W-834

 01 Jul 13 

W834

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 DATE: 20 NOVE 2014
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-LEP A 01 JUL 13

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KC-10 Aircrew Training System 

Takeoff and Landing Data

Original 

W834-01-WB i 01 OCT 05 

TABLE OF CONTENTS 

1.0 INTRODUCTION .................................................................................................. 1-1 

2.0 OBJECTIVES ....................................................................................................... 2-1 

3.0 TAKEOFF CONDITIONS...................................................................................... 3-1 

4.0 TAKEOFF COMPUTATIONS ............................................................................... 4-1 

5.0 EMERGENCY RETURN CONDITIONS ............................................................... 5-1 

6.0 TRANSFER DATA TO TOLD CARD .................................................................... 6-1 

7.0 TOLD CARD DATA VERIFICATION .................................................................... 7-1 
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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 segments 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 each data box, discuss data box contents, and its 

relationship to takeoff data computations. You will then enter that data in the 

appropriate box. Chart replication from the Performance 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 check 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. 
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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. 
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3.0 TAKEOFF CONDITIONS 

This workbook (W834) covers the same subjects as CBT Lesson PIQ-C835 AND 

FIQ-C835 but with more detailed information on KC-10 Weight and Balance 

Computation. It provides exercises to reinforce your knowledge of the 

information and procedures required to compute takeoff and emergency return 

data. It presents one additional 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 AND FIQ-C835. When you finish this lesson, you will 

have a "hard copy" of the complete KC-10 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 application 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 reference for your takeoff performance 

calculations during the simulator phase of training. 
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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 weight 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 with 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 release gross weight of 544,000 pounds. Enter the gross 

weight. 
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 Figure 3-2. 
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Figure 3-3. Center of Gravity (CG).

The Center of Gravity box (Fig. 3-3) contains the brake release CG. The center of 

gravity affects the takeoff performance of the aircraft. The Ramp/Taxi CG forward limit 

is 8 percent MAC and the aft limit is 33 percent MAC. The CG must be within these 

limits before the aircraft is moved. Correction grids are provided on the performance 

charts, where applicable. The KC-10 CG is extremely weight sensitive, for instance, the 

permissible CG range at maximum allowable taxi weight of 593,000 pounds is only five 

percent of MAC (23 percent aft 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 that 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 
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 Figure 3-4. Floor Support.

The KC-10 was derived from the DC-10-30 Convertible Freighter, which carries cargo in 

upper and lower fuselage compartments. The weight bearing structure within the 

fuselage floor consists of seat tracks attached to stanchion braced crossbeams. There 

are ten rows of track that extend 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 fuselage structure, it must be 

considered as cargo when load planning. Another description of body tank fuel is "lower 

fuselage cargo". 
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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/aft 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 cargo weight which may be placed forward of 

station 848, read 38,000 lbs. at the intersection 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 station 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. 
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Figure 3-6. Load Planning Worksheet.

The Load Planning Worksheet is used to determine where cargo items can be placed 

without exceeding compartment weight and zone load limitations. 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 tank, 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 margin 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 
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Figure 3-7. Center of Gravity Plotting Graph.
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Weight-Center of Gravity Chart

A chart similar to the one in the Mission Planning 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 function 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 aid in maintaining an aft CG in flight. 

Another benefit is realized when unloading, because when the zero-fuel weight CG is 

forward of the main gear, there is less danger of tipping the aircraft. 
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Figure 3-8. Center of Gravity Wing Tanks Plotting Templates. 

12 

60 

65 

83 

83 0 

NOT TO SCALE 
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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 burned 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 body; 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 chart 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 tank 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 number two main tank fuel; the point at which 

the two weights coincide will yield a CG and weight. As a double-check, add the main 

tank fuel to the zero-fuel weight. If this weight 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 according to schedule, the CG will fall on or near this 

line. 

Place the apex of the center wing overlay over the weight/CG point above and read the 

CG under the fuel tank weight. Again, add the center wing fuel to the main tank and 

zero-fuel weight: The weight should match the 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 weight and CG will be found 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 where a different approach must be followed: When the main 

tanks contain less than ten thousand pounds of fuel, and ballast fuel is carried in the 

forward tank, add the main tank fuel to the zero-fuel weight and place 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 complete two Lesson Exercises. 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 application of this very useful 

tool. 
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Figure 3-9. Temperature Conversion. 

Figure 3-9. Temperature Conversion 

NOTE:

CENTEGRADE = (5/9 °F - 32°) 

FARENHEIGHT = (9/5 °C + 32°) 

TEMPERATURE CONVERSION 

DEGREES CENTEGRADE 

DEGREES FARENHEIGHT 
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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 amount of thrust available 

for takeoff, and it has a dramatic effect on the takeoff indicated airspeeds. 

Forecasted temperature obtained from 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 determine if engine anti-ice is required for 

takeoff. If the OAT is below six degrees C. and the dew point temperature 

spread is three degrees or less, engine anti-ice is required for takeoff. It may be 

reported in Fahrenheit. The 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 
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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, engine anti-ice is required for takeoff. 

Check the "OFF" box. In this example, anti-ice is not required. 

