) V MM (KIAS)

600 210 258 294

590 208 256 292

580 207 253 289

570 205 251 287

560 203 249 284

544.0 550 201 247 282 INTERPOLATE 200; 245; 280 540 199 244 279

530 197 242 277

520 195 240 274

510 194 238 271

500 192 235 268

490 190 233 266

480 188 230 263

470 186 228 260

460 184 226 257

450 182 223 255

440 180 221 252

430 178 218 249

420 176 216 246

410 174 213 243

400 172 210 240

390 170 208 237

380 167 205 234

370 165 202 231

360 163 200 228

350 160 197 225

340 158 194 222

330 156 191 219

320 153 188 215

310 151 185 212

300 149 182 208

290 146 179 204

280 144 176 201

270 141 173 197

260 138 170 194

Figure 6-8. Flap and Sl at Retraction Speeds and Minimum Maneuver Speeds.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-11 01 JUL 13 Figure 6-9. Flap Retract Speed (V FR ) Slat Retract Speed (V SR ) Zero Retract Minimum Maneuver Speed (0°/RET V MM ).

These Flap Retract, Slat Retract and Min. Maneuver Speeds (Fig. 6-9) are obtained from tabulated data. They are a function of gross weight. Locate the data set closest to the takeoff gross weig ht (Fig. 6-8) and interpolate to find V FR of 200; V SR of 245; and a V MM of 280. Note the spread between these numbers. The spread remains fairly constant and a si gnificant deviation from this spread may indicate an error in computations. Enter the three speeds in the appropriate box in Figure 6-9. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150

167

180**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-12 01 JUL 13 Figure 6-10.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-13 01 JUL 13 Figure 6-11. Stabilizer Setting (STAB).

This box (Fig. 6-11) contains the stabiliz er setting for takeoff. It is dependent on the center-of-gravity location and flap setting. It is chosen to require a minimum of re-trimming from rotation through climbout.

Enter the chart (Fig. 6-10) with the CG and intersect the flap setting for takeoff. Read the stabilizer setting at the left of 5. 0. Notice that the stabilizer setting "green band" is between 2 and 10, and that all settings are positive or "aircraft nose up." Enter the stabi lizer setting of 5.0. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150

167

180

200

245

280**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-14 01 JUL 13 Figure 6-12. PRESSURE HEIGHT FOR ACCELERATION

14000

12000

10000

8000

6000

4000

2000 A I R F I E L D P R E S S U R E A L T I T U D E

1000 P R E S S U R E H E I G H T A B O V E R U N W A Y ( F T )

1200 1400 1600 1800 2000 0

-1000

NOTE:

1. ONE ENGINE INOPERATIVE.

2. VALID FOR ALL FLAP SETTINGS.

3. VALID FOR ALL SECOND SEGMENT GROSS CLIMB GRADIENTS ABOVE 2.5%.

A C T U A L

-

6 0

- 5 0

- 4 0

- 3 0

- 2 0

- 1 0 0

1 0
2 0 3 0
4 0

5 0

6 0 O U T S I D E A I R

T E M P E R A T U R E ( ° C )

1006

1470 DAY STANDARD PRESSURE HEIGHT FOR ACCELERATION**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-15 01 JUL 13 Figure 6-13. Pressure Height for Acceleration (ACCEL HT).

Figure 6-13 shows the Accel H t. box. This is the final box of the Takeoff Section of the TOLD Card. Figure 6-12 shows the Pressure Height for Acceleration chart with a standard day temperatur e line added. Notice that at any point along the standard temperature line, t he Pressure Height for A cceleration is 1500 feet AGL. This height is based on a time-d istance-height formula with the flaps and slats in the takeoff configuration, speed at V 2 , and the power at takeoff thrust for ten minutes. Enter the chart with the PA and intersect the 20-degree OAT line. Read down to the gradient grid and find a pressure altitude of 1,470 feet. The chart has changed the standard 1,500 feet pressure height for acceleration to account for the non-standard day temperature of 20 ° at 1,006 feet. Enter 1,470 AGL in the box.