544.0 20.0% +20°C +10°C 
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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 -8 -17 -27 -36 -45 -54 -64 

30.0 -73 -82 -91 -100 -110 -119 -128 -137 -147 -156 

30.1 -165 -174 -183 -193 -202 -211 -220 -229 -238 -248 

30.2 -257 -266 -275 -284 -294 -303 -312 -321 -330 -339 

30.3 -348 -358 -367 -376 -385 -394 -403 -413 -422 -431 

30.4 -440 -449 -458 -467 -476 -486 -494 -504 -513 -522 

30.5 -531 -540 -549 -558 -568 -577 -586 -595 -604 -613 

30.6 -622 -631 -640 -649 -658 -667 -676 -686 -695 -704 

30.7 -713 -722 -731 -740 -749 -758 -767 -776 -785 -794 

30.8 -803 -812 -821 -830 -839 -848 -857 -866 -875 -884 

30.9 -893 -902 -911 -920 -929 -938 -947 -956 -965 -974 

31.0 -983 -992 -1001 -1010 -1019 -1028 -1037 -1046 -1055 -1064

31.1 -1073 -1082 -1091 -1100 -1109 -1118 -1127 -1136 -1145 -1154

31.2 -1163 -1172 -1181 -1189 -1198 -1207 -1216 -1225 -1234 -1243

31.3 -1252 -1261 -1270 -1279 -1288 -1297 -1305 -1314 -1323 -1332

31.4 -1341 -1350 -1359 -1368 -1377 -1385 -1394 -1403 -1412 -1421

31.5 -1430 -1439 -1448 -1456 -1465 -1474 -1483 -1492 -1501 -1510

31.6 -1518 -1527 -1536 -1545 -1554 -1563 -1571 -1580 -1589 -1598

31.7 -1607 -1616 -1624 -1633 -1642 -1651 -1660 -1669 -1677 -1686

31.8 -1695 -1704 -1713 -1721 -1730 -1739 -1748 -1757 -1765 -1774

31.9 -1783 -1792 -1800 -1809 -1818 -1827 -1836 -1844 -1853 -1862

32.0 -1871 -1879 -1888 -1897 -1906 -1914 -1923 -1932 -1941 -1949

Figure 3-13. Barometric Pressure vs. Pressure Altitude Conversion.
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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 the 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 Direction (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 direction 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’ 
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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) contains the runway magnetic heading and 

completes the three factors used in wind 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 
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Figure 3-18. Runway Available (RWY AVAIL).

The Runway Available box (Fig. 3-18) is the runway length minus the alignment 

distance and runway reductions required for obstacle clearance. Normally 300 

feet is subtracted from the runway length to determine runway available. 

Runway 14 is 10,300 feet in length. Enter 10,000’ in the box (Fig. 3-18). 

Figure 3-19. Runway Condition Reading (RCR).

This box (Fig. 3-19) contains the RCR used to determine the stopping capability 

of the aircraft. Factors such as wetness, rubber buildup and type of runway 

affect RCR values. The RCR also determines 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 breakpoint. This breakpoint represents the 

charted RCR values for each range. The flat portion is where the overlap from 

the previous range was integrated to provide continuity 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 runway 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’ 
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Takeoff and Landing Data

CH 6 

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. Equivalent Braking Action.

Figure 3-20 lists some approximate RCR values to be used when a numerical 

value is not provided. These approximate RCR values present selected stopping 

distance ratio (SDR) values of 1.0 for dry 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 conservative RCR be used when runway 

conditions are not clearly defined.

Figure 3-21. Runway Surface Condition (RSC). 

This is the RSC box. This is a measure of the contaminant depth on the runway 

surface to the nearest 1⁄4 inch. This depth 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 constant 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 example, the RSC is not a factor. 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 wet snow, slush, and/or water, or four 

inches of dry snow on the runway. 

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 
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Takeoff and Landing Data

CH 6 

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 more will be depicted on the approach plate. 

Slope affects takeoff in several ways. Downhill 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 runway available must be 

reduced to clear an obstacle. These calculations will be covered, in detail, in the 

"computations segment" of this lesson. This runway has no slope, so enter a check 

mark in the box (Fig. 3-22). 

Figure 3-23. Field Elevation (ELEV).

This is the Field Elevation box. Field elevation 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. For our example place 670’ in the box (Fig. 3-

23). If not using an SDP, and there is a requirement to determine an obstacle’s height, 

the departure end elevation of the active runway 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 side of the KC-10 TOLD Card Worksheet.

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 U 

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 U U 
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Figure 3-24.
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

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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 the General Information Section of the 

approach plates "Legend" pages. As Figure 3-24 indicates, 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) contains 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 used in other aircraft for determining 

obstacle distance. For instance, some aircraft 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 field length, the KC-10 procedure uses the distance to the 

obstacle from the departure end of the runway in all instances. Look at Figure 3-

24 again and find the distance to the circled 1. In this case it is 2,000 feet from 

the departure end of runway 14. Enter this value in the distance box. Obstacle 

height and distance may also be obtained from Special Departure Procedures 

(SDP) 

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 U U 670’ 