Now complete the rest of the Emergency Return Data. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150

167

180

200

245

280

5.0**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-16 01 JUL 13 Figure 6-14. KC-10A Landing Speeds.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-17 01 JUL 13 Figure 6-15. Emergency Return Landing Distance and Speeds.

Transfer the Landing Distance from the wor ksheet, and look at Figure 6-14. This tabulated data is found in t he abbreviated checklist. T hese speeds are a function of a percentage above minimum st all speed and prov ide adequate speed margins for maneuvering bank angles. Locat e the data set closest to the takeoff gross weight and interpolate to find a 0° /RET speed of 280; 0°/EXT speed of 241; 22°/EXT of 200; and a 35°/EXT V TH of 177. Now enter these speeds and transfer the Threshold TAS to the appropriate boxes in Figure 6-15. 380.0

8

149 147 166 202 234 7,428'

149 7 18 9 3.25 T

T T T

T 9,750 504.0 518.0 544.0 18.0 °

T 122 150 182

167 132 180 330 ° CAUTION 2,000’ 544.0 20.0% +20 ° C +10 ° C

1,006’ 160 ° 20 140 ° 10,000’

23 T T 670’ 700’ MSL

x x

1.028

177 182

1.0 2,350

6,250 3,900 LDG GROUND ROLL 544.0

112.4% T 18.0 °

150

167

180

200

245

280

5.0

1,470 AGL**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-18 01 JUL 13 Figure 6-16. Completed Told Card.380.081491471662022347,428'14971893.25TTTTT9,750504.0518.0544.0 18.0°T122 150182167132 180330°CAUTION2,000’544.020.0% +20°C+10°C1,006’160°20140°10,000’23TT670’700’ MSLxx1.0281771821.02,3506,2503,900LDG GROUNDROLL544.0544.0112.4%T18.0°1501671802002452805.01,470 AGL2802412001771826,250T380.081491471662022347,428'149380.081491471662022347,428'14971893.25TTTTT9,750504.0518.0544.0 18.0°T122 150182167132 180330°CAUTION2,000’544.020.0% +20°C+10°C1,006’160°20140°10,000’23TT670’700’ MSLxx1.0281771821.02,3506,2503,900LDG GROUNDROLL544.0544.0112.4%T18.0°1501671802002452805.01,470 AGL2802412001771826,250T**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-19 01 JUL 13 Completed Told Card

Figure 6-16 shows the completed TOLD Ca rd. This workbook covered only the basic procedures required to complete a "n ormal" TOLD Card. You will complete approximately 19 different situational data cards as you progress through the Simulator Phase of training. All tak eoff data computations follow the same sequence you have just completed, the only difference being aircraft configuration and changing environm ental and runway conditions.

SEGMENT REVIEW

This segment covered the TOLD Card section of the Takeoff and Landing Data Card. You selected the computed data to be transfe rred from the worksheet to the Takeoff and Landing section. You co mputed the remaining data fo r the Takeoff Section, and remaining speeds to complete the Emergency Return Data.

1. Determine Data to be transferred

2. Compute Remaining Takeoff Data

3. Compute Remaining Emergency Return Data

Complete the following Lesson Exercise before continuing.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-20 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANK**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-21 01 JUL 13 LESSON EXERCISE

1. If RALW and CGLW are equal, the flap setting will be approximately ____________ degrees, r egardless of aircraft gross weight.

2. N 1 RPM set for takeoff must be made prior to _________ knots.

3. Decision speed is the higher of __________ or __________, not to exceed

________________.
4. Rotate speed may not be less than charted __________

_________________.
5. If rotate speed must be increas ed then ___________ speed must be increased by the same increment.

6. Flap retract, slat retract, and minimum maneuver speeds are based on

__________________

__________________ ____________.
7. The stabilizer settings were chosen to provide a _______________ of retrimming from _______________ to ______________.

8. At standard day temperatur es, the charted pressure height for acceleration is _____________ feet, adjusted up or down as required.

9. Tabulated approach and landi ng maneuver speeds are based on ________ _________ speed for the flap/slat configuration and are valid throughout the environmental envelope.