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 U U 670’ 700’ MSL 
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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 reasons: One, the avionics and accessory 

cooling systems rely on conditioned air for cooling, and two, as with all widebodied aircraft, structural stability is enhanced with some pressure differential in 

flight. The N1 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 for 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 thrust. These charts must be used when 

dispatching with any engine thrust reverser inoperative.) Due to high speeds 

achieved during the takeoff run and the delay time before full reverse thrust is 

attained, reverse thrust may be less important than prompt braking 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 

1,006’ 160° 20 140° 10,000’ 

23 U U 670’ 700’ MSL 

2,000’ 

544.0 20.0% +20°C +10°C 

1,006’ 160° 20 140° 10,000’ 

23 U U 670’ 700’ MSL 

2,000’ x 
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Takeoff and Landing Data

CH 6 

W834-03-WB 3-27 01 JUL 13 

SEGMENT REVIEW

This segment covered the information required in the "Conditions" Section of the TOLD 

Card Worksheet. 

1. You determined the aircraft conditions and configuration. 

2. You computed and entered the Environmental Conditions. 

3. You computed and entered the Airfield Conditions. 

Complete the following Lesson Exercise before continuing. 
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Takeoff and Landing Data

CH 6 

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 weight 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 these limits before the aircraft is 

_____________. 

3. When the center of gravity is moved aft, aircraft takeoff performance is 

____________. 

4. The center of gravity 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 known, it can be computed 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 Maximum 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 __________ inch of wet snow, 

slush, and/or water, or ________ inches of dry snow on the runway. 
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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 departure plate as altitude above ________ 

_______ ________, and are indicated by a symbol and a ___________ 

number. 

16. Obstacle distance is always measured from the _________ end of the 

runway in a direct line to the obstacle. 

17. The normal "Air Conditioning" configuration for takeoff is air conditioning 

________. 

18. The takeoff charts in section three are based on ____________________ 

being available for stopping. 
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Takeoff and Landing Data

CH 6 

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 takeoff 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 aft 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 operation) is pounds. 

A. 436,000 

B. 439,000 

C. 475,000 
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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 
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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 
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Takeoff and Landing Data

CH 6 

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 
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Takeoff and Landing Data 

CH 6 

W834-04 4-1 01 JUL 13 

4.0 TAKEOFF COMPUTATIONS

This section covers the entries and computations of the various factors used to 

compute KC-10 Takeoff performance. You 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 
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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 the steady state wind, plus any gust increment and 

directional deviation from the runway. The maximum allowable crosswind 

component is 31 knots. The maximum allowable crosswind component is further 

reduced as the RCR decreases. In this case, the wind is 20 degrees off the runway 

heading at 20 knots. Find a crosswind component of 7 knots 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 allowable crosswind component when the RCR 

is less than 23. 

Since the component in this case is a headwind, enter 50 percent of the component 

in the CALC box. 
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Takeoff and Landing Data 

CH 6 

W834-04 4-4 01 JUL 13 

Figure 4-3. Climbout Flight Path.

3.25

CLGR

2000

30
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Takeoff and Landing Data 

CH 6 

W834-04 4-5 01 JUL 13 

Figure 4-4. Climb Gradient (CLGR). 

This is the Climb Gradient Box (Fig. 4-4). This box will always contain a number. It 

will be the minimum climb gradient of 2.5 percent or the gradient required for 

obstacle clearance. Subtract the runway departure end elevation of 670 feet from 

the obstacle height of 700 feet 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. The 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 gradient. Slope affects the effective height of 

the obstacle in different ways. An Obstacle Clearance worksheet is provided on the 

reverse side of the TOLD Card. This worksheet contains all the information required 

for obstacle clearance computations. 

Take a look at Figure 4-5 on the next page. 

7 18 9 
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Takeoff and Landing Data 

CH 6 

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°
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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 three sections. The first is the conditions to 

be used to compute the data. Most of this information is transferred from the TOLD 

Card Worksheet. The next section is the "Simplified Solution" (Fig. 4-6). If the 

resultant climb gradient and maximum takeoff gross weight is sufficient for the 

mission, complete the TOLD Card based on this 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 provided 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 proceed 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 information 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°
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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 

CH 6 

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 possible 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 against 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 occasionally. Once 

logged into the website, click 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 downloaded is also available below the Ops 

Data menu. Only bases that have approved procedures are listed on the Jeppesen 

website. This website should be checked during mission planning. If an approved 

procedure is available, it must be briefed and used if an engine failure occurs on 

takeoff. TOLD and/or SDP departure plate 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 this line, a Departure Procedure or SID 

identifies the obstacle or requires a turn or increased 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, actual obstacles may exist and may not be readily 

identified.

Jeppesen airfield analysis identifies all obstacles 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 

CH 6 

W834-04 4-11 01 JUL 13 

Figure 4-7b. Airfield Analysis Data 2.

The SDP is aircraft specific. Takeoff and climb performance procedures are examined 

against the specific runway obstacle data to determine the best route. Straight ahead is 

examined first with alternate routes later if it would be impossible to use the straight-ahead 

course. The route selected will apply technical manual procedures and provide clearance 

over all obstacles for the first 30 miles in the event you lose an engine at V1. 

After going to the correct website, 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 route than required by FAA. 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-12 01 JUL 13 

1 

2 

3 

4 

 5 

 7 

 6 8 

FOR TRAINING USE ONLY 

9 
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Takeoff and Landing Data 

CH 6 

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 are usually found at the top of the page. 