10. The one exception to the above is tabulated threshold speed, which is valid up to a pressure altit ude of ___________ feet.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-06 6-22 01 JUL 13 LESSON EXERCI SE ANSWER KEY

1. 16 2. 80 3. V CEF /V MCG /V MBE 4. V MCG -WET/ICY or V R MIN 5. climbout 6. Takeoff gross weight 7. minimum/rotation/climbout 8. 1,500 9. minimum stall 10. 2,000**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-1 01 JUL 13 7.0 TOLD CARD DATA VERIFICATION

Verify the Accuracy of Selected TOLD Card Entries Using Tabulated Data

T.O. 1C-10(K)A-1, Section V states t hat “The aircraft commander will ensure takeoff data prepared by the Flight Engineer is checked prior to takeoff.” This check must be made by the P ilot or another qualified F light Engineer and, as a minimum, takeoff N 1 setting, stabilizer setting and V speeds will be checked. Critical Field Length will also be checked and, if required, a climb gradient will be calculated and compared to actual aircraft climb gradient. This check will be based on the temperature and flap setting used by the Flight Engineer to makethe original computations. Use of the tabulated data charts contained in T.O. 1C10(K)A-1CL-2 and/or the slipstick will greatly reduc e the time and effort required to check the takeoff data computations.

V CEF , V R , V 2

Tab data charts are provided to compute V CEF , V R and V 2 . The V CEF charts are for RCRs of 23, 14 and 10 with reverse thrust available. If the RCR is any other value, a RSC is reported, or the airc raft is being dispatched without reverse thrust, then the V CEF must be checked using the Performance Manual.

The V CEF , V R and V 2 charts are all used with the same entering arguments.

1. Enter the first chart at the top of the page with th e temperature and pressure altitude to obtain a reference speed.

2. Enter the next chart with the refer ence speed and the takeoff gross weight to obtain a weight-corrected speed.

3. Use this speed and the takeoff flap se tting to enter the next chart and obtain a flap corrected speed.

4. Apply the CG correction at the bo ttom of the page to obtain the final V CEF , V R or V 2

.

V FR , V SR and 0/RET V MM

Use the V FR , V SR and V MM speed charts to find the speed directly under the gross weight. No corrections are applied to these speeds.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-2 01 JUL 13 V MCG /V RMIN

V MCG is directly related to the amount of thrust being produced by the engines. Engine thrust is constant to a given te mperature for each pressure altitude. Beyond this flat rated temperat ure, engine thrust decreases with temperature increases. For example: At sea level, the engine thrust is constant to 30 degrees, then decreases with increasing temperature.

Looking at the V MCG /V RMIN chart in the checklist, the V MCG at sea level is constant at 134 knots from -50 to +30, and then drops to 130 k nots at +40. At +35 degrees the V MCG is 132 knots.

The charted V MCG values are for a wet/icy runway (RCR less than 10). With RCR values equal to or greater than 10, the V MCG value is reduced by 10 knots. All V MCG values are computed using the temper ature that was used to compute the rest of the takeoff dat a (Actual or Assumed).

If the takeoff is planned using assumed temperature, power may not be advanced to takeoff rated thrust until 135 knots (135 knots is the "worst case" charted V MCG ).

PROCEDURES

Use the slipstick or TAB data in T.O. 1C -10(K)A-1CL-2 to veri fy that the TOLD Card you accomplished earlier is correct.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-3 01 JUL 13 N 1 SETTING - TAKEOFF THRUST SET BETWEEN 40 AND 80 KNOTS ABNORMAL BLEED CORRECTIONS

TAT PRESSURE ALTITUDE - FEET 5000 PRESSURE ALTITUDE

(FEET) N 1 BLEED

A (%) CODE

* F ° F ° C -1000 0 1000 2000 3000 4000 ABOV E

-76.0 -60 93.7 95.3 95.9 96.4 97.1 97.8 98.7 -1000 +0.7 +1.0

-67.0 -55 94.8 96.4 97.0 97.5 98.2 99.0 99.9 SL +0.8 +1.0

-58.0 -50 95.9 97.5 98.1 98.6 99.3 100.1 101.0 2000 +1.0 +1.0

-49.0 -45 96.9 98.6 99.2 99.8 100.4 101.2 102.1 4000 +1.15 +1.0

-40.0 -40 98.0 99.7 100.2 100.8 101.5 102.3 103.3 6000 +1.25 +1.0

-31.0 -35 99.0 100.8 101.3 101.9 102.6 103.4 104.4 8000 +1.35 +1.0

-22.0 -30 100.1 101.8 102.4 103.0 103.7 104.5 105.4 10000 +1.4 +1.0

-13.0 -25 101.1 102.9 103.4 104.0 104.7 105.5 106.5 12000 +1.45 +1.0

-4.0 -20 102.1 103.9 104.5 105.1 105.8 106.6 107.6 14000 +1.5 +1.0

5.0 -15 103.1 104.9 105.5 106.1 106.8 107.7 108.6 NOTES
* THE N 1 SETTINGS ABOVE ARE BASED ON ONE AIR-CONDITIONING PACK PER ENGINE "ON" MISCELLANEOUS BLEEDS "ON" ENGINE ANTI-ICE "ON" OR "OFF" AND WING ANTI-ICE "OFF".

* FOR ABNORMAL ENGINE BLEEDS APPLY APPROPRIATE CORRECTION AS SHOWN.

*A. Engine bleed fo r air-conditioning packs "OFF" and miscellaneous bleeds "ON" or "OFF". *F. One wing anti-ice or two wing anti- ice "ON" below 7.7 ° C onl y

. 14.0 -10 104.1 105.9 106.5 107.1 107.8 108.7 109.7

23.0 -5 105.1 106.9 107.5 108.1 108.9 109.7 110.7

32.0 0 106.1 107.9 108.5 109.1 109.9 110.7 111.7

41.0 5 107.0 108.9 109.5 110.1 110.9 111.7 112.8

50.0 10 108.0 109.9 110.5 111.1 111.9 112.7 113.8

59.0 15 108.9 110.8 111.4 112.1 112.9 113.7 114.8

68.0 20 109.9 111.8 112.4 113.1 113.8 114.7 115.8

69.8 21 110.0 112.0 112.6 113.3 114.0 114.9 115.7

73.4 23 110.4 112.3 113.0 113.7 114.4 115.3 115.3

77.0 25 110.8 112.7 113.4 114.0 114.8 114.9 114.9

80.6 27 111.2 113.1 113.7 114.4 114.5 114.5 114.5

84.2 29 111.5 113.5 114.1 114.1 114.1 114.1 114.1

86.0 30 111.7 113.7 113.9 113.9 113.9 113.9 113.9

95.0 35 112.7 112.7 112.7 112.7 112.7 112.7 112.7

104.0 40 111.5 111.5 111.5 111.5 111.5 111.5 111.5

113.0 45 110.2 110.2 110.2 110.2 110.2 110.2 110.2

122.0 50 108.9 108.9 108.9 108.9 108.9 108.9 108.9

Figure 7-1. Check N 1 .

Enter the "N 1 setting - Takeoff Thrust set Between 40 and 80 knots" chart with 20 degrees and 1,000 feet pressu re altitude and read the N 1 chart value of 112.4. Since there are no bleed corrections, N 1 is verified at 112.4 percent.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-4 01 JUL 13 1006 ALT (1000 FT)

SL 2 4 6 8 10

60 133 136 139 - - -

50 129 132 135 138 141 144

40 125 128 132 135 138 141

30 121 124 128 132 135 138

20 121 123 126 129 133 136

0 120 123 126 129 132 136

-50 118 122 126 128 131 135

REFERENCE SPEED (KIAS) = 122

REFERENCE SPEED (KIAS)

118 122 126 130 134 138 142

600 178 180 183 186 188 191 194

580 174 176 179 182 185 188 191

560 169 172 175 178 181 184 187

540 165 168 171 174 177 180 183

520 160 164 167 170 173 176 180

500 156 159 162 166 169 172 175

480 151 154 158 161 164 168 171

460 146 149 153 156 160 163 167

440 141 144 148 152 155 159 162

420 135 139 143 146 150 154 157

400 130 134 137 141 145 149 152

380 124 128 132 136 140 143 147

360 118 122 126 130 134 138 142

340 112 116 120 125 128 132 136

320 105 109 113 118 122 126 131

300 98 102 107 111 115 120 124

280 90 95 99 104 109 113 118 WEIGHT CORRECTED SPEED (KIAS) = 169 WEIGHT CORRECTED SPEED (KIAS)