Item 2 Runway 6 – Dry with a TURN 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 the airplane lifts off if it loses an engine at V1. 

Simply stated, it is the field length plus the lineup distance. Cutbacks have already 

been considered for obstacles or screen heights. You must subtract the runway 

alignment distance from this max liftoff point 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. Enter 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 distance 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 Departure 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 

CH 6 

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 

CH 6 

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 

CH 6 

W834-04 4-16 01 JUL 13 

Figure 4-8.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-17 01 JUL 13 

 

Figure 4-9. Correction Factor for Configuration Changes (CFCC).

DO NOT TAKEOFF WITH A CFCC IF RSC CONDITIONS EXISTS. 

The box contains the CFCC. The CFCC chart (Fig. 4-8) in Section Three of the 

Performance Manual provides the necessary 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 stopping capability. It 

has three correction grids: Anti-Skid 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 

CH 6 

W834-04 4-18 01 JUL 13 

R

U

N

WAY AVA LI A

BLE (1000 FT)

E

Q

U

VI ALE

N

T F EI LD LE

N

G

T

H (1000 FT)

16

15

14

13

12

11

10

9876543

16

15

14

13

12

11

10

9

876543

CFCC RCR CG SLOPE WIND A/C ICE

20 23 22 21 19 20 18 8 20 30 0 2 0 20 40 OFF ON OFF ENG

ON

ENG

+

ON

WING

TAILWIND

HEADWIND

DOWNHILL

UPHILL

0 10

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 (% MAC) (%) (KNOTS)

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 

CH 6 

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 are used to determine the Maximum Takeoff Gross 

Weight at Optimum Flap setting. The reported 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 was 8 percent; no wind; the air 

conditioning was off; and the wing and engine anti-ice protection was off; then, the 

Equivalent field length would equal Runway Available. EFL may be greater than, 

less than, or equal to Runway available, based on aircraft, environmental, and 

runway conditions. 

Figure 4-10 depicts sheet one of the set of charts for RCR 23 to 18. Enter the chart 

with the runway available of 10,000 feet. Read right to the 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 weight. Enter the value in the EFL box 

(Fig. 4-11). 

7 18 9 3.25 T
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Takeoff and Landing Data 

CH 6 

W834-04 4-20 01 JUL 13 

Figure 4-12.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-21 01 JUL 13 

Figure 4-13. Runway Available Limiting 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 restrictive flap setting of 5 

degrees. Enter the chart with 20 degrees and intersect 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 failure, 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 "known" for the MTOGW equation.

7 18 9 3.25 T

9,750 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-22 01 JUL 13 

Figure 4-14.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 Limiting Weight (Fig. 4-15). Figure 4-14 

replicates Sheets 5 and 4 of the 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 Uncorrected Climb Gradient Limiting Weight of 

548,000 pounds. Now enter sheet 4 with this weight 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 intersect 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 most limiting flap settings for each. 

This weight, without regard to takeoff distance, and the flaps set to 25 degrees is the 

maximum weight that would allow a continued 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 weight 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 

CH 6 

W834-04 4-24 01 JUL 13 

Figure 4-16
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 converts those two weights at the most 

restrictive flap setting to the best (or optimum) flap setting and weight that will satisfy 

both parameters of runway and climb limits. Since the understanding 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 gradually slope upward to the right hand 

side, ending at the flaps 25 line. If climb performance were disregarded, 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 the 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 flattens out or actually decreases. 

Since RALW varies directly with flap setting and CGLW varies inversely with 

flap setting, the point at which the two 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 

CH 6 

W834-04 4-26 01 JUL 13 

Figure 4-18. Assumed Runway Available 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 Gross Weight is equal to the Actual Gross 

Weight for the mission, a TRT takeoff is required. Enter a check mark in each box. 

The procedures for computing the assumed 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°
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Takeoff and Landing Data 

CH 6 

W834-04 4-27 01 JUL 13 

Figure 4-19.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 factor 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 chart with the flap setting grid. Tire speed is 

not a limiting factor with a flap setting equal to or greater than 20 degrees (Note 2, 

Fig. 4-19). In this case, enter 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 

CH 6 

W834-04 4-29 01 JUL 13 

Figure 4-21.

NOTE: 

1. ONE WING ENGINE INOPERATIVE 

2. HARD SURFACE RUNWAY 

3. VMCG 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 VMCG BY 1.2 KIAS 

132 
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Takeoff and Landing Data 

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W834-04 4-30 01 JUL 13 

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

This is the VMCG box (Fig. 4-22). Figure 4-21 depicts the Ground Minimum Control 

Speed Chart. This speed is used to determine Decision Speed and Minimum Rotate 

Speed. VMCG is a function of Temperature, Pressure 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 VMCG is the FAA approved and certified speed where 

directional control is available using only rudder deflection. A note was added to the 

KC-10 chart to allow the benefit of nose 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 VMCG at the right of 132 knots. 

The RCR is reported to be 23 with a 7-knot crosswind, so subtract 10 knots and 

enter 122 in the VMCG box (Fig. 4-22). 