90 100 110 120 130 140 150 160 170 180 190

25 76 86 95 104 113 122 131 140 149 158 166

20 76 88 98 107 117 126 135 144 153 163 172

15 82 92 101 111 121 130 140 149 159 168 178

10 86 96 105 115 125 135 145 154 164 174 184

5 90 100 110 120 130 140 150 160 170 180 190

FLAP CORRECTED SPEED (KIAS) = 154

CG CORRECTION (KIAS)

0 -1 -2 -3 -4 -5 -6

8-9 10-12 13-16 17-19 20-22 23-26 27-29

CG (% MAC) V CEF = FL CORR SPD + CG CORR = 150

NOTE

Refer to T.O. 1C-10(K)A-1-1, Section III, for dispatch with reverse thrust at other RCR values of RSC, and Section XII for dispatch without reverse thrust.

118

121

125

128

131

134 10

8

6

4

2

SL MCG/ RMIN (5 E -15 E FLAP)

115 112

115

117

122

126

130 125 121 118

130 126 122 118

117

120

ASSUMED TEMP E C

FLAP CORRECTION IF FLAPS > 15 E : SUBTRACT 1 KNOT
V CORRECTION IF RCR . $ 10: SUBTRACT 10 KNOTS
NO RCR CORRECTION REQUIRED FOR V V

RMIN

-50 0 20 30 40 50 60

MCG V

Figure 7-2. Check V 1 .

Enter the "V CEF , RCR 23 W/REVERSE THRUST” char t with 20 degrees and 1,000 feet pressure altitude and read a reference speed of 122. Enter the next chart with 122 and a weight of 544 and read a we ight corrected speed of 169. Enter the last table with 169 and flaps 18 and interpolate to find a flap corrected speed of 154. Apply the CG correction and find the V CEF to be 150 knots.

Enter the "V MCG /V R MIN" chart with 20 degrees and 1,000 feet and read a chart value of 132.5 (round up to 133). Subtract one knot for flaps greater than 15 (132). Subtract 10 knots for RCR greater than 10. V MCG = 122. V CEF of 150 is greater than V MCG of 122, therefore V 1 = 150 knots.TEMP (°C)WEIGHT (1000 LB)FLAP (DEG) V REF RCR 23W/REVERSE THRUST ZERO WIND ZERO SLOPE**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-5 01 JUL 13 1006 ALT (1000 FT)

SL 2 4 6 8 10

60 160 161 161 160 - -

50 158 159 160 161 162 163

40 157 158 159 160 161 162

30 155 157 158 159 160 161

20 155 156 157 158 160 161

0 155 156 157 158 159 160

-50 154 155 156 157 159 160

REFERENCE SPEED (KIAS) = 156

REFERENCE SPEED (KIAS)

154 156 158 160 162 164

600 195 196 197 198 199 200

580 191 192 193 195 196 197

560 187 189 190 191 192 194

540 184 185 186 188 189 190

520 180 181 183 184 186 187

500 176 177 179 180 182 183

480 172 173 175 177 178 180

460 168 169 171 173 174 176

440 163 165 167 169 170 172

420 159 161 162 164 166 168

400 154 156 158 160 162 164

380 149 152 154 156 158 160

360 144 146 149 151 153 155

340 139 141 143 146 148 151

320 133 136 138 141 143 146

300 127 130 133 135 138 141

280 120 123 127 130 133 136 WEIGHT CORRECTED SPEED (KIAS) = 186 WEIGHT CORRECTED SPEED (KIAS)

120 130 140 150 160 170 180 190 200

25 104 114 123 132 141 149 158 167 175
20 108 117 127 136 145 154 163 172 181
15 112 121 131 140 150 159 169 178 188
10 116 125 135 145 155 165 174 184 194
5 120 130 140 150 160 170 180 190 200

FLAP CORRECTED SPEED (KIAS) = 171

CG CORRECTION (KIAS)

0 -1 -2 -3 -4 -5 -6

8-9 10-12 13-16 17-19 20-22 23-26 27-29

CG (% MAC) V R = FL CORR SPD + CG CORR = 167

Figure 7-3. Check V R

.

Enter the "V R Zero Wind-Zero Slope" chart with 20 degrees and 1,000 feet and read a reference speed of 155.5 (round up to 156). En ter the next table with 156 and a weight of 544 and obtain a weight corrected speed of 186. Enter the next table with 186 and flaps 18 and obtain a flap corrected speed of 171 (interpolated) . Apply the CG correction of -4 knots and find V R = 167 knots.TEMP (°C)WEIGHT (1000 LB)FLAP (DEG) V R ZERO WIND
ZERO SLOPE**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-6 01 JUL 13 1006 ALT (1000 FT)

SL 2 4 6 8 10

60 170 170 170 - - -

50 171 170 170 169 169 -

40 171 171 170 170 170 169

30 171 171 171 170 170 169

20 171 171 171 171 170 170

0 171 171 171 171 170 170

-50 171 171 171 171 170 170

REFERENCE SPEED (KIAS) = 171 WEIGHT CORRECTED SPEED (KIAS)

140 150 160 170 180 190 200 210

25 124 133 142 151 159 168 177 186
20 128 137 146 155 164 174 183 192
15 132 141 151 160 170 179 188 198
10 136 145 155 165 175 184 194 204

5 140 150 160 170 180 190 200 210

FLAP CORRECTED SPEED (KIAS) = 184

CG CORRECTION (KIAS)

0 -1 -2 -3 -4 -5 -6

8-9 10-12 13-16 17-19 20-22 23-26 27-29

CG (% MAC) V 2 = FL CORR SPD + CG CORR = 180

WEIGHT (1000 LB)

280 300 320 340 360 380 400 420 440 460 480 500 520 540 56 580 600

171 145 150 154 158 163 167 171 175 179 183 186 190 193 197 200 204 207
170 144 149 153 157 162 166 170 174 178 182 185 189 192 196 199 203 206
169 143 148 152 156 161 165 169 173 177 181 184 188 191 195 198 202 205

WEIGHT CORRECTED SPEED (KIAS) = 198

Figure 7-4. Check V 2 .

Enter the "V 2 Zero Wind-Zero Slope" chart wit h 20 degrees and 1,000 feet and read a reference speed of 171. Enter the next table with 171 and 544 and obtain a weight corrected speed of 198. Enter the last t able with 198 and flaps 18 and obtain a flap corrected speed of 184 knots (interpolated). Apply the CG correction and find V 2 = 180 knots. V 2 ZERO WIND ZERO SLOPEFLAP (DEG)TEMP (°C)REFERANCE SPEED**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-7 01 JUL 13 FLAP/SLAT RETRACTION AND MINI MUM MANEUVER SPEEDS (KIAS)

GR. WT. 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450 460 470 480 490 500 510 520 530 540 550 560 570 580

V FR 144 146 149 151 153 156 158 161 163 165 167 170 172 174 176 178 180 182 184 186 188 190 192 194 195 197 199 201 203 205 207

V MM 201 204 208 212 215 219 222 225 228 231 234 237 240 243 246 249 252 255 257 260 263 266 268 271 274 277 279 282 284 287 289

V SR 176 179 182 185 188 191 194 197 200 203 205 208 210 213 216 219 221 224 226 229 230 233 235 238 240 242 244 247 249 251 253

Figure 7-5. Check V FR , V SR AND 0/RET V MM .
Enter the "Flap/Slat Retraction and Mini mum Maneuver Speeds" Table with a weight of 544; interpolate to find:

V FR = 200 V SR = 245 V MM = 280

Figure 7-6. Check Crit ical Field Length.