NOTE 

VMCG 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 (VR MIN) contains the Minimum Rotate speed (Fig. 4-22). Minimum Rotate 

speed is the Charted VMCG for wet/icy conditions (no nose-wheel steering). Enter 

charted VMCG of 132 in VRMIN box (Fig. 4-24.). Check that Rotate Speed exceeds the 

VMCG 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 

CH 6 

W834-04 4-31 01 JUL 13 

Figure 4-23. Sheet 1.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-32 01 JUL 13 

Figure 4-24. Uncorrected Critical Engine Failure Speed (VCEF)

This is the VCEF box (Fig. 4-24). Figure 4-23 depicts the first of three sheets that are 

used to compute VCEF. 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 first chart applies temperature, pressure 

altitude and gross weight to obtain an uncorrected 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 VCEF 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 
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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 

CH 6 

W834-04 4-34 01 JUL 13 

Figure 4-26. Critical Engine Failure Speed (VCEF).

The uncorrected VCEF is a function of power available, gross weight and a flap 

setting of 5 degrees. Sheet 2 and 3 as depicted in Figure 4-25, corrects this speed 

for various environmental, aircraft, and runway conditions. Enter sheet 2 with the 

uncorrected VCEF of 168 knots and apply the flap correction for 18 degrees. Read 

right to the baseline for air conditioning and follow the grid from "off" to "on" and read 

153 knots. 

Now enter sheet 3 with 153 knots and read right to the CG baseline of 8 percent and 

correct for a CG of 20.0 percent. Since that is the last applicable correction, read a 

corrected VCEF of 150 knots. Enter 150 in the VCEF 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 
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Takeoff and Landing Data 

CH 6 

W834-04 4-35 01 JUL 13 

Figure 4-27. 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-36 01 JUL 13 

Figure 4-28. Maximum Brake Energy Speed (VMBE).

This is the VMBE box (Fig. 4-28). Maximum Brake Energy Speed is that speed that 

can be attained and the aircraft stopped in the remaining runway without exceeding 

the energy absorption capability of the brakes. Figure 4-27 shows the chart. Notice 

that the gross weight starts at 480,000 pounds. At weights less than this, use 480.0 

to compute speed. The chart is entered with a weight (544.0) and slope (0). Winds 

are applied (if applicable). Then run through temperature and pressure altitude grids 

and finally a small correction is made for the flap setting. Read VMBE to the right as 

an indicated airspeed of 182 knots. Enter 182 in the VMBE box. 

Sheet 2 (not shown) provides corrections for various abnormal equipment 

malfunctions. If these corrections are made, enter the VMBE chart 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 

CH 6 

W834-04 4-37 01 JUL 13 

Figure 4-29. (Sheet 1)
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-38 01 JUL 13 

Figure 4-30. (Sheet 2)
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-39 01 JUL 13 

Figure 4-31. (Sheet 3)
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-40 01 JUL 13 

Figure 4-32. Maximum Allowable Weight when V1 = VMCG (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 specifications conflict. The FAA recognizes 

a speed called VAS, or velocity-accelerate/stop. In the military world this VAS 

speed is called "Refusal Speed". Since 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 extremely conservative it was practically 

unusable in the KC-10, so the VAS charts were replaced with the MAW charts. This 

does the same function as the military "Refusal Speed". It is used only when V1 is 

VMCG. You enter the chart with the runway available (without any cutbacks used 

solely for obstacle clearance), apply the conditions, and find a weight that 

guarantees acceleration to V1 (when V1 = VMCG) and STOPPING IN THE 

REMAINING RUNWAY, takeoff already assured by VCEF. Since VCEF exceeds 

VMCG, 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 charts 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 

CH 6 

W834-04 4-41 01 JUL 13 

Figure 4-33.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 intersect the pressure altitude line. 

Read down to the gross weight line, read left to the baseline for the flap correction 

grid, apply the flap setting of 18 and find an uncorrected VR of 170 knots. Now look 

at the three correction insets. The first correction is for runway slope. It is 0.7 knots 

per one percent slope, uphill being a plus correction 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 

CH 6 

W834-04 4-43 01 JUL 13 

Figure 4-35.
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 V2

chart. Note that the pressure altitude grids are reversed on this chart when compared to 

the previous VR 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 V2 of 183 knots. Apply the delta corrections and find a 

corrected V2 of 180 knots. 

Note that the delta corrections for slope are reversed when compared to the VR chart, and 

there is no bleed correction. The CG correction is the same. 

Enter 180 in the V2 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 

CH 6 

W834-04 4-46 01 JUL 13 

Figure 4-38. SHEET 2

330°

48 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-47 01 JUL 13 

Figure 4-39. Maximum Allowable 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 temperature is the highest brake temperature that 

permits the energy from a subsequent rejected 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 V1 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 reference number enter sheet 2, figure 4-38 and go right to the 

Slope correction. Keep going right to the RTO ENERGY baseline, then follow this 

correction up to the Maximum Allowable brake temperature baseline and you should 

read a temperature of 330°C. Enter 330°C in the Maximum Allowable Brake 

Temperature block. This temperature 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

167 180 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-04 4-48 01 JUL 13 

Figure 4-40. 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 V1 speed of 150 knots. Continue right until you intersect a gross weight of 

544,000 lbs. Next, move straight down to the 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 the Initial BTMS Temperature baseline (20°C). 

 For this example, figure 4-40; move straight 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

167 180 330°
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Takeoff and Landing Data 

CH 6 

W834-04 4-50 01 JUL 13 

Figure 4-42. Told Card Worksheet Conditions Computations.

Here is the Told Card Worksheet that you have completed thus far (Fig. 4-42). The 

entries are for a Takeoff Rated Thrust takeoff. Since most takeoffs use reduced 

thrust, take a look at the procedures for 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 

CH 6 

W834-04 4-51 01 JUL 13 5 10 15 20 25 SHEET 1 SHEET 2 SHEET 4 SHEET 5 SHEET 3 445 FLAP 18 ESTABL SI HED MTOGW 544544 445 5 RALW RALW ASSUMED TEMP EFL 9 7. 5 TOGW 480 TOGW458 458 25CGLW 486486 CGLW ASSUMED TEMP 44øC MAX MI UM TAKEOFF GROSS WE GI HT AT OPT MI UM TAKEOFF FLAP SETT NI G RCR = 23 TO 18 W/ TI H REVERSE THRUST REDUCED THRUST TAKEOFF AND FLAP L NI E 47°C

Figure 4-43. 
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

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 temperature 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 reduced 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 assumed RALW and read left to intersect the equivalent field 

length of 9,750. Follow the guideline to the 10,000-foot baseline. Read left and 

intersect the pressure altitude line and find 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; read right to intersect the climb gradient of 3.25; parallel 

the grid up to the 2.5 gradient 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 temperature 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 Acceleration, 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

167 180 330° CAUTION 
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Takeoff and Landing Data 

CH 6 

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 Environmental 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

167 180 330° CAUTION 
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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 knots, 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 using the distance from the __________ end 

of the runway and the obstacle height. 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 center gear retracted, a CFCC must be 

determined. It is used only on the 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 restrictive 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. 
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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 account the benefit of ________________ 

 __________. 

17. If the RCR is equal to or greater than ________, the crosswind is equal to or 

_______ than _____ with no RSC, subtract _______ knots from the charted 

value to determine VMCG. 

18. Critical Engine Failure Speed, or VCEF, is the speed at which the aircraft can 

experience an engine failure and either _____________ the takeoff or 

__________ in the remaining runway. 

19. Maximum Brake Energy Speed, or VMBE, is that speed at which a takeoff may 

be aborted without exceeding the ____________________________ 

capability of the brakes. 

20. Maximum Allowable Weight, or MAW, is a factor only when V1 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 VR, 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 

CH 6 

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. VMCG

21. VMCG/stop 

22. 8 

23. VMCG/wet/icy 
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

W834-05 5-1 01 JUL 13 

5.0 EMERGENCY RETURN COMPUTATIONS 

 

This segment covers the minimum required 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 conditions and weight used for takeoff. 

When you finish this segment you will be able to: 

1. Determine the aircraft conditions for emergency return. 

2. Determine the aircraft configuration 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 indicate 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

CH 6 

W834-05 5-2 01 JUL 13 

Figure 5-2. Atmospheric Density Relationships.
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

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 shows the relative density, or 

SMOE chart. It is used to convert indicated approach airspeed to true airspeed in order 

to establish a relative ground speed to monitor the approach for wind shear. Enter the 

chart with 20 degrees and intersect the Pressure Altitude line. Read the relative density 

at the left of 1.028. Enter value in box (Fig. 5-3). 

LDG GROUND 

ROLL 
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

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 box (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 tabulated 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 speed 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 otherwise. 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 find 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 threshold speed of 177 knots by the 

relative density of 1.028 to obtain the Threshold True Airspeed. Always round fractional 

airspeeds up the highest whole number. Enter 182 in the VTH 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 threshold at 50 feet, reducing thrust and 

initiating flare. The charted 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 Altitude 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 enter 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

4 6 8 10 12 14 16 18 20 0 2

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 Distance 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 landing 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 runway 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 value 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

OUTS DI E AIR TEMPER

ATURE ( C)

40

20

0

-20

-40

012345678

600

560

520

480

440

400

360

320

280

240

GROSS WEIGHT (1000 LBS)

-2

-1

SL

1

2

3

4

5

6

7

8

9

10

11

12

13

14

PRESSURE ALTITUDE

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

(1000 FT)

REFERENCE LANDING

G

R

OUND R

OLL (1000 FT)

-60

STD DAY
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 landing 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 landing 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

TAILWIND

15

12

0

10

8

5

3

03550 20 20 40 0 1 3 4

WIND (KNOTS) SDR

2

LANDING GROUND ROLL (1000 FT)

1

2

4

6

7

9

11

13

14

0

1

2

3

4

5

6

7

8

0 2

FLAP INCREASED SLOPE (%)

HEADWIND

UPHILL

R

DOWNHILL

EFERENCE LANDING GROUND ROLL (1000 FT)

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 Ground 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 the 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 areas of the Landing Data Worksheet you are required to 

complete in order to compute the Emergency Return Data for each takeoff. You 

determined the aircraft systems conditions and Landing flap/slat combination, and used 

the environmental conditions existing at takeoff to complete 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 compute 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 Ratio, or SDR, is the ratio of the landing distance 

on a dry runway to the landing distance at a chosen ___________. 

7. A wet, smooth surface runway would 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 surface 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 EXERCISE 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 box 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 

2,350 1.0

3,900 6,250 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 the 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 "quick 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 range, a 20,000 pound difference in RALW and 

CGLW will change the flap setting approximately 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 

2,350 1.0

3,900 6,250 LDG GROUND 

ROLL
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

W834-06 6-4 01 JUL 13 

Figure 6-3. N1 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 N1 RPM for the type of takeoff being accomplished. Figure 

6-3 shows the N1 setting for takeoff thrust set between 40 and 80 Knots. This 

chart, like all the charts in the Performance Manual, follows the convention of 

placing much of the guidelines and information in "NOTES" on the chart, instead 

of the descriptive text. 

Enter the chart at the bottom with 20 degrees and intersect the pressure altitude 

line. Read left and find an N1 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 

2,350 1.0 

3,900 6,250 

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 (V1). 

This is the Decision Speed, or V1 box (Fig. 6-5). This speed is the highest of 

VMCG and VCEF, not to exceed VMBE. In this case, VCEF exceeds VMCG and is less 

than VMBE, 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 

3,900 6,250 

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 (VR). 

Next, compare the Rotate Speed with the Minimum Rotate Speed (VMCG without 

the 10 knot reduction). In this case, VR exceeds 132 knots. Enter 167 knots in 

the VR box (Fig. 6-6). 

If VR were less than VR MIN, VR would be increased, (“bumped”) to VR MIN and that 

speed transferred to the TOLD card. If VR was bumped, V2 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 

3,900 6,250 

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 (V2).

This is the V2 box (Fig. 6-7). Climbout Speed is normally charted V2. Since this 

speed is predicated on a pitch angle established at rotate, if rotate speed was 

increased to equal VR MIN, then you would increase V2 by the same increment. In 

this case, VR 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 

3,900 6,250 

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 Slat 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 (VFR)

Slat Retract Speed (VSR) 

Zero Retract Minimum Maneuver Speed (0°/RET VMM).

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 weight (Fig. 6-8) and interpolate to find VFR

of 200; VSR of 245; and a VMM of 280. Note the spread between these numbers. 

The spread remains fairly constant and a significant 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 

3,900 6,250 

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 stabilizer 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 stabilizer 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 

2,350 1.0 

3,900 6,250 

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

AIRFIELD PRESSURE ALTITUDE

1000

PRESSURE HEIGHT ABOVE RUNWAY (FT)

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%.

ACTUAL

-60

-50

-40

-30

-20

-10

0

10

20

30

40

50

60

OUTSIDE AIR

TEMPERATURE (°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 Ht. 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 temperature line added. Notice that at any point along the 

standard temperature line, the Pressure Height for Acceleration is 1500 feet 

AGL. This height is based on a time-distance-height formula with the flaps and 

slats in the takeoff configuration, speed at V2, 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 

2,350 1.0 

3,900 6,250 

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 worksheet, and look at Figure 6-14. This 

tabulated data is found in the abbreviated checklist. These speeds are a function 

of a percentage above minimum stall speed and provide adequate speed 

margins for maneuvering bank angles. Locate 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 VTH 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 

3,900 6,250 

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.

380.0

8

234202166147

149

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

544.0

2,000’

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 GROUNDROLL

544.0 544.0

112.4%

T

18.0°

150167

180

200245

280

5.0

1,470 AGL

280

241

200

177

182

6,250

T

380.0

8

234202166147

149

7,428'

149

380.0

8

234202166147

149

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

544.0

2,000’

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 GROUNDROLL

544.0 544.0

112.4%

T

18.0°

150167

180

200245

280

5.0

1,470 AGL

280

241

200

177

182

6,250

T
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 Card. This workbook covered only the 

basic procedures required to complete a "normal" TOLD Card. You will complete 

approximately 19 different situational data cards as you progress through the 

Simulator Phase of training. All takeoff data computations follow the same 

sequence you have just completed, the only difference being aircraft 

configuration and changing environmental 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 transferred from the worksheet to the Takeoff 

and Landing section. You computed the remaining data for 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, regardless of aircraft gross weight. 

2. N1 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 increased 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 temperatures, the charted pressure height for acceleration is 

 _____________ feet, adjusted up or down as required. 

9. Tabulated approach and landing 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 altitude of ___________ feet. 
KC-10 Aircrew Training System 

Takeoff and Landing Data

CH 6 

W834-06 6-22 01 JUL 13 

LESSON EXERCISE ANSWER KEY

1. 16 

2. 80 

3. VCEF/VMCG/VMBE

4. VMCG-WET/ICY or VR 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 that “The aircraft commander will ensure 

takeoff data prepared by the Flight Engineer is checked prior to takeoff.” This 

check must be made by the Pilot or another qualified Flight Engineer and, as a 

minimum, takeoff N1 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 make 

the original computations. Use of the tabulated data charts contained in T.O. 1C10(K)A-1CL-2 and/or the slipstick will greatly reduce the time and effort required 

to check the takeoff data computations. 

VCEF, VR, V2

Tab data charts are provided to compute VCEF, VR and V2. The VCEF 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 aircraft is being dispatched without reverse 

thrust, then the VCEF must be checked using the Performance Manual. 

The VCEF, VR and V2 charts are all used with the same entering arguments. 

1. Enter the first chart at the top of the page with the temperature and 

pressure altitude to obtain a reference speed. 

2. Enter the next chart with the reference speed and the takeoff gross weight 

to obtain a weight-corrected speed. 

3. Use this speed and the takeoff flap setting to enter the next chart and 

obtain a flap corrected speed. 

4. Apply the CG correction at the bottom of the page to obtain the final VCEF, 

VR or V2. 

VFR, VSR and 0/RET VMM

Use the VFR, VSR and VMM 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 

VMCG/VRMIN

VMCG is directly related to the amount of thrust being produced by the engines. 

Engine thrust is constant to a given temperature for each pressure altitude. 

 Beyond this flat rated temperature, 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 VMCG/VRMIN chart in the checklist, the VMCG at sea level is constant 

at 134 knots from -50 to +30, and then drops to 130 knots at +40. At +35 

degrees the VMCG is 132 knots. 

The charted VMCG values are for a wet/icy runway (RCR less than 10). With RCR 

values equal to or greater than 10, the VMCG value is reduced by 10 knots. All 

VMCG values are computed using the temperature that was used to compute the 

rest of the takeoff data (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 VMCG). 

PROCEDURES

 Use the slipstick or TAB data in T.O. 1C-10(K)A-1CL-2 to verify 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 

 N1 SETTING - TAKEOFF THRUST SET BETWEEN 40 AND 80 KNOTS ABNORMAL BLEED 

CORRECTIONS

TAT PRESSURE ALTITUDE - FEET 5000 PRESSURE 

ALTITUDE 

 (FEET) 

N1

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 N1 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 for 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 only.

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 N1.

Enter the "N1 setting - Takeoff Thrust set Between 40 and 80 knots" chart with 20 

degrees and 1,000 feet pressure altitude and read the N1 chart value of 112.4. 

Since there are no bleed corrections, N1 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) 

VCEF = 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 (5E-15E FLAP)

115 112

115

117

122

126

130 125

121

118

130

126

122

118

117

120

ASSUMED TEMPEC

FLAP CORRECTION IF FLAPS > 15E: 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 V1.

Enter the "VCEF, RCR 23 W/REVERSE THRUST” chart 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 weight 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 VCEF to be 150 knots. 

Enter the "VMCG/VRMIN" 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. VMCG = 122. VCEF of 150 is greater than VMCG of 122, 

therefore V1 = 150 knots. TEMP (°C) WEIGHT (1000 LB) 

FLAP (DEG) 

VREF 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) 

VR = FL CORR SPD + CG CORR = 167 

Figure 7-3. Check VR. 

Enter the "VR Zero Wind-Zero Slope" chart with 20 degrees and 1,000 feet and read a 

reference speed of 155.5 (round up to 156). Enter 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 VR = 167 knots. TEMP (°C) WEIGHT (1000 LB) 

FLAP (DEG) 

 VR 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) 

 V2 = 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 V2.

Enter the "V2 Zero Wind-Zero Slope" chart with 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 table with 198 and flaps 18 and obtain a flap 

corrected speed of 184 knots (interpolated). Apply the CG correction and find V2 = 180 

knots. 

 V2 ZERO WIND ZERO SLOPE 

FLAP (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 MINIMUM 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 

VFR 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 

VMM 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 

VSR 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 VFR, VSR AND 0/RET VMM.

Enter the "Flap/Slat Retraction and Minimum Maneuver Speeds" Table with a weight 

of 544; interpolate to find: 

VFR = 200 

VSR = 245 

VMM = 280 

Figure 7-6. Check Critical 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 -40 -30 -20 -10 0 10 20 50 60

OUTSIDE AIR TEMPERATURE (°C)

30 40

REFERENCE DISTANCE (1000 FT)

4

5

7

9

10

12

14

16

17

PRESSURE ALTITUDE

14

13

12

11

10

9

8

7

6

4

3

2

1

SL

-1

5

CRITICAL FIELD LENGTH

RCR = 23 TO 18/WITH REVERSE THRUST

(1000 FT)

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

REFERENCE CRITICAL FIELD LENGTH (1000 FT)

18

17

16

15

14

13

12

11

10

9

8

7

6

5

4

3

1817161514131211109876543

REFERENCE DISTANCE (1000 FT)

GROSS

WEIGHT

600

560

540

520

500

580

480

460

440

400

380

360

340

320

300

280

260

RCR = 23 TO 18/WITH REVERSE THRUST

(1000 LB)

4900

11,800

(CONTINUED)

420
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

REFERENCE CRITICAL FIELD LENGTH (1000 FT)

CRITICAL FIELD LENGTH (1000 FT)

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 Data 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 Temperature 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 workbook 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 remainder 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

44°C 5,340 T

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

44°C 5,340 23 T
KC-10 Aircrew Training System 

Takeoff and Landing Data 

CH 6 

W834-07 7-12 01 JUL 13 

THIS PAGE INTENTIONALLY LEFT BLANK