Enter the "Critical Field Length RCR = 23 to 18/WITH REVERSE THRUST" chart with 20 degrees and 1000 feet and find a reference distance of 4,900 feet. 15

3 13

11

8

6

60 50 20 10 0 -10 -20 -30 -40 -50 -60

OUTSIDE AIR TEMPERATURE (°C) 40 30 R E F E R E N C E D I S T A N C E ( 1 0 0 0 F T )

4 5 7 9 10 12 14 16 17

P R E S S U R E A L T I T U D E

1 4

1 3

1 2

1 1

1 0

9

8

7

6

4

3

2

1

S L

- 1 5 CRITICAL FIELD LENGTH
RCR = 23 TO 18/WITH REVERSE THRUST

( 1 0 0 0 F

T )

4900**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-8 01 JUL 13 Figure 7-7. Reference Critical Field Length.

Enter Sheet 2 with 4,900 feet and 544 and find a reference critical field length of 11,800 feet. CRITICAL FIELD LENGTH

R E F E R E N C E C R I T I C A L F I E L D L E N G T H ( 1 0 0 0 F T ) 18

17

16

15

14

13

12

11

10

9

8

7

6

5

4

3

1817161514131211109876543

REFERENCE DISTANCE (1000 FT) G R O S S W E I G H T 600

5 6 0

5

4 0

5

2 0

5

00 58 0

4 8 0

4

6 0

4

4 0

4 0 0

3 8 0

3

6 0

3 4 0

32 0

3 0 0

2

8 0

2

6 0 RCR = 23 TO 18/WITH REVERSE THRUST

( 1 0 0 0 LB )

4900 11,800 (CONTINUED)

4 2 0**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-9 01 JUL 13 Figure 7-8. Critical Field Length.

Enter Sheet 3 with the 11,800 and apply the flap, air conditioning, and CG corrections. Find the Critical Field Length = 10,000 feet (Critical Field Length = Runway Available). 18

5

FLAP SETTING A/C

WIND (KNOTS) SLOPE CG RCR CFCC 17

16

15

14

13

12

11

10,000

9

8

7

6

5

4

3 18

17

16

15

14

13

12

11

10

9

8

7

6

5

4

3 R E F E R E N C E C R I T I C A L F I E L D L E N G T H ( 1 0 0 0 F T )

C R I T I C A L F I E L D L E N G T H ( 1 0 0 0 F T )

10 15 20 25 OFF

ENG ENG
OFF ON 0 20 40 0 2 8 20

30 23 22 21 181920 0 10 20 NOTE: DO NOT MAKE RCR CORRECTION WHEN CFCC IS USED CRITICAL FIELD LENGTH
RCR = 23 TO 18/WITH REVERSE THRUST

(DEG)

PROTECTION +
WING

ON ON

(%) (% MAC) 11,800

ICE (CONTINUED)**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-10 01 JUL 13 SEGMENT REVIEW

This segment covered the use of Tabulated Da ta and verifying the accuracy of Takeoff Data.

1. You covered the limited use and scope of this data.

2. You located the appropriate tables according to the takeoff conditions.

3. You used the tables to verify the previously completed TOLD Card.

When you complete the following exercise you will have finished this Workbook.**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-11 01 JUL 13 LESSON EXERCISE

Use the Tabulated Data to check the Told Card in Figure 7-9. This is a Reduced Thrust Told Card, so use Assumed Te mperature to check the Data. Don't forget to check Critical Field Length...

NOTE: Use conditions for previous TRT takeoff.

TOLD Card checks good? Yes ____ No _____

Discrepancies (if any):

_____________________________________

_____________________________________

Critical Field Length: ____________________

Figure 7-9. Reduced Thrust Told Card.

When you complete this Exercise, give this wo rkbook to your instructor. He will check it for accuracy, clear up any problem areas and return it to you. You will use this information as a reference for the remainde r of the Academic and Simulator Phase of Training. 380.0

8

149 147 166 202 234 7,428' 480.0 480.0

106.2% 18.0 °

143

158

169

188

230

263

5.0

1,470 AGL 263

227

186

165

171 5,340 T 44 ° C 380.0

8

149 147 166 202 234 7,428' 480.0 480.0

106.2% 18.0 °

143

158

169

188

230

263

5.0

1,470 AGL 263

227

186

165

171 5,340 T 44 ° C 23**KC-10 Aircrew Training System Takeoff and Landing Data** 

CH 6
W834-07 7-12 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANK