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W001-01 i 01 JUN 06 TABLE OF CONTENTS

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

2.0 AERODYNAMICS, DESIGN, AND FLIGHT CHARACTER ISTICS ....................... 2-1

3.0 MANEUV ERS ....................................................................................................... 3-1

4.0 ABNORMAL APPROACH - LANDING ................................................................. 4-1

5.0 CONSERVAT ION ................................................................................................ 5-1

APPENDIX

Definition of Symbols .................................................................................................... A-1

Glossary of Terms ........................................................................................................ B-1KC-10 Aircrew Training System Flying the KC-10

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W001-01 ii 01 JUN 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flying the KC-10

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W001-01 1-1 01 JUN 06 1.0 INTRODUCTION

This workbook is compiled from availa ble design documents, the supplemental information workbook, Douglas flight test doc umentation, and aircrew inputs throughout
the life of the KC-10.

The information is presented as "information only" and is provided to those who want to know the "why" as well as the "what".

For the Flight Engineer, the performance manual suggests that an "aft CG" improves fuel economy. The Aerodynamics Section of this workbook explains "Why", while the Conservation Section provides some proven ideas for accomplishing engine and fuel

conservation.

For the Pilot, in the discussion of longitudina l stability, you will see the effect of CG movement on aircraft performance. While an aft CG is best for fuel conservation, a forward CG provides a more stable platform for maintaining contact during receiver air refueling. This workbook tells you why. This knowledge could be the difference between getting your fuel onloads in turbulence and aborting the mission.

For the Boom Operator, the car go vs. fuel loading places re strictions on the amount of cargo that can be lo aded with various fuel loads. This workbook explains why.

Most of this information is available in othe r publications. However, it is not available within one cover, and very few crewmember s have access to that information at a moment’s notice. With that in mind, this workbook was assembled.

The information contained within this workbook is accurate at time of publication; however, any conflict that may arise betw een data in this work book and the flight

manual must be resolved in favor of the fli ght manual or other governing directives.

Section Two presents an expa nded look at the basic aer odynamics of the KC-10 and explains in simple English why it performs as it does.

Section Three covers practice maneuvers t hat are accomplished in the simulator and not in the aircraft. It amplifies the es tablished procedures for accomplishing these

maneuvers.

Section Four presents accept ed techniques for accomplishi ng a single engine approach and landing. Also included are methods for dealing with dual hydraulic failures, landings with partial flap an d slat configurations, landin g with the stabilizer inoperative and flight operations with a severely da maged radome and/or suspect airspeed

indications.KC-10 Aircrew Training System Flying the KC-10

Original

W001-01 1-2 01 JUN 06 Section Five completes the workbook and covers conservation of the two most expensive areas of KC-10 operation: Engines and Fuel.

The Appendix contains the definitions of common symbol s used in aerodynamics and used throughout the flight m anual. A glossary of te rms is also provided.

Fly Safe!!!!!KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-1 01 JUL 13 2.0 AERODYNAMICS, DESIGN, AND FLIGHT CHARACTERISTICS

2.1 INTRODUCTION

The purpose of this section is to prov ide you with an understand ing of the flight characteristics of the KC-10A. It is practicall y impossible to discuss flight characteristics without questions arising as to why the airplane does what it does or won't do. These questions most likely concern the aerody namics involved and can only be answered through an understanding of aerodynamic principles.

At the risk of "preaching to the choir," th is section contains some basic aerodynamic information and definitions related to the design and, therefore, the fl ying characteristics

of the KC-10A. It is included as referenc e material only in case a question arises regarding some aerodynamic c oncept and you just can't remember the principles

involved.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-2 01 JUL 13 2.2 AERODYNAMIC PERFORMANCE

2.2.1 GENERAL

The KC-10A is a big airplane. How Big? We ll, in terms of dimensions Figure 2-1 will give you an idea, but dimensions are on ly one aspect of "bigness". The KC-10A operates at heavy weights, up to 590,000 pounds, and has a wide operational weight range. During a mission, the weight may vary between around 260,000 pounds and 590,000 pounds. A good "round num ber" weight is 350,000 p ounds. The allowable Center of Gravity (CG) r anges from 8% Mean Aerodynamic Chord (MAC) to 33%. Large weight and CG variations may take place rather sudden ly in the case of a heavy

airborne fuel onload or offload.

In conjunction with the ranges in weight dur ing a mission are the associated changes in 1G angle of attack and stall speeds. For instance, during a mission, the 1G-stall speed may vary from 178 knots ( 590,000 pounds, flaps and slats retracted) to 90 knots (260,000 pounds, landing configur ation). Nearly a 100-k not change in stall speed during a single sortie! Granted, that is the extreme case; however, 70 knots is a fairly typical stall speed range for a given mission.

Another aspect of "bigness" is inertia. It takes a greater force, applied sooner, to change a KC-10A from its project ed flight path to the required flight path than in a lighter aircraft for any given speed. What this means to the Pilot is t hat maneuvers must be anticipated. What it means to the aircraft manufacturer is that the displacement of control surfaces sufficient to accomplish t he maneuver is beyond the physical capability of the Pilot, and some type of augmentation is r equired. The KC- 10A controls are

covered later in the text.

Big airplanes have many motors. Big airp lanes have big motors. The KC-10A has three, and each is capable of generating 52,500 pounds of thru st. Among other things,

what this means to the Pilot is that if an engine fails, particularly a wing engine, asymmetrical forces will upset the stability of the aircraft. The Pilot must counter these forces in order to maintain control. Asy mmetrical thrust is t horoughly discussed in a later segment.

The size of the KC-10A impacts all aspect s of aerodynamic design. The following section will hopefully provide an underst anding and appreciation for the flight

characteristics of this versatile aircraft.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-3 01 JUL 13 VERTICAL CLEARANCE

NOMINAL CLEARANCE

MAXIMUM RAMP WEIGHT

NOMINAL CENTER

GRAVITY MINIMUM CLEARANCE

CRITICAL WEIGHT AND

CENTER GRAVITY MAXIMUM CLEARANCE

CRITICAL WEIGHT

AND CENTER GRAVITY

FT. IN. METERS FT. IN. METERS FT. IN. METERS

A 27-2 8.28 27-1 8.25 28-1 8.56

B 6-1 1.85 5-10 1.78 6-10 2.08

C 57-7 17.55 57-2 17.42 58-7 17.86

D 10-9 3.28 10-8 3.25 11-10 3.61

E 9-8 2.95 9-7 2.92 10-6 3.20

F 7-9 2.36 7-9 2.36 8-5 2.57

G 2-11 0.89 2-10 0.86 3-7 1.09

H 14-6 4.42 14-4 4.37 16-3 4.95

I 23-10 7.26 23-5 7.14 24-10 7.57

J 36-10 11.23 36-7 11.15 37-8 11.48

Figure 2-1. Airplane Dimensions and Vertical Clearance Table

. 165 FEET 4 INCHES

71 FEET 2 INCHES

34 FEET
8 INCHES G D F

A H I J

27 FEET

11 INCHES 72 FEET 8 INCHES

181 FEET 7 INCHES B C E

40 FEET
10 INCHES

82 FEET 8 INCHES 62 FEET
3 INCHESKC-10 Aircrew Training System Flying the KC-10

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W001-02 2-4 01 JUL 13 Why big? Basically, for economy and flexibility. For example: In 1980 it took 32 KC135 tankers, a large percentage of which had to be pre-positioned overseas, and 2 EC135 command and control aircraft to move 12 F- 4E's to Egypt. In 1982, eight KC-10's did the same job, all staged from the States, and they carried 175,000 pounds of cargo
to boot.

Some other impressive statis tics: The KC-10A can deliver 200,000 pounds of fuel to a receiver 2,200 miles from hom e base, and return. It can carry 169,400 pounds of cargo 4,370 air miles unrefueled. With its receiver ai r refueling capability, the flexibility of the airplane is virtually limitless.

2.2.2 THE WING

2.2.2.1 THE WING COMPROMISE

Since the characteristics of t he wing dictate a majority of t he flying characteristics and performance envelope of any airplane, the foundation for understanding how to fly the
KC-10A is underst anding the wing.

GIVEN: Design a wing for a large, heavy airp lane that will facilitate economical high subsonic cruise Mach, greater than .8, and whic h will still provide a sufficient coefficient of lift at low speeds so that high gro ss weight landings and takeoffs may be accomplished from nominal dist ance runways. The wing shou ld have low coefficients of drag for economy, no undesirable high subsonic Mach (up to .95) characteristics or dangerous pre-stall or post-stal l tendencies. The wing must be structurally sound to withstand bending moments produc ed by a high gross weight ai rcraft and be capable of carrying a large amount of f uel within its structure.

Now, there are specific wing design featur es for each one of these requirements. Unfortunately, designing a wing to maximize one attribute generally minimizes all the others. The wing that ultimately satisf ies all the requirements is a compromise.

2.2.2.2 THE ASPECT RATIO COMPROMISE

Very basically, aspect ratio is the ratio of t he length of the wing to its width (see Figure 2-2). For a given angle of a ttack, the greater the aspect ra tio (the longer and thinner the wing), the less the drag generated by lift (induced drag). Why? During generation of lift by the wing, the flow of air from the high-pressure lower surface to the low-pressure upper surface occurs at the wing tips.

The wing tip vortex created by this flow in duces a transverse movement of air across the wing surfaces: inboard on the upper surface and outboard on the lower surface (see Figure 2-3). These diverging flows meet at the trailing edge of the wing and their interaction creates a swirling downward motion or downwash. The effect of this downwash is to create a geomet ric angle of attack greater than the lift producing angle of attack, and thereby creating additional drag.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-5 01 JUL 13 Figure 2-2. Aspect Ratio Compromise 

### Length Width
Calculated

at various points. 

## The Aspect Ratio Compromise Ratio of Length vs. WidthKC-10 Aircrew Training System Flying the KC-10

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W001-02 2-6 01 JUL 13 Figure 2-3

. Wing Tip Vortex.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-7 01 JUL 13 Think of the wingtip vortex as a pulling force acting on t he lower wing surface airflow, and a pushing force acting on the upper surface ai rflow. The further from the wingtip, the weaker the force becomes; so the length of the wing becomes a player. Also, the narrower the wing, the shorter the distanc e the airflow across it has to travel, consequently reducing the time that the pull/pus h force is acting upon it. So, the longer and narrower the wing, the smaller the adverse e ffects in relation to the total area of the wing.

Obviously, there are engineeri ng problems associated with creat ing a structurally sound long thin wing on a heavy jet transport; such a wing is not generally compatible with high speeds. So, there must be an aspect ratio compromise.

2.2.2.3 AIRFOIL COMP ROMISE AND WING SWEEP

The subject of critical Mach number arises when discussing wing sweep and wing airfoil on jet aircraft. At some speed, the air pa ssing over the wing experiences the first evidence of local sonic (Mach 1.0) flow. This speed is termed the Critical Mach Number. Any increase above the Critical Ma ch Number changes the sonic flow to a supersonic flow and creates a shock wave.

The supersonic air changing to subsonic as it reaches the trailing edge of the wing causes the shock wave. Airflow separation induced by shock wave formation increases drag, decreases lift, and affects the pitching moment.

2.2.2.3.1 HIGH SPEED FLIGHT

The maximum operating airspeed in the KC -10A is represented by the symbol V MO

. V MO is 350 knots at sea level, increasing wi th altitude to a maximum of 368 knots at 25,000 feet. This is a structural limit, and although the airc raft exhibits normal aerodynamic characteristics above this speed, any attempt to maneuver may overstress aircraft components. V MO is depicted as a bar ber pole symbol on the airspeed indicator, and when exceeded, an audible warning recognizes it.

Critical Mach is also a limit ing speed, but is a limit imposed by aerodynamic rather than by structural considerations. The Critical Ma ch in the KC-10A is .88 Mach and is given the symbol M MO . As speed reaches Critical Mach, the shock wave formation causes a recognizable buffet. The shock wave forms first at the wing root because of the exaggerated chord, and as airf low disturbance behind the shock wave causes loss of lift on the inboard portion of t he wing, the nose will drop. This phenomena is known as
"Mach Tuck."

If speed is allowed to increase, the shock wa ve forms on the remainder of the wing and counters the nose down tendency. Above appr oximately .89 Mach, the roll due to yaw reverses and becomes negative as the shock wave and associated drag become stronger on the leading wing edge.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-8 01 JUL 13 Lateral control at speeds abov e Critical Mach remain normal because of the effectiveness of the spoilers and the fact that the inboard aileron location is not susceptible to wing warp due to the rigidity of the wing at this point. The .95 Mach design diving speed
of the KC-10A is a demonstr ated speed and the aircraft is normally controllable at this speed.

The most likely occurrence of a speed in excess of Critical Mach would be during recovery from an upset of some sort. The ai rcraft accelerates quite rapidly in a dive. The inherent dangers in exceeding the Critic al Mach during a dive result from the possibility of overstressing components during the pullout.

2.2.2.3.2 AIRFOIL COMPROMISE

The ideal high speed wing woul d be a flat plate since the airflow does not accelerate
across a flat airfoil and the critical Mach would be Mach 1.0. Obviously, such a wing presents other problems. It would be struct urally weak, and takeo ff and landing speeds would be abnormally high due to the poor lift qualities.

The thickness of an airfoil is dictated by the strength r equired, the low speed airfoil qualities, and the accommodati on of the high lift devices that are necessary for reasonable takeoff and landing we ights. The KC-10A airfo il is the "peaky" design where the distribution of lift induces a high value at the leading edge, but the velocity is made to fall very rapidly in order to delay the on set of supersonic flow to a higher indicated Mach number (see Figure 2-4). The peaky airf oil provides for a higher cruise Mach number by delaying the formation of the drag producing shock wave; however, there is a drag penalty when cruising at less than maximum range Mach. See Figure 2-5 which
is an extract from the KC -10A Performance Manual.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-9 01 JUL 13 Figure 2-4. Airfoil Compromise.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-10 01 JUL 13 Figure 2-5. Range Penalty

.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-11 01 JUL 13 2.2.2.3.3 SWEEP COMPROMISE

The reason for sweeping a wing is to delay t he compressibility induced shock wave to a higher indicated Mach number, i.e., increase the critical Mach speed. Sweeping the wing changes the airflow velocity vectors, and the wing behaves as though it is flying slower than it actually is. The speed of the free stream air ahead of the wing, represented by a vector perpendicular to t he leading edge, determines the velocity of the air over the wing. The greater the sw eep, the shorter the vector becomes for a given free stream velocity (see Figure 2-6).

The KC-10A wing is swept 35°, and at this sweep angle the critical Mach number is increased about 12% and the peak drag Mach number is increa sed about 24% versus if the wing were not swept.

Another advantage of the swept wing is that it increases the static directional stability (weather cocking) and lateral stability. This phenomena is covered in a later section.

There are three primary disadvantages to the sw ept wing that are of interest to the Pilot: The low speed maximum coefficient of lift is reduced, about 19% for 35° of sweep.

What this means is that t he swept wing requires a higher angl e of attack to produce the same lift. The tips of a swept wing tend to stall before the rest of the wing, and wing taper further aggravates this tendency. Taper ratio is the ratio of wing root chord to wingtip chord (see Figure 2-2) . The KC-10A has a taper ratio of .26, mainly for structural reasons. Given a swept and tapered wing, the tips will sta ll first and pitch the airplane up because the center of lift then moves forward of the center of gravity.

This rather undesirable condition must be countered by changing t he angle of incidence of the wingtip in relation to the rest of the wing. The engineering warp required to accomplish the task is called "washout". The use of sweepback also reduces the effectiveness of the trailing edge control devices (ailerons) and lift devices (flaps). The lift effectiveness of a single slotted flap in a 35° swept wing is reduced by more than 50% versus if the wing were not swept.

The shape of the entire wing includes the c hanging or section airfo il, sweep, taper and aspect ratio, and is called the wing planform. The primary impact of the planform on flight characteristics is in the realm of high speed and low speed flight. The KC-10A wing has been designed to maximize the aer odynamic advantages of planform and minimize the disadvantages.

Where aerodynamic penalties still exist, such as aileron ineffectiveness and low speed lift characteristics, additional devices have been incorporated into th e wing to alleviate the deficiencies. These devices are spoilers, slats, and flaps.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-12 01 JUL 13 Figure 2-6. Effects of Sweepback.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-13 01 JUL 13 2.2.2.3.3.1 SPOILERS

The spoilers on the KC-10A wing are used to augment lateral control, and as drag devices (see Figure 2-7). Spoiler operat ion is covered in another section.

2.2.2.3.3.2 SLATS

The leading edge slats increase the low speed lift qualities of the wing by changing the

effective chord. The leadi ng edge slats on the KC-10A are divided into eight sections on each wing: two inboard of the wing engines an d six outboard (see Fi gure 2-8). The

slats are extended for takeo ff and landing. The outboard slats extend to greater deflection angles than the inboa rd slats. There are two normal settings for the slats and a single handle in the co ckpit controls all slats. The settings are: takeoff - inboard 15°, outboard 25.4°; landing - inboard 19°, outboard 30°.

2.2.2.3.3.3 FLAPS

The flap system consists of inboard and outboard double-slotted flaps on each wing (see Figure 2-9). The movable vanes that form the slots are inco rporated to provide maximum chord extension and thereby in crease the lift over drag with the flaps extended. The flap handle in the cockpit cont rols flap position. The flaps are used as lift devices for takeoff - up to 25°, and lift/d rag devices for landing - up to a maximum setting of 50°.

2.2.2.4 WING FUEL

One last subject before leaving the wing discussion is the subj ect of wing fuel. The fuel tanks in the wing have a capacity of 146,800 pounds contained in three tanks located as shown in Figure 2-10. When the main body of the aircraft is heavy with cargo and/or fuel contained in the body t anks, the wing tanks must remain full and fuel should be burned from the body tanks until body weight is reduced. This restriction is due to the bending moment of the wing at the root.

As an example: think of the wing as a float ing bridge. Place a heavy weight at the center, and the bridge will bend at the center; the amount of bend is dependent upon the weight. Now if weight can be added over the span of the bridge, the angle of the

bend at the center will be reduced. The reason then for retaining fuel in the wing, is to reduce the bending moment at the wing root and consequently increase the fatigue life and safety margin of the wing.

What does it all mean to you, the pilot? Well, bear with t he lesson a bit longer and it will all come together, in the segmen t on "Flight Characteristics."KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-14 01 JUL 13 Figure 2-7. Aileron and Spoilers. A I L E R O N L O C A T I O N

S P O I L E R L O C A T I O N I N B O A R D

O U T B O A R D

W 0 0 1 6

- 0 7KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-15 01 JUL 13 Figure 2-8. Slats.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-16 01 JUL 13 Figure 2-9. Flaps. F L A P

- V A N E R E L A T I O N S H I P

F L A P L O C A T I O N

W 0 0 1 6

- 0 9KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-17 01 JUL 13 Figure 2-10. Fuel.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-18 01 JUL 13 2.3 AIRCRAFT CONTROL

2.3.1 LATERAL CONTROL

Conventional ailerons and wing spoilers provide lateral control of the KC-10A. The case for spoilers evolves from the fact that t he KC-10A is a high-spe ed aircraft with a large wing. Aileron deflection of suffi cient magnitude to give desired roll rates, twists the wing at high speeds. What happens is the downwar d movement of the aileron on the up going wing creates a twisting moment, which actually reduces the angle of attack of the wing. This reduction in ang le of attack counteracts the rolling moment caused by the aileron deflection. At high speeds, this phenomena may actually cause a roll in the opposite direction and is termed "aileron reversal."

Two other problems with ailerons are that large ailerons can cause adverse yaw due to drag, and ailerons lose their effectiveness at high speeds due to the effects of compressibility.

The roll rate of the KC-10A is excellent at all spe eds up to 40° per second. In order to achieve these roll rates in spite of aileron ineffectiveness several things must be done. First of all, there are two sets of ailerons . Both sets work at low speeds, but only one set works at high speeds. Th e high-speed aileron is smalle r, and is placed inboard to take advantage of the stiffness of the wing at that point, and reduce the percentage of the total span subjected to the twisting moment.

The outboard aileron works at low speeds to augment the reduced effectiveness of the inboard aileron at these slower speeds.

The location of the spoilers is shown in Figu re 2-7. The spoilers operate in conjunction with the ailerons at all speeds to increase roll rates. They open on the side of the upgoing aileron to spoil lift and drive the win g down. The spoilers are also used symmetrically as speedbrakes to produce dr ag when required and to destroy lift on the ground after touchdown or during an abort.

The automatic operation of the speedbrak es on the ground will be covered during academic training. Spoiler operation on the KC-1 0A is of the differential type; meaning: when deployed by the pilot in the air to pr oduce drag (speedbrake oper ation), they still operate in conjunction with the ailer ons to increase the rolling moment.

The speedbrake setting becomes the new reference point for spoiler movement, extending further on the do wngoing wing and retracti ng on the upgoing wing in response to the roll command.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-19 01 JUL 13 Don't let the terminology throw you. The act ual panels are the same, but are referred to during flight as "speedbrakes" when used by t he Pilot as drag devices, and "spoilers" when actuated in conjunction wit h the ailerons for roll. These same panels are actuated on the ground to destroy lift duri ng landing or an aborted takeoff. In this role, they are termed "Ground Spoilers."

2.3.2 LONGITUDINAL AND DIRECTIONAL CONTROL

The KC-10A empennage is comprised of the vertical stabilizer, rudder, horizontal stabilizer and elevator, which is nothing new in that arrangement. Of course, there is an engine stuck in the lower section of th e vertical stabilizer , and there are some aerodynamic idiosyncrasies.

The wide speed range, CG, and weight r ange of the KC-10A have already been discussed. These considerations all impact the design of the empennage. Another player in the design of the ta il section, specifically the ve rtical stabilizer and rudder, is the possibility of an asymme trical thrust situation.

2.3.3 HORIZONTAL ST ABILIZER AND ELEVATOR

The KC-10A has a jackscrew actuated movabl e stabilizer which is controlled through pilot operated trim switches or the autopilot. The stabilizer is hinged at the aft spar and moves through a 16.5° arc as m easured at the leading edge. The stabilizer is adjusted as necessary to balance the force required (t ail down or tail up) as the center of lift changes with the angle of attack, changes in flap/slat configurations, or imbalances caused by CG movement (see Figure 2-11).

If the horizontal stabilizer were fixed, the balancing forces would have to be provided by the elevator alone and a drag penalty would be imposed. In some extreme cases (such as CG at forward or aft limit,) full deflection of the elevator may be required to offset the pitching moment, and there would be a decided lack of additional elevator authority in that direction (see Figure 2-12).

With a movable stabilizer, the fore and aft st ick forces are trimmed to zero by moving the stabilizer, leaving the elevator free to operate from a neutral position in a
conventional manner as commanded by the pilot. The limits of elevator movement are 20 degrees up and 20° down.

The KC-10A horizontal stabilizer is swept and tapered for the same reasons as wing sweep and taper. The sweep is 35 °, and taper ratio is .37.

2.3.4 VERTICAL STABI LIZER AND RUDDER

The size of the vertical stabilizer and rud der is a compromise dictated by stability requirements. Stability is covered later. The rudder size and effectiveness is further impacted by the maximum turning moment possible during an asymmetrical thrust
situation.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-20 01 JUL 13 Figure 2-11. C.G. Change - Stabilizer Operative. D O W N W A R D

B A L A N C I N G

F O R C E W E I G H T

F O R W A R D C

. G

. L I F T

U P W A R D

B A L A N C I N G

F O R C E

W E I G H T

A F T C

. G

. L I F T

A F T S P A R H I N G E

.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-21 01 JUL 13 Figure 2-12. Elevator - Stabilizer Inoperative

. D O W N W A R D

B A L A N C I N G

F O R C E W E I G H T

F O R W A R D C

. G

. L I F T

W E I G H T

A F T C

. G

. L I F T U P W A R D

B A L A N C I N G

F O R C EKC-10 Aircrew Training System Flying the KC-10

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W001-02 2-22 01 JUL 13 Figure 2-13. Vertical Stabilizer and Rudder.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-23 01 JUL 13 The KC-10A rudder is double-hinged to incr ease its effectiveness (see Figure 2-13). The effect of the double hinge arrangement is to modify t he chord and camber of the rudder as it is displaced in order to make a more efficient airfoil. The rudder is subject to stall the same as any airfoil, and on the KC-10A or any aircraft subject to asymmetric thrust, a large rudder deflect ion (angle of attack) is r equired to offset the yawing moment caused by failure of a wing engine. The KC-10A vertical stabilizer has a 40° sweep and a taper ratio of .35.

2.3.5 CONTROL SURFACE ACTUATION

All control surfaces on the KC -10A (see Figure 2-14) are hydr aulically powered in order to provide constant control pressures throughout t he operating envelope of the aircraft, and to provide the necessary control at high speeds where the requir ed deflection of the control surfaces is beyond the physi cal capability of the Pilot.

There are two dominant drawbacks associat ed with powered controls. One, the

feedback or feel to the Pilot does not chan ge with speed. It takes the same amount of stick force to fully displace the controls at maximum speed that it does at minimum speed. This results in over control, and in ex treme cases, overstress and failure. The second problem is, of course, that if the power fails, there is no control.

Both of these problems have bee n engineered out of the KC-10A . In the first instance,

artificial feel has been added to the elevator. This feel or force felt by the Pilot increases with speed. Stabi lizer trim rates are automat ically reduced as speed

increases above 250 knots. O ne set of ailerons, the lar ger outboard ailerons, lock out mechanically, leaving only the smaller inboard ailerons at the higher speeds.

The differential spoilers blow back as air load increases with speed, thereby reducing

their effectiveness. The r udder has been left alone becaus e the Pilot, as a matter of course, does not induce large rudder deflections.

Now, if the controls rely exclusively on hy draulics, and they do in the KC-10A, what happens when there is a hydrau lic failure? The redundan cy features engineered into the KC-10A render the possibility of complete control loss statistically remote (however it has occurred once). Spring devices add ar tificial feel of Rudder air loads at the

Rudder Pedals

Without going into too much detail at this poin t, suffice to say that there are three selfcontained hydraulic systems. Each control has multiple actuators divided among the hydraulic systems so that even with complete loss of fluid in two systems, approximately

1/3 of the control about each axis remains. The hydraulic systems are also tied together with a series of pumps that allo w the hydraulic systems to pressurize each other as long as at least one system has at least one of its two engine driven pumps operating. There are backup systems availabl e in the form of electrical pumps, and even a pump operated by electric power gener ated with ram air. Hydraulic systems and flight controls will be cover ed in detail in academics.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-24 01 JUL 13 Figure 2-14. Flight Control Surfaces. R U D D E R S

E L E V A

T O R S

A L L S P E E D A I L E R O N S T A B I L I Z E R

F U L L S P A N S L A T S S P O I L E R S L O W S P E E D

A I L E R O N

F L A P S

W 0 0 1 6

- 1 4KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-25 01 JUL 13 2.4 AIRCRAFT STABILITY

2.4.1 DEFINITIONS

2.4.1.1 STATIC STABILITY

The initial tendency to return to equilibrium following some disturbanc e from equilibrium. Static stability is either: pos itive, the tendency to return to equilibrium; negative, the tendency to continue in the direction of the disturbance; or neutral, neither the tendency to return to equilibrium nor continue in the direction of the disturbance.

Static stability is on ly concerned with the TE NDENCY to return to equilibrium and does not take into account the dynamic stability.

2.4.1.2 DYNAMIC STABILITY

The time history or duration/ amplitude of any resulting mo tion following a disturbance from equilibrium. Dynamic stability is graphically depicted in Figure 2-15.

Chart A illustrates the non-osci llatory mode of direct retu rn to equilibrium, and Chart B depicts direct divergence by a non-cyclic increase of amplitude with time. Pure neutral stability is shown in Chart C. The original disturbance creates a displacement,

which remains constant.

The oscillatory modes shown are all statically stable since the oscillations do return to neutral. What happens after they return to neutral is determined by their dynamic stability. Chart D shows a damped oscillation, dynamically positive, which remains at neutral once it arrives there. The undamped osci llation, Chart E, continues to return to

neutral and also continues to oscillate at the same am plitude and frequency. The negative dynamic oscillation depi cted in Chart F continues to return to neutral, but each time it passes through neutral, energy is applied to the moti on such that the amplitude

continues to increase with time.

The Pilot Induced Oscillation (PIO) or por poise maneuver would be an example of negative dynamic stability. The pilot adds c ontrol force too late and the force is not applied until the oscillation passes through neutra l; the "Porpoise does it on purpose."

Too much stability, as well as too little, is quite undesirable. The greater the stability, the less the controllability because of t he increased force required displacing or maneuvering the aircraft. On the other hand, the effect of reduced stability is exaggerated displacement following a contro l input and lack of tendency to return to equilibrium.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-26 01 JUL 13 Figure 2-15. Dynamic Stability.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-27 01 JUL 13 2.4.2 LONGITUDINAL STABILITY

An understanding of KC-10A stat ic longitudinal stability is most important to the crew simply because the stability of the aircra ft is dependent upon the Center of Gravity (CG), and the crew has control over the locati on of the CG. The KC-10A CG is easily shifted by the Flight Engineer by moving fuel from tank to tank, varying the fuel burn sequence, or by the Boom Operator duri ng cargo loading and unloading operations.

To understand the role CG plays in the stability of the KC-10A, it is necessary to discuss the contribution to stability of the wing and horiz ontal stabilizer. The result of any changes in lift on an airfoil takes place at t he Aerodynamic Center (AC) of the airfoil (see Figure 2-16). The Center of Gravity (CG) is the pitching axis of the aircraft. It is apparent then that a c hange in lift acting on the AC will create a pitching moment about

the CG.

For any given change in lift, the magnitude of the pitching moment depends upon the

distance of the CG from the AC. CG ahe ad, positive lift causes a pitch down; CG behind, pitch is up. The magnitude of the pitching moment for a given CG depends upon the change in lift, and direction of the mo ment is determined by the fore/aft relationship of the AC and CG.

When the CG is forward of the AC, a dist urbance which increases lift will create a nose down pitching moment that results in a decr eased angle of attack. This reduces lift

which tends to return the airc raft to equilibrium. If the CG is aft of the AC, any increase in lift will pitch the nose up, increasing angle of attack, increasing lift, pitching the nose further up results in a continuous divergence from equilibrium.

The Aerodynamic Center (AC) of the KC-10A wing is loca ted one quarter of the way back from the leading edge of the Mean Aerodynamic Chord (MAC); in other words,

25% MAC. The AC does move about a bit during low and high speeds, but for practical purposes it is considered to be at 25% MAC.

The allowable CG range of the KC-10A varies with we ight (see Figure 2-17), but for purposes of discussion here, the limits are c onsidered to be 8% MAC - forward limit, and 29% MAC - aft limit (see the wi ng depiction in Figure 2-18).

This is interesting. If the AC is at 25% MA C and the CG is at the aft limit of 29% MAC, the KC-10A is longitudinally unstable! Well, not the whole KC-10A, just the wing - and thereby hangs a tale, er.. tail.

The horizontal stabilizer is needed to count er the pitching moments created when the wing is longitudinally unstable due to aft CG, and to reinforce the pitching moments resulting from lift disturbances when the wing is longitudinally stable and the stabilizer is in trim. It is also there, along with the el evator, to balance forces acting on the wing during constant attitude flight (stabilizer in tr im) and to give the Pilot the ability to change and sustain pitching moments required amending the flight path (ele vator movement).KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-28 01 JUL 13 The contribution of the horizont al stabilizer to longitudinal stability is depicted graphically in Figure 2-18.

Figure 2-16. Pitching Moment.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-29 01 JUL 13 As far as the flight characteristics of the KC-10A are concer ned, here is what is important to understand: when the CG is forward of the AC, the horizontal stabilizer is trimmed to a negative angle of attack to creat e down force (negative lift) to counter the nose down pitching moment created by the wi ng. As the CG moves aft, less and less down force is required, until the lift on t he horizontal stabilizer reaches zero when the CG and the AC converge at 25% MAC. As t he CG moves aft of th e AC, the horizontal stabilizer must create positive lift to counter the nose up pi tching moment of the wing.

Maximum longitudinal stability is achieved at the most forw ard CG limit where the wing

is most stable and the contribution of the hori zontal stabilizer is maximum. At this CG position, large elevator forc es are required to change the aircraft deck angle because of opposing forces. For example: the Pilot pus hes forward on the yoke - lift decreases on the wing creating a nose up pitching mo ment, and negative lift increases on the horizontal stabilizer which pulls the tail down.

On the other hand, the further aft the CG, t he less the wing and the horizontal stabilizer contribute to stability, and very small elevator corrections result in large pitch changes. The aircraft is very hard to keep in trim, and Pilot induced oscillations are common. So why not fly with the CG at t he forward limit? Very simply, "drag." Large horizontal

stabilizer downloads must be offset by increases in wing lift, and both downloads (negative lift) on the stabilize r and positive lift on the wing create additional drag.

Another reason is that large elevator forces are required to change pitch in a forward CG (maximum stability) situation. In practice , the KC-10A CG is k ept near the aft limit to reduce drag, and the Pilots accept the pitch sensitivity. During critical maneuvers such as receiver refueling during turbulenc e, it might be prudent to onload fuel in a

manner to shift the CG forward for increased stability. It can always be shifted aft after the refueling is complete by transferring fuel.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-30 01 JUL 13 Figure 2-17. Center of Gravity in % MAC. Forward limit For demonstrated controllability.

Aircraft trim criticalKC-10 Aircrew Training System Flying the KC-10

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W001-02 2-31 01 JUL 13 Figure 2-18. Longitudinal Stability Vs. C.G. W0016-18KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-32 01 JUL 13 2.4.3 LATERAL AND DIRECTIONAL STABILITY

Lateral and directional stability are practica lly inseparable but are discussed separately; initially for simplicity, and t hen combined in the discussi on of spiral and oscillatory stability.

2.4.4 LATERAL STABILITY

Positive lateral stability is demonstrated when lateral displa cement from "wings level" flight (about the longitudinal axis) produc es sideslip, and sideslip produces a rolling moment which returns the aircraft to wings level flight. The two main contributors to positive lateral stability in the KC-10A are wing dihedral and wing sweep (see Figure 2- 19).

Generally, the aircraft handles better with relative ly weak lateral stability. Strong rolling tendencies in a deliberate sideslip, such as during a crosswind takeoff or landing, tend to be a bit upsetting. Pun intended!

2.4.5 DIRECTIONAL STABILITY

It is important when discussing directional st ability to define the difference between yaw and sideslip. The salient difference is that during a sideslip, the vertical fin has a positive angle of attack equal to the sideslip angle. This creates a yawing moment

which weathercocks the aircraft into the relati ve wind (reduces the ve rtical fin angle of attack and the sideslip to zero). So by way of definition, we can say that the sideslip angle is the angle between the relative wind and the longitudinal axis.

The yaw angle relates the displacement of the longitudinal axis from some reference azimuth, and is basically a time history motion. An aircraft is considered to have static directional stability if a positiv e sideslip results in a positive yaw. The positive reference in all cases being clockwise about t he respective axis (see Figure 2-20).

It follows that a negative sideslip would resu lt in a negative yaw in this representative statically stable aircraft. The vertical stabili zer is the main contributor to directional stability. Again, a compromise in the size of the vertical stabilizer is necessary. If it is too large, there is not only a drag penalty, but as we ar e about to learn, the aircraft will exhibit undesirable sp iral divergence.

2.4.6 SPIRAL STABILITY

The aircraft is considered to have spiral in stability if a sideslip condition creates a divergence resulting ultimately in a spiral dive . What happens is that the sideslip, acting on the large vertical stabilizer, rapidly weathercocks (yaws) t he aircraft into the relative wind. The lift on the outer wing increases d ue to yaw creating anot her sideslip, creating another yaw, and so on. The inner wing continues to drop, vertical lift is lost, and a spiral dive is the result.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-33 01 JUL 13 Figure 2-19

. Contribution of Components to Lateral Stability.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-34 01 JUL 13 Figure 2-20. Airplane Reference Axis.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-35 01 JUL 13 The KC-10A is spirally unstable over much of the takeoff envelope. This spiral instability does not create any problems for the Pilot since turns during takeoff are not normally accomplished, and even if a turn is in itiated; the spiral di vergence is quite slow and easily controllable. The Pilot should be aw are that after initiating a turn in the takeoff configuration, the bank would tend to increase if the controls are released.

2.4.7 OSCILLATORY STABILITY

Oscillatory motion is a yawing/rolling oscilla tion more commonly known as "Dutch Roll". A yaw disturbance causes the aircraft to ro ll (dihedral and sweep). The vertical fin opposes the yaw since the yaw disturbance is moving the longitudinal axis away from

the relative wind. If the fin and rudder are large enough, the motion is damped out (oscillatory stability). If the vertical fin and rudder are too small, the yaw and roll get progressively larger (oscillatory instability).

2.4.8 RELATIONSHIP OF OSCI LLATORY AND SPIRAL STABILITY

Since wing dihedral a nd sweep basically determine the late ral stability, and the vertical

fin and rudder dictate the di rectional stability, it shoul d be apparent that the dominance of the former decreases oscillatory stab ility, and dominance of the latter decreases spiral stability. Since an incr ease in oscillatory stability decreases spiral stability, and vice versa, a wing design and rudder design compromise is required to prevent dominant stability in one regime and instability in the other.

2.4.9 HIGH ALTITUDE FLIGHT

The aerodynamic penalties incurr ed with flight at high altit ude are accepted as a small price to pay when compared to the benefits of speed and economy. The penalties are: reduced aerodynamic damping, reduced stability, reduced ma neuverability, and reduced speed range.

The reduction in aerodynamic damping is a dire ct result of the decr ease in air density.

The smaller the number of air molecules that exist to be pushed out of the way following a disturbance from equilibrium, the smaller the opposing or damping force.

Reduced stability results from t he increase in the velocity of the aircraft at high altitude relative to a given equivalent airspeed. For any equivalent airspeed, the dynamic pressure or airflow acting on the airfoil is the same, but the airf oil angle of incidence created following a disturbance is less at hi gh altitude because of the increase in velocity vector.

Recall that the angle of incidence of the airf oil in disturbance is part of the equilibrium restoring force. The predominant loser is oscillatory st ability, which deteriorates quite rapidly with altitude (see "Dutch Roll" Recovery - Section 3.3). As a matter of fact, spiral stability, which always opposes oscillatory st ability, actually increases with altitude.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-36 01 JUL 13 The decline of maneuverability at altitude is due to the general deterioration in damping and stability. The aircraft feels less stable, and it is. It will diverge further for a given disturbing force and will take longer to settle following a disturbance.

The KC-10A is subject to the same deteriora tion in oscillatory stability, maneuverability, and reduction in speed range at high altitude as any swept wing transport. The least stable flight condition, neutral o scillatory stability, occurs at the upper altitude limit of the KC-10A, about 42,000 feet.

The only technique to remember in the case of reduced maneuverabilit y at high altitude is to be gentle with the aircraft. Make control movements slowly and gently, and recover from divergences in the same way. Al so important is the fa ct that either one of the two autopilots will quite effectively maneuver the aircraft at all altitudes. At least one yaw damper must be operational before an autopilot can be engaged.

The speed range becomes more restricted at altitude because the stall speed increases and the maximum equivalent airspeed decreases due to Mach effe ct. Since a wing always stalls at the same incidence, and the wing is only interested in EAS, the stall will occur at a fairly constant EAS.

The stall speed increases with altitude for two reasons. First, EAS for a given IAS

decreases with altitude. This difference can be as much as 16 knots in the KC-10A. Second, the Mach number effect on the wing can actually increase the EAS where the wing will stall, and this differ ence can amount to another 10 kn ots or so. On the highspeed side, it has already b een explained how the Mach number increases at a given

EAS as altitude increases.

The matter of the reduced speed margin opens the door to a discussion of speed stability at altitude, which furt her leads to the subject of wh y the airplane is operated at high altitude in the first place. The reason is quite simple: efficiency! There is a charted altitude and speed for a given gross weight w here air miles traveled per pound of fuel (specific range) is maximum. These char ts are contained in the Performance Manual and are used during fl ight planning.

The altitude is called OPTIMUM ALTITU DE and the speed is ca lled MAXIMUM RANGE MACH. An increase in specific range with altitude can be attributed to three factors: One, an increase in al titude provides a greater true ai rspeed for the same amount of thrust. Two, an increase in altitude (bel ow the tropopause) produces lower engine inlet temperature that reduces specific fuel cons umption. Three, an increase in altitude requires increased engine RPM for the same thrust, and the CF6 engine is most fuel

efficient at about 96% RPM N 1

.

Any altitude higher than optimum requires the engine to operate at an RPM higher than

its most efficient RPM to maintain the des ired Mach. Speed stability becomes a factor because at a given altitude, the desired Mach for fuel economy is slower than achievable Mach numbers because of drag penalties associated with higher Mach. TheKC-10 Aircrew Training System Flying the KC-10

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W001-02 2-37 01 JUL 13 aircraft is more speed stable at higher Mach numbers because it takes more thrust to cruise at the higher speed. What this means , of course, is that at higher speeds if a sudden gust slows the airplane down, the thrust available will exceed thrust required by a greater amount than would exist if a gust of equal magnitude affected the airplane in a lower thrust/speed configuration. That grea ter amount of thrust, therefore, makes it easier for the airplane to regain its pre-gust crui se speed; thus it is more speed stable. Reduced speed stability at altitude is accepted for economic reasons. It means that speed excursions must be countered by changes in thrust.

2.5 FLIGHT CHARACTERISTICS

The KC-10A does not possess any aerodynamic "bad habits". There are, however, characteristics unique to the KC-10A that ar e encountered during some flight regimes. You, as the pilot, should under stand these characteristics.

2.5.1 STALL

Stalls and stall recovery procedures wil l be briefed and practiced during simulator training. A documented occurrence of a DC- 10 stall may give you an idea why stall recognition and proper recovery procedures ar e important. The stall occurred when the airspeed was allowed to bleed off during climb. The aircraft lost 4000 feet before the crew realized they were in a stall, and another 6000 feet during the recovery.

The Flight Manual contains several terms rela ted to stall speeds. They are presented

here and defined:

● MINIMUM STALL SPEED - This is t he FAA recognized KC-10A speed. It is a speed demonstrated by reducing the airspeed at a rate of one knot per second until the stall occurs. The symbol for this speed is Vs and is the basis for charted maneuvering speeds for the KC-10A.

● 1G STALL SPEED - A theoretical speed at which the KC-10A will stall in 1G flight at a constant airspeed. It is included in the Flight Manual for information only. This is the stall speed that takeoff performance is based

on.

● CRUISE BUFFET SPEEDS - Flight test speeds where high speed and low speed buffet first occurs as boundary layer separation begins.

An understanding of the KC-10A prestall, st all, and post-stall characteristics can perhaps best be gained by describing them as they occur during the maneuver.

Notification of the approach to a stall is provided by a perceptible buffet as airflow separation begins. When the flaps are in the l anding configuration, there is a flap buffet, which will mask the prestall buffet.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-38 01 JUL 13 Below 15,000 ′ , approach to stall is usually annunciate d first by stick shaker. Between 15000’ and 25,000’ stick shaker may be pr eceded by low speed buffet. Above 25,000 ′

, stall can occur prior to stick shaker with bu ffet serving as the only stall warning.

If the slats are up, the stall warning system will automatically extend all the slats outboard of the engine nacelles at this time (Auto-Slat Exte nsion,) but only if the speed is below maximum slat extension speed.

Extension of the slats impr oves the lift on the outboard portion of the wing for better lateral control. Auto-slat airspeed limits are 270 knots IAS, or .55 Mach because the outboard portions extend to 13.5 ° or approximately 50% of th e takeoff position. Stall speeds in excess of these limits only occu r at high altitude or during a grossly accelerated (high G) situation. If the prope r recovery procedure is not initiated at stick shaker speed, the buffet will increase in intensity as the full stall approaches.

If any yaw is present during the approach to the st all, and there pro bably will be some, one wing will lose lift before t he other and will drop. This roll is easily controlled if outboard slats are extended, and rather hard to cont rol if they are not.

The stall will be accompanied by a nose down pitch as the inboard section of the wing stalls. The only deterrent to a "hands off" re covery at this point would be if the pilot were holding backpressure on the yoke, or if the stabilizer were trimmed to an extreme nose up position.

Recovery from stalls in the takeoff and land ing configuration can be accomplished with very little altitude loss. On the other hand, a cl ean wing stall at hi gh altitude requires a substantial altitude loss to get the wing flyi ng again. This is due to the limited thrust available, the inability to use slats due to airspeed limitations, and the relationship of deck angle to relative wind. The latte r probably requires a short explanation.

If a stall is allowed to occur, the aircraft be gins to sink, which in effect increases the angle of attack without an increase in deck angl e (see Figure 2-21). This phenomena occurs during any stall, but re sults in greater alti tude loss during clean wing stalls at

altitude. It also demonstra tes the need for positive recovery to minimize altitude loss.

Let's recap with some representative figures for a clean wing stall: Initial buffet occurs

10 to 12 knots above automatic stall warni ng, stick shaker and auto-slat extension (speed permitting) occur at about 20% above sta ll, and at onset of stall, the nose will pitch down.

A bit of food for thought. T he probability of approaching sta ll speed in the KC-10A is remote, but is most likely to occur as a resu lt of inadvertent early slat retraction after takeoff or failure to adjust or bit speeds for gross weight. An orbit is the aircraft loitering at altitude as a tanker awaiting a receiv er. It is similar to a holding pattern.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-39 01 JUL 13 Figure 2-21

. The Lack of Relationship Between Attitude and Incidence. W0016-21KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-40 01 JUL 13 2.5.2 APPROACH AND LANDING

As the KC-10A is configured for approach and landing, the L/D max changes from 17 in the clean configuration to le ss than half of that in the approach configuration (see Appendix B, Glossary of Te rms, L/D max). Large increases in thrust and deck angle are required as the configurat ion changes and speed is reduced.

The speed stability decreases with the incr ease in drag and decrease in speed, and is approximately neutral at flare speed with a constant throttle setting. These aerodynamic characteristics are not unexpected, given the low speed curves of a swept wing and the wing chord changes that alter the lift characteristics of the wing as flaps and

slats are extended.

The Pilot should expect exaggerated deck angles during maneuvering and approach.

For instance: to maintain altitude at maneuvering speed with maneuvering flaps and slats (flaps 22°, slats in takeoff range,) a deck angle of 7° is required. To maintain a 3° glideslope with l anding flaps and slats (flaps 35°, sl ats in landing range,) expect a deck angle of 5°. Again, don't be confused by the term "deck angle". It's the pitch angle, graphically depicted on t he attitude indicator as the re lationship between the horizon and the aircraft symbol. Because of the reduc tion in speed stability, any reduction in speed from desired should be countered by a prompt increase in thrust.

2.6 ASYMMETRIC THRUST

2.6.1 GENERAL

The possibility of an engine failure must be considered in the design of a multi-engine aircraft. The loss of thrust not only affects t he overall performance, but in the case of a wing engine failure, the resultant asymmetric al thrust presents a directional control problem due to the induced yaw. The magni tude of the yawing mome nt resulting from an asymmetrical thrust situation depends upon the thrust of the remaining wing engine and its distance from the ya w axis of the aircraft.

The wing engines of the KC-10A are located quite close in, which is good. However, the amount of thrust the eng ine can produce is substantia l: 52,500 pounds. A graphic presentation of an asymmetrical thrust moment is shown in Figure 2-22.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-41 01 JUL 13 Figure 2-22

. Requirements for Directional Control.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-42 01 JUL 13 The yaw and resultant roll du e to yaw during the asymmetr ical thrust situation is countered by using the rudder to regain directional control, and ailerons as required to maintain wings level. Since the effectiveness (lift or side force) of any given rudder is dependent upon equivalent airspeed, it follows that there exists some speed below

which there will be insufficient rudder forc e available to counteract the yaw.

This speed is called Fli ght Minimum Control Speed, and is given the symbol "V MCA ". There is a related speed, which is used in takeoff planning called Ground Minimum Control Speed, and its symbol is "V MCG ". V MCG takes into account the effectiveness of the nose wheel steering to counteract the ya w should a wing engine fail during takeoff

roll.

By definition, V MCA is the minimum control speed in the air to maintain directional control, with one wing engine inoperative, full thrust on the g ood wing engine, full rudder, and a maximum bank a ngle of 5 degrees with the failed engine on the high wing. If the airspeed deteriorates to V MCA , power must be reduced on the good engine, or a descent initiated, to increase airspeed in order to prevent an out of control situation.

V MCG is the minimum speed on the ground at which a wi ng engine can fail and

directional control be mainta ined with rudder and nose-wheel steering without exceeding a lateral deviation of more than 25 feet. Use of V MCG in takeoff planning will be covered in academic training.

Due to the design of the KC-10A, V MCA is not a factor unl ess one of the rudder segments (upper or lower) is ino perative. This is because V MCA is below the clean wing stall speed of the aircraft and theoretically cannot be attained. If the upper or lower rudder is inoperative, then the approach speed will be limited by V MCA . The appropriate

V MCA speeds are stated in the three amplified checklist pr ocedures for "Dual Hydraulic System Failure" in Section II of the KC-10A Flight Manual.

The Pilot reaction to a wing eng ine failure requires immediat e application of rudder to counteract the yaw, and ailerons as required to achieve 5° of bank or less. The rudder application must be timely, but t he yaw is not so viol ent that there is insufficient time to think about which rudder pedal to push.

The yaw will displace the slip/ skid ball in the direction of th e good engine, which is also the direction in which to apply rudder.

The KC-10A has plenty of rudder available and it isn't necessary to slam the rudder in. Once the yaw has started, give the rudde r a judicious push; it will become apparent immediately if the wrong rudder correction is being applied. Apply sufficient rudder to counter the yaw, then tr im the pedal pressure out with the rudder trim.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-43 01 JUL 13 The aircraft is properly trimmed when the slip /skid ball is center ed and the control wheel

is neutral. Insufficient rudder , or too much rudder, require s use of the ailerons to

maintain directional control resu lting in a sideslip as evidenc ed by the displaced slip/skid ball. This is not dangerous , but it does result in incr eased drag due to the deflected ailerons and spoilers.

The KC-10A has adequate thrust at all wei ghts with one eng ine inoperative. The Pilot must keep in mind that during flight with asymmetric thrust, any change in airspeed or power will change the yaw moment and the rudder will need to be re-trimmed. A failure of the tail engine (#2) will have a slight affe ct on the pitch axis of the airplane. The thrust vector of this engine tends to push t he nose down and, as a result of an engine failure, the nose will rise slightly but can easily be controlled by the Pilot.

There is one flight perform ance consideration associated wit h engine failure that should be covered here. If the engine fails at three-engi ne optimum altitude, the loss of thrust available will require a descent to or below two engine optim um. Refer to KC-10A "Two Engine Operation" in Secti on IIA of the KC-10A Flight Manual and the Aircraft's

Performance Manual.

An engine failure after passing takeoff decision speed is the most crit ical of all engine failure situations. Takeoff decision speed, known as V 1 , will be covered in academic training. The pilot is faced with reduced pe rformance during a crit ical phase of flight, and if it is a wing engine, an asymmetric thrust situation. It is most important to be MENTALLY PREPARED for engine failure duri ng takeoff. The simu lator mission will adequately prepare you to cope with the "engine failure after V 1 " procedure.KC-10 Aircrew Training System Flying the KC-10

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W001-02 2-44 01 JUL 13 2.6.2 SUMMARY

1. Asymmetric thrust in flight causes:

a. Yaw.

b. Roll due to yaw.

c. A spiral dive due to roll and re sultant reduction of vertical lift component.

2. Proper corrective action requires:

a. Rudder to counteract the yaw.

b. Center the control wheel.

c. Trim out t he pedal pressures.

d. Do not reduce airspeed below V MCA (V MCA not limiting with both rudders operative).

The autopilot does a fine job of flying the ai rcraft with a failed engine but only if the aircraft is trimmed properly. The autopilot is not to be used for engine out go-around.KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-1 01 JUL 13 3.0 MANEUVERS

Due to the excellent fidelity inherent in t he KC-10 simulators, many maneuvers that are performed inflight in ot her aircraft are restricted to the simulator in the KC-10 program. Although steep turns may be accomplished infl ight with direct IP supervision, that

maneuver is also discussed here for convenience.

3.1 ACCELERATION/DECELERATION

Acceleration/deceleration maneuvers will provide you with knowledge of required control forces, power requirements and ADI presentations that produce the desired paths. This maneuver will be completed with the FGS OFF and is not to be memorized, but should be reviewed prior to the mission. The instructor will call for each item as it is to be accomplished:

• Entry level will be 12,000 feet, speed 350 KIAS. Airspeed bugs set for landing.

• Set throttles to idle, establish 750 fp m descent, and decrease speed to 250 KIAS.

• When reaching 250 KIAS, ex tend slats. With throttles still in idle, continue

descent to 7000 feet.

• When reaching 7000 feet, extend speed br akes (note tendency to pitch up) and

maintain 250 KIAS. With throttles st ill in idle, continue descent to 5000 feet.

• Level at 5000 feet, decrease speed to 210 KIAS, retract s peed brakes, and then

extend 22 ° flaps. Continue speed decreas e to minimum maneuver speed and

make 180 ° turn to the right.

• When rolled out, descend 1000 feet at mini mum maneuver speed and level off. Select GA on the thrust computer.

• Extend gear. Turn left 180 ° , descend at 500 fpm to 3000 feet with 22 ° flap maneuver speed.

• When rolled out, set flaps to 35 ° /EXT, establish 700 fpm descent at approach speed until reaching 1000 feet. At 1000 feet call "Go-around power, flaps 22 ° ," Set power and adjust pitch attitude to maintain salmon bug airspeed setting. (35/EXT V TH approximates V 2 plus 10) (Use 15 ° pitch as a maximum.) Retract gear at positive rate of climb.

• At 3000 feet, lower t he nose approximately 5 ° , retract flaps at 22 ° /EXT V MM (approximates V FR ), continue acceleration and retract slats at 0 ° /EXT V MM (approximates V SR ).KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-2 01 JUL 13 • Select CL on the thrust computer, reduce power to CL , and continue acceleration

to 250 KIAS while maintainin g the adjusted pitch angle.

• Maintain 250 KIAS as a pitch referenc e until 10,000 feet, then establish 1000 fpm

climb and accelerate to 330 KI AS. Level at 14,000 feet.

• When leveled off, move throttles to idle, speed brakes full, and decelerate to 250 KIAS. Retract speed brakes and use po wer as required to maintain 250 KIAS and level flight.

3.2 STEEP TURNS

Steep turns are practiced to augment the Pilot' s feel of the airpla ne and to assist in instrument crosscheck development. The maneuv er is practiced in level flight with 45 °
of bank with 275 KIAS recommended. The recommended parameters for this maneuver are; a maximum of 450, 000 lbs gross weight, AR or bit speed or 250 KIAS which ever is greater, an altitude of between 10,0 00 feet AGL and FL 250 in VMC conditions, and required altitude block of 2,000 feet. Mi nimum speed is 180 KIAS or cruise buffet onset (clean configuration at 55 E bank) whichever is greater.

NOTE

At 450,000 pounds, GW FL 200 cruise buffet onset boundary speed (55-degree bank) is 277 KIAS.

Prior to beginning the steep turn, stabilize all parameters (power, speed, heading, and altitude). When stabilized, start a bank in the desired direction toward 45 ° . On entering the turn, there is a tendency for the airp lane to nose down but this is easily compensated for with elevator force. As the turn continues, a slight increase in power (about 500 pph fuel flow ) will be required to hold speed. Use the ADI as reference, crosschecking with the altimeter and the vertical speed indicator. Pitch attitude varies

from 2 1/2 ° ANU in level flight to approximately 4 1/2 ° to 5 ° in a stabilized 45 ° bank. With an INS ADI, precession error is nonexistent.

Start the rollout within 15 ° of the intended head ing. Power will have to be reduced if added during the turn.

Steep turn target parameters are airspeed ± 5 knots, bank angle ± 5 ° , and altitude ± 100

feet.

NOTE

At the 250 knot point on the airspeed indicator, the dial divisions change from 2 knot to 10 knot increments.KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-3 01 JUL 13 COMMON ERRORS--STEEP TURNS

• Entering turn with improper roll rate.

• Rapid roll rate causing altitude loss on entry.

• Slow roll rate causing altitude gain on entry.

• Erratic use of control colu mn to maintain altitude.

• Slow instrument scan, fixation on one instrument.

• Slowness to notice need for or make requi red thrust changes to control airspeed.

• Not maintaining constant bank angle during the exercise. Bank angle should not be permitted to gradually decrease without taking corrective action to reinstate

the 45 ° bank angle.

3.3 DUTCH ROLL

Dutch roll is a common characteristic of swept wing aircraft. In th is aircraft however, Dutch roll will only be exper ienced when all four yaw dampers are inoperative or turned

off.

There are several ways of recovering from Dutch roll. The aileron technique is described here. This method positively ensu res that the proper c ontrol inputs will be applied to stop the rolling moti on. If Dutch roll is encount ered and the ya w dampers are turned off, rather than inoperative, simp ly turn on the damper(s). The KC-10 will recover from the roll in approximately one cycl e. If dutch roll is encountered without the availability of yaw dampers, us e the following technique:

Freeze the rudder pedals and give one firm corre ction on the aileron control against the up-coming wing. Do not hold the correction too long. Apply and remove force. This will immediately stop the ro lling tendency and normal flight may resume.

COMMON ERRORS--DUTCH ROLL

• Attempting to correct t he condition by applying control forces too hastily.

• Holding corrective input too l ong--thus prolonging the dutch roll.

• Using rudder and aggravating the yaw.

3.4 HIGH SINK

The purpose of this maneuver is to demonstrate the ability of the KC-10 to recover from an undesirable high sink rate condition dur ing landing approach when the proper recover procedure is followed. The following configuration will be used:

Flaps 50 °

Gear Down Maintain Threshold speed

Throttles idleKC-10 Aircrew Training System Flying the KC-10

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W001-03 3-4 01 JUL 13 When the above configuration is established, trim the airpla ne to maintain airspeed with power in idle. The airplane will assume a high sink rate. After this rate is established (approximately 1000 ft. altitude lo ss), position all throttles to the approximate go-around

N 1 , and rotate to the missed approach attit ude necessary to maintain the threshold speed. Maintain landing configuration, t hen note the altitude loss at level flight and climb is possible (while maintaining speed). Due to excellent en gine control response, the altitude loss (approximatel y 300-400 feet) will not be excessiv e. However, this loss could put the aircraft below the safe obs tacle clearance height during an approach.

NOTE

Increasing lift is the only way to control or stop an unacceptable rate of descent. Attempting a landing from a high rate of descent is extremely hazardous due to the airplane's large mass and inertia effect, and engine

acceleration time.

3.5 STALLS

The following discussion includes indications and warning of an impendi ng aircraft stall, along with proper recovery procedures, duri ng all phases of flig ht. Stalls will not be practiced in the aircraft; however, a section on practice approach to stall is included since this is a mandatory simulator -training item for all pilot courses. A table listing normal control column forces during various maneuvers is also included in this section.

3.5.1 STALL CHARACTERISTICS

In the high lift configuration with slats ex tended, stall characteri stics are excellent. Notification of the approach to stall is provided by light bu ffet which starts approximately 10-12 knots above stall warning speed and by t he control column stick shaker in turn. At low flap settings, the sti ck shaker will be closely follo wed by a perceptible buffet, which increases in intensity. At high flap settings, the prestall buffet will be almost completely masked by flap buffet. Because t he stall buffet is partially or completely masked by the flap buffet, the stick shaker pr ovides a more definite warning. Stability and controllability are excellent as the stal l is approached. If t he speed is further reduced, some rolling tendency ma y be noticed. A nose down pitch that will increase with the deceleration will accompany this. Relaxing the pull force and allowing the pitch

down attitude to accelerate the aircraft to normal flight accomplish recovery.

When in the clean conf iguration and at or below the sl at placard IAS/MACH, the same signal that actuates the stick shaker will simultaneously extend the outboard slats 13.5° (approximately halfway to t he takeoff position) and illu minate the amber SLAT RESET light (the slat DISAGREE light will also co me on). The action, which causes the outboard slats to extend, is referred to as Au tomatic Slat Extension (ASE). If the proper recovery procedure is not initia ted at ASE, the buffet will in crease in intensity as the full stall approaches. The ASE will prevent outboard wing stall a nd maintain essentially theKC-10 Aircrew Training System Flying the KC-10

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W001-03 3-5 01 JUL 13 same stall characteristics as in the 0°/EXT c onfiguration. Moving t he slats to the 0°/EXT position provides 15 ° extension of the inboard slats and 25.4 ° extension of the outboard slats. The following table shows the reducti on in stall speeds between the 0°/RET and

0 ° /EXT flap/slat positions fo r the noted configuration:

GROSS WEIGHT DELTA STALLS X1000 LBS SPEED (KIAS)

350-450 18-22

NOTE

If the slats and flaps are extend ed after stall recovery, the subsequent clean up of flaps a nd slats will not retract the automatically deployed slats. Only the pushing of the SLAT

RESET button will retract the ASE mechanism and extinguish the SLAT RESET lig ht. This may be done while the flaps and slats are extended.

3.5.2 KC-10 STALL CONSIDERATIONS

There are many ways the KC-10 can be placed in a regime of flight, which may result in an inadvertent approach to a stall, and aircrews are frequently exposed to many potentially dangerous situations. Such situat ions include cell formation join-ups, air refueling activities and traffic pattern operations.

An excessive closure rate during cell jo in-up or failure to monitor airspeed and configuration during air ref ueling orbit and rendezvous, particularly during turns, could result in an unobserved speed r eduction, leading to an inadver tent approach to a stall. Likewise, failure to monitor airspeed and conf iguration while oper ating at high gross weights during orbit or slow speed air refueling, and dependency on the autothrottles during traffic pattern operations with autothrottl es off could place the crew in situations conducive to an approach to a stall.

Aircrew situational awarene ss cannot be over emphasized. Crew members must be aware of the possible flight regimes in which the aircraft will be operated that are conducive to an approach to a stall, recognize the deteriorating performance characteristics and take the appropriate action. Training will emphasize the conditions leading to the approach to a stall, recognition, and recovery procedures.KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-6 01 JUL 13 3.5.3 PRACTICE APPROACH TO STALLS ENTRY AND RECOVERY TECHNIQUE

The approach to the stall is a training maneuver and will be performed only in the simulator. The procedures will no t be practiced in the aircraft.

During training for the "real world", the approach to stall indications should be stressed. Emphasis should be placed on a rapid decrease of airs peed below bug setting, rapid decrease of climb rate during takeoff or go- around, or a rapid increase in sink rate during an approach. Proper ac tions will greatly improve aircraft performance during stall recoveries resulting from decreasi ng performance during takeoff into windshear, approach or go-around; microburst; or inadvertent initial stall buffet or stick shaker.

NOTE

There have been reported instances of early retraction of the slats during departures. The slats were inadvertently retracted with the flaps as flap retraction speeds were reached. Even with the airspeed increase during this configuration change, the clean configuration may be

achieved as much as 60 to 70 knots below the 0°/RET minimum maneuvering speed. In all known departure cases,

the stick shaker and automatic slat ex tension systems have operated properly to alert the crew of the situat ion and there have been no serious consequences; however, in such an event, the clean configurati on approach to stall procedure

should be executed.

Although entry procedures s hould not be emphasized during the approach to the stall, certain actions, which are discussed under the appropriate entry and recovery procedures, will aid you in establishing the entry parameters. Power settings used during the recoveries should be the maximum thrust for the existing conditions, i.e., Maximum Continuous Thrust above 14,000 feet MSL, and Go-Around power below 14,000 feet.

3.5.3.1 CLEAN CONFIGURATION

Retard the throttles to id le and maintain heading and altitude. As the airspeed decreases, attempt to maintain altitude (do not descend) by trimming the stabilizer to relieve backpressure.

When the airspeed has decreased to stick shak er value, the stick shaker will actuate

and the auto slats will extend, providing the airspeed is not in excess of approximately

MACH .55 or 270 KIAS. The amber SLAT RESET and slat DISAGREE lights will illuminate. Upon recognizing the approachi ng stall (stick shaker), apply maximum available thrust; adjust pitch as required to minimize altitude loss; extend the slats below MACH/IAS slat limit speed; and accelerate to the appropriate airspeed (minimum safeKC-10 Aircrew Training System Flying the KC-10

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W001-03 3-7 01 JUL 13 speed for the existing configuration). As the slats extend, the slat DISAGREE light will go out and the blue slat TAKEOFF li ght will remain illuminated.

Avoid unnecessary loss of altitude during the re covery. Accelerate to the slat retraction speed (approximates 0°/EXT V MM ) and retract the slats by moving the flap/slat handle to the 0°/RET position and pressing the SLAT RESET light. Regain any altitude lost by climbing at the slat retract speed or its practical equivalent, or the 0 ° /EXT minimum maneuvering speed, until reaching an appropriate altit ude. Remember that at heavy gross weights and higher altitude s it is possible to exceed the slat MACH limit when accelerating to the slat retract speed. When at the desired altitude, continue to

accelerate to at least the 0 ° /RET minimum maneuvering speed. Refer to Figure 3-1, Approach to Stall - Clean With ASE.

NOTE

If the stick shaker actuates and auto slat extension occurs

due to inadvertent slat retracti on at insufficient airspeed, thereby placing the airplane in a stalled condition, immediately extend the slats to the 0°/EXT position and recover as previously described.

If the stick shaker actuates when the airpla ne is at high altitude and airspeed above the slat limiting speed of approxim ately MACH .55 or 270 KIAS (aut o slats inhibited). Do not extend the slats during t he recovery. Apply maximum available thrust, adjust the pitch as required to minimize altitude loss and accelerate to an appropriate airspeed (minimum safe speed for the existing configuration).

During recoveries at altitudes where perform ance is limited, accept an altitude loss, exceeding 1,000 feet, while accelerating to the 0°/RET minimum maneuvering speed. Adjust the pitch attitude as necessary and return to the desired altitude while maintaining this airspeed. Refer to Figures 3-2, Approach to Stall - Clean Without ASE.KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-8 01 JUL 13 Figure 3-1. Approach to Stall – Clean with ASE. ●KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-03 3-9 01 JUL 13 Figure 3-2. Approach to Stall - Clean without ASE. ●KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-03 3-10 01 JUL 13 3.5.3.2 TAKEOFF, APPROA CH, LANDING OR GO-AROUND CONFIGURATION

ENTRY AND RECOVERY

Establish the appropriate configurati on for the phase of flight; disengage the autothrottles; set the airspeed reference bugs; and select G/A on the thrust computer. Reduce airspeed and set power to approximately 60% N 1 for takeoff or 80% N 1 for approach, landing or go-around. Trim to relieve backpressure; maintain altitude until approaching the stall.

When the airspeed decreases to shaker value, the stick shaker will actuate. Upon recognizing the approach to t he stall, apply maximum available thrust (G/A) while simultaneously adjusting pitch to minimize the altitude loss or to provide obstacle

clearance. Maintain the ex isting flap/slat and gear configuration and adjust pitch to accelerate to the salmon bug +5 (approximates V 2 ), which is the minimum maneuvering speed for the existing configuration. Afte r attaining the minimum maneuvering speed, adjust the configuration as desired. A safe recovery to the entry altitude may be performed at the salmon bug speed and G/A power; howev er, if ground contact is imminent, apply thrust up to the throttle mechani cal stops. Refer to Figure 3-3, Approach To Stall - Takeoff Conf iguration, and Figure 3-4, A pproach to Stall - Approach, Landing or Go-Around Configuration.

In summary, an inadvertent approach to a stall in the KC-10, as in most other aircraft, can usually be attributed to one or more of t he following factors: ina ttention; inadequate situational awareness, resulting in excessive ly low airspeed; incorrect configuration for the actual airspeed; or actual wing loading, which is a func tion of bank angle. The KC10 gross weight range, mission flexibility, and aircrew worklo ad collectively challenge each member to "fly the jet" and av oid low speed, high wing load flight.KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-11 01 JUL 13 Figure 3-3. Approach to Stall – Takeoff Configuration ●KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-03 3-12 01 JUL 13 Figure 3-4. Approach to Stall - Appr oach, Landing, or Go -Around Configuration. ●KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-03 3-13 01 JUL 13 COMMON ERRORS--STALL RECOVERY

• Not applying maximum available thrust.

• Failing to adjust pitch as required minimi zing altitude loss or providing obstacle

clearance.

• Abruptly raising the nose during recove ry, reactivating the stall warning by increased G loading.

• Failing to adjust configuration after accelerating to the minimum maneuvering speed for the existing configuration.

• Not coordinating the rollout and decreas ing pitch during the recovery from approaches to stalls in turns.

• Using rudder instead of ailerons to cont rol lateral stability (rudder should not be used excessively - this could result in abrupt roll off).KC-10 Aircrew Training System Flying the KC-10

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W001-03 3-14 01 JUL 13 3.6 CONTROL COLUMN FORCES

The following table presents the control column forces you can expect when performing

the listed maneuvers. These forces are easily handled until a stabilizer trim change can

be made. Note the force reduction with the tail (#2) engine inoperative.

CONTROL

COLUMN FORCE

CONFIGURATION THRUST PULL PUSH

TAKEOFF · ROTATION

· CLIMB AT V2+10 ALL ENGINE

· CLIMB AT V2 WING ENG INOP

· CLIMB AT V2 TAIL ENG INOP · FLAP RETRACTION (15 ° /EXT0 ° /EXT)

· SLAT RETRACTION T.O.

T.O.

T.O.

T.O.

T.O.

T.O. 10-35

0-5

10-15

5-10

20-35

5-15

CRUISE · FULL-SPEED BRAKE

EXTENSION

· POWER APPLICATION T.F.L.F. *

IDLE-T.O. 2-10

0-4

APPROACH/

LANDING · FLAP EXTENSION (0 ° /RET22 ° /EXT)

· LANDING GEAR EXTENSION · FLAP EXTENSION (22 ° /EXT50 ° /EXT)

· POWER APPLICATION

(50 ° /EXT)

· FLARE IDLE

T.F.L.F. *

IDLE

IDLE-T.O. 10-40

5-10

20-30 0-5

5-15

* Thrust For Level Flight

Figure 3-5. Longitudinal Control During Trim Changes (Approximate Control Column Forces in Pounds)

.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-1 01 JUL 13 4.0 ABNORMAL APPROACH - LANDING

This section addresses malfunctions that ha ve significant impac t on the approach and landing phase. The most serious situations involve loss of two engines or two or more hydraulic systems. Flight control malfunc tions and inaccurate airspeed indications are

also included.

4.1 SINGLE ENGINE OPERATION

One of the most critical situations you ma y encounter in the KC-10 is the loss of two engines, more commonly referred to as singl e engine operation. Sa fe recovery will require the utmost in pilot skill and crew coordination. The following information will guide you through to a successful conclusion.

4.1.1 GENERAL

The point at which a second engine fails dictat es what the Pilot does and the urgency of immediate action. If an engine is shut down, the pilot should be prepared for the eventuality of the loss of anot her engine. Steps should be taken to prevent a "crunch" caused by crew not being pr epared if a second engine fa ils. Following an engine shutdown, if time and circumstances permit, brief the single engine operation checklist. Specifically cover the crew actions if the second engine should fail during the approach phase; power settings, flap/slat configuration, s peed, etc. Refer to Figure 5-16 in T.O. 1C-10(K)A-1, Single-Engine VFR Approach and Landing. If you are on final approach, configured with gear down, flaps and slats at 35/EXT + 10 (plu s wind additives) when a second engine fails, then refer to Figure 4-4 and Paragraph 4.1.5.

4.1.2 PRIOR TO REACHING AIRFIELD

Assuming that the engine losses occur prior to reaching the airport, the following procedures are recommended: (Assumi ng Driftdown is not required)

• Initiate the single engine operation checklist unless on final approach, flaps and slats extended and gear down.

• Dump fuel to the lowest practical we ight. Consider the maximum weight for single engine go-around (Figure 4-1) and the maximum normal landing weight for center gear retracted (400,000 pounds).

• Reduce electrical l oads to a minimum.

• Ensure that both hydraulic motor pum ps and both auxiliary pumps are ON (electrical loads permitting). APU is av ailable for pneumatics and electrics. However, range and go-around capability must be considered.

• Maintain a clean configuration.

• Maintain at least minimum maneuver speed for the clean configuration.

• Select GA on the thrust co mputer (14,000 feet and below).

• Carry inoperative engine throttles along to eliminate an unsafe gear indication due to throttle position.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-2 01 JUL 13 • Below 10,000 feet or when entering the traffic pattern , shut off all bleed air demands except engine and wing anti-ice (when required).

• Consider destination options. The closes t runway may not be the best choice for landing a single engine aircraft if weather, approach availability, and conditions of the aircraft suggest choosing another location.

• Use a downwind and base l eg extended enough to prov ide a minimum of a 7- mile final. Maintain a clean configurat ion and at least minimum maneuver speed for the configuration.

Maintain 0 ° /RET minimum maneuver until estab lished on straight-in approach, 1,500
feet AGL minimum. St arting descent, select 0 ° /EXT and reduce to single engine approach speed. Single engine approach s peed is a charted sp eed based upon 1.5V S for 0 ° /EXT. At heavier Gross Wei ghts the Pilot will have to aggressively manage his power to achieve the desired single engine approach speed by 1,000 feet above airfield

elevation. Wind additives are NOT added to this speed.

This no-flap approach will nece ssitate higher than normal airspeed and pitch attitude.

Plan on an increased descent rate.

One thousand feet above the ai rfield elevation is the commit point for a landing or goaround. When this point is reached, and the glidepath and speed are satisfactory, continue the approach for landing wh ile extending the landing gear.

NOTE

Do not extend the landing gear before 1000 feet above airfield elevation since the landing gear drag is approximately three times that of the slats, and there may be insufficient thrust to maintain the desired flight profile if this configuration is selected too early.

If rudder trim is used, zero t he trim and hold the r equired rudder force to compensate. If the trim is not removed the aircraft will yaw w hen the power is reduced to idle. Adjust thrust on the available engine to arrive at the threshold with a minimum airspeed of single engine threshold speed (plus wind additives ). When the threshold is crossed, the throttle is slowly moved to idle wh ile flaring slightly through touchdown.

After nose gear is on runway, raise all three reverse levers.. Do not delay thrust on available engine because of inability to ra ise the other reverse levers beyond reverse idle. Spoilers will not deploy until reverse lever actuation.

4.1.3 MISSED APPROACH

The decision to go-around must be made at prior to 1000 feet AGL (see figure 4-2). If go around is required, a ccomplish the following:

• Set Go-Around power.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-3 01 JUL 13 • Retract the slats, continue descent and accelerate to 0°/RET minimum maneuvering speed on t he glidepath (ILS gli deslope or maintain approximately 600-800 fpm if visual).

• Only when the airplane is clean, and minimum maneuver speed is attained, should the climb back to altitude begin.

A single engine missed approach should not be attempted if the gear is down, regardless of altitude. If a missed approach is unavoidable under these conditions, the gear must be up prior to 1000 feet AGL and any additional demands on the hydraulic system should be delayed until the gear lights are out; this includes slat retraction.

A single engine missed approach will not be made under any of the following conditions:

1. Below 1000 feet abov e airport elevation. 2. Weight, pressure altitude, and te mperature exceed ch arted capability. (Figure 4-1) 3. Airspeed is below single engine approach speed.
4. Gear is extended.

4.1.4 HEIGHT LOSS DURING A SINGLE ENGINE MISSED APPROACH

A computed height loss during a single-eng ine missed approach initiated at 1000 feet with the proper approach speed, a loss of approximately 500 feet will occur prior to climb. A missed approach at 1000 feet ( with a speed below the recommended) will result in a greater altitude loss. In this case, the airplane could contact the ground prior to the runway.

WARNING

The single engine missed approac h performance is based on having the landing gear up and locked at the 1000 feet commit point.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-4 01 JUL 13 SINGLE ENGINE LANDING DO’S AND DON’TS

• DON’T - Extend slats too early on final.

• DON’T - Over boost engine.

• DO - Adjust pattern for winds (the suggested 7 mile fi nal is for no-wind conditions).

• DON’T - Fail to disconnect ATS for deceleration to V TH

.

• DO - Slowly reduce thrust and estab lish a steady speed trend, recognizing the advantage of being a little fast at the threshold rather than slow.

• DON’T - Allow airspeed to decay below V TH plus wind additives on final approach.

• DON’T - Go below glideslope duri ng deceleration to threshold speed.

• DON’T - Bleed airspeed from the 1000 fo ot point, producing floating and a long landing, and a potential uneven rate of airspeed bleed.

• DON’T - Try to hold off the airplane during landing.

• DO - Get all 3 reverse levers to re verse idle for auto spoiler deployment.

SINGLE ENGINE MISSED APPROACH CAPABILITY

NOTE

•Ice Protection OFF. •Reduce weight by 1.6% with APU operating.

A

L

T AMBIENT TEMPERATURE °C

-54 -20 10 15 20 25 30 32 34 36 38 40 42 44 46 48 50

GROSS WEIGHT (X 1,000 LB)

SL 458 461 464 464 465 465 461 451 442 435 425 418 410 401 395 387 380

2 441 443 446 446 447 447 428 420 411 405 397 390 382 374 369

4 421 425 427 428 428 416 397 391 383 377 369 362 356

6 402 404 407 407 402 387 370 365 357 350 343

8 381 384 385 385 372 360 344 338 331

10 360 362 365 358 346 333 318

Figure 4-1. Maximum Recommended Gross Weight for Single Engine Missed Approach.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-5 01 JUL 13 For purposes of illustrati on: GW = 336,000 lbs.

0/RET

V MM

V APP V TH

SINGLE ENGINE MISSED APPROACH

ABOVE 1,000' AGL

APPLY GO-AROUND POWER

RETRACT SLATS

ACCELERATE TO V AT 700-800 FPM

DESCENT MM

BEGIN CLIMB AT 0/RET V

MAINTAIN 0

MM V

MM 0/RET

V MM

V APP V TH

W 00 1 3

- 03 BEGIN CLIMB AT 0°RET/V MM MAINTAIN V MM ABOVE 1,000’ AGL

APPLY GO-AROUND POWER

RETRACT SLATS

ACCELERATE TO V MM AT 700-800

FPM DESCENT V TH

V TH 0/RET

V MM V APP

V APP 0/RET V MM

Figure 4-2. Single Engine Missed Approach

.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-6 01 JUL 13 4.1.5 DURING FINAL APPROACH

If a second engine failure occurs during final approach, after the gear is extended, the focus of attention must be on completing the approach to a su ccessful single engine landing. Since two engine approach procedures call for increasing the 22 ° /EXT Minimum Maneuvering and 35 ° /EXT Threshold speeds (V TH ) by 10 knots until landing is assured, the aircraft is carrying an airspeed pad in the event of an additional engine failure. Approach speed should not exceed charted 35 ° /EXT V TH + 20 knots. This speed approximates 22 ° /EXT V TH

.

Upon failure of the second engin e, immediately increase thrust on the remaining engine, as required, not to exceed go-aro und power and retract the flaps to 22 ° /EXT regardless of airspeed. Maintain t he increased approach speed of 35 ° /EXT V TH + 10 plus normal wind additives that were being maintained on final prior to the second engine failure. Maintain this speed to the threshold. Adjust power as required to maintain the glideslope.

Prompt pilot response to the loss of a seco nd engine should result in no deviations from glideslope at gross weights up to the maxi mum normal landing weig ht with center gear extended (436,000 pounds).

Common errors during the loss of a second engine on final are late detection of the loss and allowing heading and altitude to vary exce ssively due to surprise or concentration on the second loss. The arbitrary select ion of go-around power at very low gross weights will make heading and glide path control difficult.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-7 01 JUL 13 Figure 4-3. Loss of Second Engine on Final Approach. W 0 0 1 3 - 0 4KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-8 01 JUL 13 4.2 HYDRAULIC SYSTEM FAILURE

Loss of two or more hydraulic systems also makes safe recovery especially critical since all of the primary and sec ondary flight controls require hy draulic power to operate. Built-in safety features, discussed below, prevent loss of all f light controls in all but one instance. That condition, complete hydr aulic power loss, is discussed after dual hydraulic failure.

4.2.1 CONTROLLABILITY WI TH DUAL HYDRAULIC FAILURE

A lot of thought went into the design of the KC-10 hydraulic system redundancy, especially when it comes to cont rol of the airplane during a dual hydraulic system loss. The airplane can be safely flown with only one hydraulic system, but there is very little margin for error. Part of your responsib ilities as an aircrew member is to become mentally prepared to handle any emergency. W hat follows are some ideas, which may be termed, "How to prepare fo r, and cope with, a dual hydr aulic system failure in the

KC-10."

1. Become familiar with the general hydrau lic systems arrangement as affects flight controls--see Figures 4-4 and 4-5.

A. Any dual hydraulic system loss r educes lateral control about 66% and longitudinal/directional control about 50%.

B. A 1-2 system loss renders flaps , upper rudder and autopilot stab inoperative (do not use autopilot or auto-throttles with dual hydraulic failure).

C. A 1-3 system loss renders slats and alte rnate stab trim inoperative. Only manual gear lowering, and accumulato r brake pressure is available.

D. A 2-3-system loss renders the lo wer rudder and alternate stab trim inoperative.

E. The checklist for a 1-3 system loss will have you turn off anti-skid to preserve what braking capability exists.

2. Carefully follow the steps of the Flight Manual emergency procedure for dual hydraulic system failure. Knowledge of what systems are affected aids in understanding what the checklist st eps are designed to accomplish.

3. Protect the functioning system; reduc e demand on the system while attempting to extend slats and/or flaps. Remember t hat the use of AR pumps for fuel dump is prohibited with a dual hydraulic system failure.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-9 01 JUL 13 4. Determine V MCA ; the checklist will tell you which rudder(s) may be affected. When in doubt, check the surface position indicator.

5. Evaluate your situation; is the emergency compounded by a loss of thrust, what is the most likely flap/slat configuration for landing (the present configuration plus what you can expect to get). Review the landing profile (contai ned in Sect. 5 of the Flight Manual) with the crew.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-10 01 JUL 13 Establish the final landing configuration pr ior to beginning the approach. Don't get in a “crunch” situation wherein you are still tryi ng to extend flaps and/or slats and running the checklists as you cross the threshold. EFFECTS ON CONTROLLABILITY

SYSTEM SYSTEM 1 REMAINS SYSTEM 2 REMAINS SYSTEM 3 REMAINS

AILERONS LEFT INBOARD AND

RIGHT OUTBOARD

INOP. LEFT

OUTBOARD AVAILABLE

AFTER FLAP OR SLAT

EXTENSION OR AFTER

MAIN GEAR

ALTERNATE
EXTENSION LEVER IS

RAISED. RIGHT INBOARD

INOPERATIVE.

BOTH OUTBOARD

AVAILABLE AFTER
FLAP EXTENSION

OR MAIN GEAR

ALTERNATE
EXTENSION LEVER

IS RAISED. LEFT OUTBOARD

INOPERATIVE. RIGHT

OUTBOARD AVAILABLE

A FTER SLATS OR FLAPS ARE EXTENDED, OR

WHEN ALTERNATE
LANDING GEAR LEVER

IS RAISED.

ELEVATORS LEFT INBOARD

INOPERATIVE RIGHT INBOARD

INOPERATIVE LEFT AND RIGHT

OUTBOARD

INOPERATIVE

SPOILERS EFFECT REDUCED

ONLY PANELS 2 AND 4

LEFT AND RIGHT

OPERATIVE. PILOTS

CONTROL WHEEL MAY

NOT BE CENTERED LATERALLY, DUE TO

SPOILER PANEL

FLOAT. EFFECT REDUCED.

ONLY PANELS 1

AND 5 LEFT AND
RIGHT OPERATIVE.

PILOTS CONTROL

WHEEL MAY NOT BE

CENTERED LATERALLY, DUE TO

SPOILER PANEL

FLOAT. EFFECT REDUCED

ONLY PANEL 3 LEFT

AND RIGHT OPERATIVE.

STAB TRIM REDUCED TO ONE

HALF NORMAL RATE REDUCED TO ONE

HALF NORMAL RATE REDUCED TO ONE HALF

NORMAL RATE. USE

SPARINGLY.

RUDDER UPPER RUDDER ONLY. UPPER RUDDER,

LOWER RUDDER

THROUGH RUDDER

STANDBY POWER LOWER RUDDER

THROUGH RUDDER

STANDBY POWER

VMCA 172 KIAS (INCREASES

WITH DECREASING GROSS WEIGHT) NORMAL 157 KIAS

MAX X-WIND 15 KNOTS (0 IF RUDDER IS INOP) NORMAL 15 KNOTS (0 IF RUDDER IS INOP)

FLAPS WILL EXTEND WILL EXTEND INOPERATIVE, WILL

REMAIN IN LAST

POSITIONKC-10 Aircrew Training System Flying the KC-10

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W001-04 4-11 01 JUL 13 SLATS WILL EXTEND INOPERATIVE, WILL

REMAIN IN LAST

POSITION WILL EXTEND

LANDING

GEAR ALTERNATE EXTENSION, NO

RETRACTION ALTERNATE EXTENSION, NO

RETRACTION A LTERNATE EXTENSION

RETRACTION POSSIBLE

NOSE WHEEL

STEERING LEFT NORMAL RIGHT

25 DEGREES INOPERATIVE RIGHT NORMAL, LEFT

25 DEGREES

BRAKES NORMAL, WITH ANTISKID SYSTEM 1,

ACCUMULATORS

SYSTEM 2 MANUAL BRAKING

ONLY THROUGH

ACCUMULATORS. (SEE WARNING

CONCERNING ANTISKID INOP) NORMAL, WITH ANTISKID SYSTEM 2,

ACCUMULATORS

SYSTEM 1

PROBABLE

LANDING

CONFIG. 35°/EXT 22° RET/MANUAL

BRAKING. (OBSERVE

WARNING - ANTISKID INOP) 0°/EXT

Figure 4-4. Effect on Controllability

.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-12 01 JUL 13 NOTE

Reduce gross weight as low as pr actical. This will reduce stopping distances and flaps/slats , if available, are more likely to extend at lower airspeeds.

7. Increase lateral control during low altitude maneuvering by unlocking the outboard ailerons as soon as practical. This is especially im portant during a 1-3 or 2-3 system failure where only one inb oard aileron is operative. Outboard ailerons are unlocked by extending flaps or slats, or by raising the alternate gear

extension lever.

8. Set the bug speeds for the landing confi guration. Compute the stopping distance and land at the nearest suitable airport.

9. During approach with onl y a single hydraulic system operating and two engines inoperative, use the normal single engine operation la nding procedure.

In all cases, the following NOTES apply:

• Gear should be extended with al ternate gear extension lever and the landing gear handle left in DOWN position.

• Do not extend the flaps more than 35 ° to minimize effects of possible spoiler float.

• Avoid using more than one hydrau lic powered control at a time to ensure adequate hydraulic pressure.

• Do not use either autopilot.

• Have a plan for go-around or missed approach (configuration, turn capability, etc.) and brief it.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-13 01 JUL 13 4.2.2 CONTROLLABILITY WITH ALL HYDRAULIC FAILURE

After the DC-10 accident at Sioux City, Iowa on 19 July 1989, the U.S. National Transportation Safety Board directed a simula tor reenactment of t he events leading up to the crash. Flight recor der data was used to replicate the accident aircraft dynamics resulting from the uncontained failure of the aircraft's number 2 engine and damage occasioned by the explosion, including the loss of fluid in all three hydraulic systems. The purpose of this simulator study was to determine if DC-10 flight crews could be taught to control the airplane and land safe ly with no hydraulic power available to actuate the flight controls. The result of this study showed that such a maneuver involved many unknown variables, and t he degree of uncontrollability during the approach and landing render ed a simulator training exerci se virtually impossible. However, the results of these simulator st udies did provide some advice, which may be helpful to flight crews in the extremely unlikely event they are faced with a similar

situation.

Douglas offered enhancements for DC/KC-10 hydraulic systems, which preserve some longitudinal and lateral cont rol even with catastrophic in -flight damage to all three hydraulic systems in the tail area such as o ccurred to the Sioux City accident aircraft.

The enhancements consist of th ree separate installations -- an electrically operated

shutoff valve in the su pply line and a check valve in the return line of the number three hydraulic system, a sensor switch in t he number three hydraulic reservoir, and the addition of an annunciator light in the cockpit to alert the crew if the shutoff valve has been activated. Hydraulic pressure in syste m no. 3 will be preserved forward of the valve to provide the crew with longitudinal cont rol by stabilizer trim input at half rate; with lateral control through right inboard, right outboard and left inboard aileron input coupled with some spoiler deflection; with nose wheel steering; an d with slats but no flaps. Simulator tests of the Sioux City acci dent configuration and f light tests of a DC-10 powered only with hydraulic system no. 3 fo rward of the shutoff valve have enabled Douglas to develop procedures and suggested te chniques for flying the aircraft with the

enhancement.

Section 1 discusses the techniques and sugges tions developed for use with a complete hydraulic power loss such as occurred near Si oux City. Section 2 discusses the specific suggestions, which apply to flying the aircraft with the enhancement operative.

4.2.2.1 AIRCRAFT CONTROL WITH CO MPLETE HYDRAULIC POWER LOSS

Without hydraulic power, the ailerons will t end to float trailing edge up over a period of time, but there is little observable float on the elevators and spoilers, and none on the rudder. The only remaining means of control to the crew is from the operating wing engines. The application of asymmetric power to the wing engines changes the heading, hence roll angle, and increasing or decreasi ng power equally on both wing engines has a limited effect on the pitch attitude. It is import ant to note that the pilot has no direct control of airspeed because airs peed is primarily determined by pitch trim configuration. With this very limited means of control available, the following techniquesKC-10 Aircrew Training System Flying the KC-10

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W001-04 4-14 01 JUL 13 and suggestions are offered for the specific case of a num ber 2 engine failure and loss of all hydraulic power:

4.2.2.1.1 REGAIN LEVEL FLIGHT

Immediately after the failure is apparent, attempt to keep or regain control of the aircraft by conventional control inputs for as long as the hydraulic power la sts. The autopilot

and autothrottles should be disconnected and ev ery effort made to level the wings and maintain pitch for level flight.

4.2.2.1.2 ASSESS TH E AIRCRAFT DAMAGE

Assess the aircraft damage by whatever means possible. Weather and other operational considerations permitting, such as day VFR conditions, consider calling for

a chase aircraft to advise of the extent of damage. Visual examinat ion from the inside of the aircraft may afford so me degree of damage assessment.

4.2.2.1.3 USE OF ASYMMETRIC T HRUST TO MAINTAIN DIRECTIONAL

CONTROL

The aircraft may have a tendency to roll in one direction due to damage in the tail area as in the Sioux City accident. Higher thrust on the right wi ng engine will roll the aircraft

to the left and vice versa. To maintain wi ngs level in the accident simulations the right throttle had to be maintained considerably ahead of the left. It was discovered that to minimize the rate of descent, the high th rottle must be kept at or near Maximum Continuous Thrust (MCT) and the low throttle must be maintained as high as possible without causing undesired pitch or roll.

4.2.2.1.4 PHUGOID MODE

With no pitch control, the aircraft will naturally tend to oscillate in the pitch axis. The nature of the pitch oscillat ions must be understood before di scussing aircraft control. If the pitch attitude is upset with the aircra ft stable in roll and yaw, the airspeed will change depending on the direction of the pitch change. As the aircraft pitch attitude increases (aircraft nose up) the airspeed will decrease, resulting in less lift on the wing and horizontal stabilizer. At the point where t here is insufficient lift on the wing/stabilizer combination to maintain the pitch attitude, the nose begins to fall. As it does, the airspeed increases causing lift to increase, to the point where the pitch begins to increase again. This cycle repeat s itself over a period of time. This long period pitch oscillation is called the “phugoi d mode”, a characteristic inherent in all aircraft designs. The degree of “damping”, or t he time it takes for the pitch oscillations to subside varies with aircraft design. On the DC-10, this pi tch oscillation is ev entually damped to low amplitude due to the inherent st ability of the aircraft.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-15 01 JUL 13 4.2.2.1.5 USE OF THRU ST FOR PITCH CONTROL

Because the wing engines are m ounted below the center of gravity of the aircraft, a net

increase in thrust will tend to pitch the nose up and a decreas e in thrust will pitch the nose down. Consequently, to control pitch o scillations with wing engine thrust changes, it is necessary to apply power just as the no se is coming down, and to retard power as soon as the nose is rising. (If asymmetric th rust is necessary to maintain wings level, power changes must be made while maintain ing the power asymme try). Judicious and aggressive use of power changes (i.e. jam accelerations followed by rapid throttle chops) is instrumental in helping to dam pen the phugoid oscillations. However, care must be taken to avoid aggravating the si tuation by applying power out-of-phase thereby increasing the amplitude of the pitch oscillations.

4.2.2.1.6 CHOICE OF LANDING SITE

As the aircraft returns to some degree of control using the above techniques, consideration should be given to a landing site. Many fa ctors need to be taken into consideration, such as runway length a nd width, navigation aids, meteorological conditions, terrain, populated areas, crash-fi re-rescue capabilities, and most important, the degree of aircraft control. Given some confidence in the structural integrity of the aircraft and the degree of aircraft control, c onsideration should be given to remaining

airborne to reach a more desir able landing site versus a has ty landing in the immediate vicinity. If a distant landing site is se lected, determine the aircraft's capability to maintain altitude enroute to the landing area. Use discretion before extending the landing gear because of the irreversible effect on increased airplane drag, hence decreased range. In addition, consider the fuel remaining and its distribution before dumping fuel to reduce the gross weight.

4.2.2.1.7 FUEL TRANSFER

The fuel distribution may enabl e transfer of fuel both fore and aft for C.G. control and laterally for roll control. Lateral fuel trans fer to level the wings is desirable because it allows both wing engines to be at the sa me throttle setting if asymmetric power was required to maintain constant heading. Matched throttles allow full concentration on pitch and facilitate heading changes simply by changing the left and right engine power simultaneously with one hand on both throttles. Longitudinal fuel transfer from the number 2 tank (or aux tanks) to tanks 1 and 3 moves the center of gravity aft, which effectively reduces the trim speed without changi ng the configuration. A reduction in trim speed is very important because it tends to reduce the landing speed thus enhancing stopping capability.

4.2.2.1.8 ASSESSMENT OF AIRCRAFT CONTROL

Continually assess the controllability of th e aircraft and remain alert for any further degradation of control. Attemp t small turns and climb or descend to learn the aircraftKC-10 Aircrew Training System Flying the KC-10

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W001-04 4-16 01 JUL 13 response to power inputs. Consider attempti ng a practice landing approach at a lower altitude by maneuvering to a predete rmined heading at a specific altitude.

4.2.2.1.9 LANDING GEAR EXTENSION

Gear extension will cause a nose up pitchi ng tendency, thus upsetting the airplane in the pitch axis and changing the natural phugoid oscillation. Consequently, when the landing site has been determi ned, and before lowering the gear, allow sufficient time for the pitch recovery. Once the initial pitch ups et is controlled, the aircraft will tend to be more stable due to the increased drag from t he gear. Use the alternate gear extension lever to free-fall the nose and main gears for all DC-10 models. Give consideration to extending the center gear on aircraft so equipped. The ex tension of the center gear is optional when below the weight limit for landing with the center gear retracted. However, use of the center gear may provide some addi tional braking during the landing roll, and absorb some energy on impact.

4.2.2.1.10 APPROACH

When preparing for the approach, note the c apability to maintain altitude during the initial approach. To maintain as low a rate of descent as possible, plan for a long flat approach. The initial part of the approach should incorpor ate the use of all approach

aids available at the landing site, as well as heavy reliance on visual cues. If the runway has no ILS, the VOR or ADF guidance may aid in alig nment at the initial stage of the approach. Radar vectors may also be helpful at the early st age, particularly in cases of reduced visibility. Attempt to reach the vicinity of the ou ter marker (or 5 to 7 miles from touchdown) at approach altitu de with the gear extended, aligned with the runway, and with the pitch cont rolled as well as possible. Keep in mind that there is

more thrust available at lower altitudes. Jam accelerations followed by rapid throttle chops may be necessary to control pitch wit hout generating additional pitch oscillations as a sustained thrust input would do. If asy mmetric thrust is required to keep the wings level, a rolling tendency will occur if bot h throttles are retarded to idle without maintaining the thrust asymme try. Also be aware of any tendency for the engines to accelerate asymmetrically. This is more likely to occur when t he throttles are moved from idle than from approach power settings.

The final phase of the approach from the outer marker (or equivalent distance) to the runway should be accomplishe d mainly with visual cues , supported by instrument
indications as a reference. If an ILS is available, the raw data may be used to determine the start of descent and to compare altitude to the glide sl ope. The approach descent profile should be slightly below th e glide slope (approxim ately 1⁄2 dot) but no higher than 2 1⁄2 to 3 degrees. A higher glide path means hi gher descent close to the runway, which will be difficult to arrest. An approach slightly below the glide path should

reduce the sink rate and will also require higher approach thrust, which places the engine power in a range to provide quicker response to power changes.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-17 01 JUL 13 The use of the Flight Director (FD) comm ands while far out on the approach may be helpful to determine direction and relative magnitude of control (power) input, but insufficient control exists to fly the FD co mmands at lower altitudes. Consequently, it may be beneficial to bias the command bars from view to facilitate reference to the

attitude data on the FD.

4.2.2.1.11 GROUND EFFECT

Before discussing the landing, a review of the phenomenon known as “ground effect” will be useful. As an aircraft comes in close pr oximity to the ground, a slight increase in lift and decrease in drag occurs at an al titude beginning about 1⁄2 the wing span. Another tendency in ground effe ct, generally not as obvious , may be a nose down pitch moment as the aircraft enters ground effect, which is a function of sink rate and configuration. The DC-10 beg ins to enter ground effect at about 100 feet A.G.L. and the effect increases exponentially as altitude de creases. Without elevators, the only means of controlling the ground effect pitch change is with a sharp power advance followed by a throttle retard. This is a matter of judgm ent and is mentioned as a necessary step in reducing what could be an exce ssively high sink rate at touchdown. Obviously, an approach above the glideslope wit h a rapid sink rate coupled with ground effect could result in a very hard touch down.

4.2.2.1.12 FINAL APPROACH

If the final approach is stable from about 500 feet A.G.L., a landing should be attempted, but extreme vigilanc e is required from all crewme mbers. The pilot may find it useful for the pilot not flying to call radio altitude, sink rate, and sink rate increasing or decreasing trends from the outer marker (o r equivalent distance) inbound. As the aircraft nears the runway, sink rate and sink rate trend are sufficient, and in ground effect sink rate trend only. The pilot not flying and the Flight Engineer are in a good position to judge pitching tendencies by wa tching the horizon in relation to the glareshield. This can be critical information when approaching touchdown.

Because the ground effect may increase the rate of descent near the ground, it is apparent that the touch down aiming point mu st be moved to compensate for this tendency. Simulator trials have shown that if the aiming point is moved toward the far end of the runway, the touch down will have a better chance of occurring in the normal first third of the runway.

In an unstable approach when the aircraft is in a phugoid oscillation, three things can happen: (a) the aircraft can touch down on the pitch down phase of the phugoid, which means a hard impact when coupled with a po ssible pitch down due to ground effect; (b) the aircraft can enter the pitch up phase of the phugoid during final approach and not touch down at all (in which ca se a go-around should be attemp ted; or, (c) it can touch

down somewhere in between the two extrem es. The likelihood of touching down smoothly is highly unlikely. Consequently, it is recommended to attempt to reduce the

rate of descent before touch down as much as possible.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-18 01 JUL 13 4.2.2.1.13 GO-ARO UND CAPABILITY

If the final approach is not stable nearing t ouchdown, a go-around may be attempted by advancing the power and a llowing the aircraft to pitch up. Remember that the power is not controlling speed, so only enough thrust should be used to initiate a climb at moderate pitch attitude. Too much pitch coul d cause the stick shaker to activate and/or the aircraft may stall. Keep in mind that adding power if a pow er differential was required to keep the wings le vel, will necessitate that the power differential be

maintained to avoid the initiation of ro ll or a heading change du ring the go-around. Attempt to level off at a sa fe altitude and reinitiate t he approach as before. If the approach is unstable and insufficient fuel exis ts for another attempted landing, or for other operational reasons a landing is necessa ry, it may be advisable to continue the approach and trade the original aiming point on the runway for a more stable and controlled touchdown in close pr oximity to the runway. In this sense it is possible to choose the landing site, or maintain a contro lled stable descent and touch down, but it is extremely difficult to successfully accomplish both simultaneously.

4.2.2.1.14 LANDING

When entering ground effect wit h the intention of landing, be aware of, and be quick to respond to, the necessity to add power to keep the nose from falli ng. Remember that the speed at touchdown will be a function of the phase of the p hugoid oscillation, and

could be well over 200 knot s. It is most important to increase thrust, to raise the nose if necessary thereby decreasing the sink rate -- even if this results in an increase in touch down speed. Maneuver the power as necessa ry up to maximum thrust to reduce the sink rate to an acceptable value.

If the final approach has been stable and the si nk rate has been slowed, the aircraft will touch down at a pitch attitude approaching 10o. If the aircraft skips back into the air, attempt to ride out the skip or apply pow er for a go-around, depending on the degree and duration of the skip. If there is no skip or the airc raft returns to the runway immediately, apply full antiskid braking to forcefully bring the nose down. (Brake accumulators will allow full braking even with the loss of all hydraulic fluid.) The wing engines should be placed in maximum revers e immediately after nose wheel touch down while maintaining full braking. Manually modulate the brakes only as necessary for steering, but do not pump the brakes under any circumstances, as this will deplete the brake accumulators more rapidly. St eering will not be available from the normal means, but only as a last resort, asy mmetric reverse thrust could be used.

Adherence to these recommendations and techni ques is by no means a guarantee of a successful landing. However, these sugges tions represent the best information

available from the studies and em pirical simulator results into the nature of flight without hydraulic pressure powering the flight controls.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-19 01 JUL 13 4.2.2.2 AIRCRAFT CONTROL WITH HYDRAULIC SYSTEM ENHANCEMENT

When the hydraulic shut off valve closes in response to a hydraulic quantity loss in system 3, hydraulic flui d is preserved for all controls using system 3 forward of, but not including the elevators. This provides long itudinal control by means of stabilizer trim with one trim motor (half rate) and lateral cont rol by the inboard ailerons as well as aileron trim. The following will address t he flyability of the DC-10 with the enhanced hydraulic system, and provide flight crew s with the recommendations, techniques, and advice gleaned from simulator and actual flig ht test evaluations of the enhancement.

The information presented regarding the flight characteristics of the DC-10 without hydraulic control, and the recommendations and techniques for flying and landing in this condition remains valid and is basically appl icable to flying the aircraft with the enhanced hydraulic system, with the except ion of the control that the enhancement provides in the pitch and roll axis. (If the ailerons were not tri mmed and the stabilizer was not used to control pitch, the condition wo uld be identical to the Sioux City aircraft.)

It is this control that will be discussed below.

4.2.2.2.1 REGAIN AIRCRAFT CONTROL

If damage similar to the Sioux City accident ev er occurs again, attempt to gain/recover aircraft control using conventional aileron inpu t for lateral control, and a combination of power and stabilizer trim for pitch control. It is recommended that the autopilot and autothrottles be disengaged and a wings level attitude held with aileron control. Aileron trim may now be used to trim out the aile ron control wheel forces due to the rolling moment (if any) due to aircraft damage. It s hould be noted that without rudder control (i.e., no fluid in hydraulic system 2 for the 3-2 nonreversible motor pump) there will be a slight unbalanced side force t hat may be easily controlled by a very small bank angle.

The relative ease of establishing roll cont rol, and the use of symmetric throttles now allows full attention to pitch control. As in the case with no hydrau lics, the throttles are used in the same manner to control pitch (t hat is an aggressive advance just as the nose is coming down, or a rapid retard just as the nose begins to rise). But now there is additional pitch control available through t he horizontal stabilizer. Even at half rate (about 1/4o/second) sufficient trim exists to bring the aircraft under control with the use of a combination of thrust and pitch trim. The most important aspec t of the stabilizer

trim is the reduction in tr im speed down to and including approach speed. Controlling the speed is the most significant factor in accomplishing a successful landing.

4.2.2.2.2 STABILIZER TRIM

When trimming the stabilizer to make pitch c hanges, either the wheel trim switches or the suitcase handles may be used. The wheel trim switches must be held momentarily

to assure stabilizer movement in either direction. When approaching the desired pitch attitude, it may be necessary to reverse the trim input to stop the motion at the required level. After the first few attempts at trimming, it becomes apparent that someKC-10 Aircrew Training System Flying the KC-10

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W001-04 4-20 01 JUL 13 anticipation and input reversal is required. The suitcase handles may also be used to trim the stabilizer by placin g both handles firmly to at least the first soft detent position (or beyond if necessary). However, this may be distracting because it requires the Pilot to alternate his right hand between the throttle and the suitcase handles.

4.2.2.2.3 SLAT EXTENSION

The initial approach should be flown to the vicini ty of the outer marker (or 5-7 miles out) in the same manner as previously discussed. During maneuvering in the terminal area, the slats may be extended to allow a reduction in airspeed. Slat extension may require airspeed to be reduced because the slats ar e now powered by a single hydraulic system. The airspeed should be reduced to the 0/RE T Minimum Maneuvering speed and the slat handle placed to 0/EXT . If the slats do not exte nd in the normal time of about 10 seconds, it will be necessary to fo llow published procedures and show to the

1.3V S speed for 0o/RET. Slowly decelerate to the 1.3V S speed and observe slat

extension. There will be a sl ight nose down pitching moment as the slats extend which is easily controllable by stabilizer trim. The speed may be reduced to the 0o/EXT maneuvering speed once t he slats are extended.

4.2.2.2.4 LANDING GEAR EXTENSION

No later than the outer marker (or equival ent distance), the land ing gear should be

extended. Allow sufficient time to acco mplish the procedure as outlined in the dual hydraulic failure – SYS 1 & 2 INOP AND SYS 3 ELEV OFF LIGHT ON checklist. The alternate gear extension lever should be rais ed, and the gear monito red for normal free

fall indications for all model DC-10 aircra ft. Free fall of the center gear, on DC-10 aircraft so equipped, should be a ccomplished if the gross weig ht requires extension.
Observe the normal extension time of abo ut 13 seconds for the main gear and 10 seconds for the center gear. There will be a pitch up tendency as the gear extends and a noticeable drag increase. Th e nose up pitching moment is easily controlled by the stabilizer trim, and the drag increases are cont rolled by thrust application. When all required gears have been extended, the norma l landing gear lever should be placed down and the alternate gear handle stowed.

4.2.2.2.5 APPROACH SPEED AND DESCENT

Once in the vicinity of the outer marker with the slats extended and the landing gear down, the speed should be reduced from maneuvering speed 0o/EXT to an approach speed of 1.3V S 0o/EXT. Speed reduction should be accomplished with a throttle retard and stabilizer trim used to maintain the flight path angle. Passing the outer marker (or equivalent), the flight path angle may be adjusted to establish an approach path on or slightly below a normal glideslope. As previ ously discussed, a low rate of descent will make the final approach and landing more m anageable. The pitch attitude on final will

be about 10oANU and the descent ra te about 500 feet per minute.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-21 01 JUL 13 4.2.2.2.6 PREPARATION FOR TOUCHDOWN

Adjust the touchdown aim point toward t he far end of the runw ay as before, and continue to fly the thrust for speed control and stabilizer trim to maintain the desired pitch attitude/flight path angl e. Smooth deliberate throttle adjustments for speed control while far out on the approach will make the task of trimming the stabilizer easier due to the slower than normal rate of trim. Begin the transition from stabilizer trim to thrust for flight path angle control on the final part of the approach (about 500 feet AGL). Aggressive power application (i.e., rapid accelerations fo llowed by immediate throttle chops) will allow the small changes in pitc h attitude necessary to maintain the touchdown aiming point without signific antly changing the speed, assuming the approach is stable in the pitch axis. Throttle adjustments may need to be more aggressive as the airplane ent ers ground effect. Once again, there should be no attempt to accomplish a smooth landing, but simply reduce t he sink rate as much as practical without ba llooning or skipping.

4.2.2.2.7 STOPPING

Upon touchdown, apply full brake pedal defl ection and, as the nose comes to the runway, initiate reverse thrust on the wing engines. Continue to hold full brake

deflection and monitor brake system #2 pressure (power ed by hydraulic system #3) noting antiskid operation. With the enhanced hydraulics, spoiler panels 3 on each wing will be powered and should be deployed at ma in gear touchdown. Nose wheel steering

is available and should be used for directi onal control until the aircraft slows to taxi speed.

The above recommendations represent ou r suggested means of accomplishing a controlled approach and safe landing and ar e based on the conditions that existed during the simulator and flight tests refer enced above. Because of the multitude of unknown variables that could accompany any given set of actual conditions in any future incident, the above procedures may not be optimal for all conditions. However, they do provide a good foundat ion to use as guidance in a different set of

circumstances.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-22 01 JUL 13 SYSTEMS REMAINING WITH LOSS OF SYSTEMS 1 AND 2

WITH HYD SYS 3 OFF LIGHT ON

AILERONS LEFT AND RIGHT INBOARD - RIGHT OUTBOARD WHEN SLATS ARE

EXTENDED OR THE ALTERNATE GEAR EXTENSION LEVER IS

RAISED.

ELEVATORS INOPERATIVE - PITCH CO NTROL AVAILABLE TH ROUGH THE RIGHT

TRIM MOTOR

SPOILERS NUMBER THREE SPOILER PANEL ON EACH WING

PITCH TRIM RIGHT TRIM MOTOR

SLATS OPERATIVE

NOSE WHEEL

STEERING 25° LEFT - 68° RIGHT

BRAKES NUMBER 2 BRAKE SYSTEM WI TH ANTI-SKID - ACCUMULATORS

SYSTEM ONE

LANDING

GEAR ALTERNATE GEAR EXTENSION

Figure 4-5. Catastrophic Failure - Systems Remaining.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-23 01 JUL 13 4.3 STABILIZER INOPERATIVE

If the stabilizer becomes inoperativ e during flight, high sink rates and steep body angles must be avoided, particularly during approach and landing. Improper techniques could

result in insufficient elevator control bei ng available if large changes in pitch are required at low airspeed. Control of descent and pitc h must be accomplished by

coordinated use of thrust and elevator.

Remember that the autopilot, alternate trim, normal trim and suitcase handles all use separate means to energize t he trim motors. Exhaust all me thods of activating the trim before accepting the fact it is inoperative.

If the flaps are set at 50 ° and the airplane is trimmed, land with 50 ° flaps, otherwise use

35 ° due to the reduced nose-up force required and the incr eased elevator effectiveness at the higher approach speed. To ensure sufficient elevator for flare, the 35 ° flap threshold speed may have to be increased. The new threshold speed becomes the base speed for all normal additives used in determining approach speed. Increases in threshold speed depend upon the st abilizer angle when the stab ilizer failed and the CG. The threshold speed additive can be determined from the chart located in the checklist

in Section IIA of the Dash One.

If the stabilizer failure position requires a high force at the control wheel, this force can be reduced by manually slew ing the elevator feel system to the minimum reference airspeed and moving the CG toward the aft limit.

NOTE

If the stabilizer fails when the airpl ane is in normal climb, cruise, or descent, the required offset pressu re will be small until speed is reduced when maneuvering for landing. In such a case, as speed diminishes, the required backpressure to offset the mis-trim will increase as much as 30 lbs nose up. This will be particularly true if

the stabilizer failed near zero trim units when at cruise, and will apply even after slewing the elevator f eel system to minimum reference speed at the beginning of the approach. The copilot may assist in relieving the elevator force.

Engaging an autopilot in CWS (Autopilot Lever mo ved to CWS or CWS Switch depressed) will reduce the control force required to counteract an out-of-trim condition. Use of CWS requires accepting the risk t hat excessive control inputs may cause the autopilot to disengage, resulti ng in unexpected control forces required to maintain pitch

attitude.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-24 01 JUL 13 NOTE

In the event of a missed approa ch, the go-around speed should be the approach speed as computed in the previous paragraphs but no less than the computed 35°/EXT flap/slat threshold speed plus speed increment, to ensure elevator effectiveness.

COMMON ERRORS-STABILIZER INOPERATIVE

• Excessive sink rate developed on final.

• Trying to hold off airplane during flare.

• Failing to stabilize at proper approach speed.

• Reducing speed and thrust too soon.

• Failing to call for check of chart speed to obtain required additive.

14.4 ASYMMETRIC FLAPS OR NO FLAP LANDING WITH SLATS

This procedure is required wh en flaps will not extend or fl ap asymmetry occurs on initial extension. If asymmetry is ev ident when selecting flaps, imm ediately retract the flaps to zero and effect the approach and landing in the 0 ° /EXT configuration. If asymmetry occurs in a setting greater than the 22 ° flap selection, do not re tract flaps to zero but only to the point where asymmetry occurred. Modify the landing procedure and use the threshold speed shown for that configuration. If flap symmetry cannot be obtained, find the position that provides the most symmetrical configuration and use the speeds

associated with the le ast (in degrees) flap position indicat ed. The following procedures should be used for approach and landing with 0 ° /EXT configuration:

• Consider landing distance (Figures 4-12 and 4-13) and, if requi red, dump fuel to reduce gross weight. Obtain threshold speed for 0 ° /EXT from the Performance

Manual.

• Plan a slightly wider pattern and a longer final.

• Extend slats as the patte rn (vector) is entered and maintain minimum maneuver speed for 0 ° /EXT.

• When turning base (final vector heading), bleed off 10 KIAS in level flight.

• When stabilized on the final approach head ing, further bleed off airspeed to the approach (1.3V S ) speed for 0 ° /EXT.

NOTE

In the 0°/EXT configuration, the fast/slow indicator is

referenced to 1.5V S and will be indicating slow during the approach. Do not use autothrottles.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-25 01 JUL 13 • Fly a normal glide slope angle. Do not a ttempt to fly a flat approach. Anticipate a higher than normal (800- 1000 fpm) rate of descent due to the faster than normal speeds involved. Extend the “norma l” visual aim point further down the runway to compensate for the increas ed pitch attitude on final approach.

• As the threshold is attained, reduce sink rate slightly (do not hold off), retard the throttles to idle, and fly to a positive touchdown.

• Lower the nose positively to the runway to reduce lift and increase braking capability. Use immediate reverse thrust for assistance in stopping and to provide auto-spoiler deployment. See ASYMMETRIC FLAPS OR NO FLAP LANDING WITH SLATS pr ofile (Figure 4-6).

NOTE

At threshold speed in 0°/EXT configuration, the body angle (with a 2.75° glidepath) approx imates 8° ANU. The boom will contact the runway at a 13° body angle with the struts extended, and 11° with t he struts compressed.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-26 01 JUL 13 For purposes of illustration, the speeds an d landing distances are for a 350,000-pound airplane.

Figure 4-6. Asymmetric Flaps or No Flap Landing with Slats

.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-27 01 JUL 13 For purposes of illustration, the speeds an d landing distances are for a 350,000-pound airplane. (See Figure 4-6).

Figure 4-7. No Flap Landing With Slats Speed Bugs.

The fast/slow indicator in this configuration is referenced to 0 ° /EXT V MM (1.5V S ) and will be reading slow during the approach. The fourth bug may be set at V MCA if either rudder is inoperative.

4.4.1 STOPPING DISTANCE

Stopping distance is comput ed using the Performance M anual and is based upon full spoilers with anti-skid braking on all gear, but does not take into account reverse thrust.

0 ° /EXT Flare (2200) + St opping (3600) = 5800 feet

Landing distances in this case are not appreciably affect ed by a 1-2 dual hydraulic system loss since anti-skid braking is available.

COMMON ERRORS - NO FLA P LANDING WITH SLATS

• Failing to disconnect ATS for deceleration to V TH

. • Ducking under the required glide pat h to compensate for the increased pitch attitude. • Over flaring with resultant balloon maneuver. • Holding the aircraft off instead of fl ying it onto the runw ay with a slight

flare. 0/E X

V

0

TH 1 R ET

15V 0°/RET

V MM 1.5V
0°/EXT

V MM 1.5V S 0°/EXT

V TH 1.3V SKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-28 01 JUL 13 4.5 ASYMMETRIC SLATS OR NO SLAT LANDING WITH FLAPS

Whenever slat asymmetry occurs, always atte mpt to regain symmetr y by returning to the last position where the slats were symmetrical. If, on in itial slat select ion, the slats will not extend or if asymmetry is evident, place the flap/slat handles in the UP/RET detent and split the handles, leaving the slat handle in the RET detent.

If slat asymmetry occurs when flaps are at a greater setting than 22 ° (landing slats), do NOT retract the flaps and slats co mpletely. Return to the 22 ° flap position and affect the landing using the 22 ° /EXT configuration and associ ated speeds regardless of slat symmetry.

The NO SLAT WITH FLAPS procedure is most demanding. The technique is as

follows:

• Place the flap handle in the zero detent and leave the slat handle in the RET position (split the handles).

• Consider landing distance (Figure 4- 13) and reduce gross weight by fuel dumping, if required.

• Obtain the minimum maneuver speed for 22 ° /RET and threshold speed for

22 ° /RET and 35 ° /RET from the checklist.

• Plan a slightly wider pattern (vector), wh ich will provide a longer final for speed

stabilization.

• When entering the pattern, select flaps 22 ° , lower the gear, and maintain minimum maneuver speed for 22 ° /RET.

• When turning base (final vector), set flaps to 35 ° or 22°. Bleed off 10 knots in level flight if using flaps 35°.

• When stabilized on the final approach headi ng (course) and still in level flight, further reduce KIAS to approach speed for 35 ° /RET or 22 ° /RET.

• Fly a normal glideslope angle (700-900 fpm rate of descent). Do not attempt to flatten approach or drag airplane in. Move the “normal” visual aim point closer to the threshold to compensate for the decreased pitch attitude.

• The airplane will be in a flat or nose-down attitude . When the threshold is crossed, use a slight flare to diminish the sink rate and raise the nose of the

aircraft to at least a level attitude. Reduc e thrust. Avoid hold ing off the airplane

at touchdown.

• Immediately use reverse thrust while holding forward pressure on the control column to reduce lift and increase braking capability.

Spoilers will deploy automatically upon touchdown with 35 ° flap and upon selection of
reverse thrust if 22 ° flaps are used. For ASYMMETRIC SLATS OR NO SLAT
LANDING WITH FLAPS PROF ILE, See Figure 4-8.KC-10 Aircrew Training System Flying the KC-10

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W001-04 4-29 01 JUL 13 Figure 4-8. Asymmetric Slats or No Slat Landing with FlapsKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-30 01 JUL 13 For purposes of illustration, the speeds an d landing distances shown are for a 350,000- pound airplane. At this weight, 35 ° /RET V TH is only two knots below 35 ° flap placard. Landing with 50 ° /RET is not considered due to ob jectionable body angle and absence

of charted data.

22 /RET/TH = 191

V 0

TH S 1.35 V 22 /RET = 199

V 0

MM S 1.4 V 0 /RET = 225

V

0

MM S 1.5 V

W 00 1 3

- 09 35 /RET/TH = 183

V 0

TH S 1.35 V 22 /RET

V 0

MM S 1.4 V 0 /RET

V

0

MM S 1.5 V

W 00 1 3 -1 0

Figure 4-9. 22oRET/Landing Figure 4-10. 35o/RET/Landing

4.5.1 STOPPING DISTANCES

The difference in landing di stance (flare distance and stopping distance) between

22 ° /RET and 35 ° /RET at 350,000 pounds is about 1,000 f eet with all other factors being equal. These distances are ex tracted from the Performance Manual and are based upon full spoilers with anti-skid braking on all gear, but do not take into account reverse

thrust.

22 ° /RET Flare (2150) + Stoppi ng (4750) = 6,900 feet

35 ° /RET Flare (1950) + Stoppi ng (3900) = 5,850 feet

Landing distances nearly double if the situation is complicat ed by a 1-3 dual hydraulic system failure even when taking into account reverse thrust. This is due to manual braking with accumulator pressure. See the landing distance chart in the 1-3 DUAL HYDRAULIC SYSTEM FAILURE procedures.

Note the small difference between 22 ° /RET

V MM and V TH . During approach, the fast/slow is

referenced 22 ° /RET V TH (1.35V S ). You can see that the V TH for 35 ° /RET is not

much less than V TH for 22 ° /RET. During approach, the fast/slow is referenced to

35 ° /RET (1.35V S ).KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-31 01 JUL 13 COMMON ERRORS - NO SL AT LANDING WITH FLAPS

• Failing to disconnect ATS when landing with 22o/Ret. • Constantly going above the required glide path to compensate for the decreased pitch attitude. • Over flaring with resultant balloon maneuver. • Under flaring with resultant nose gear first landing.

4.6 NO FLAP/NO SLAT LANDING

If multiple malfunctions occur that prevent the use of both flaps and slats for landing, or

due to a LOSS OF WING POD DROGU E use the following procedure:

NOTE

Review DUAL HYDRAULIC SYSTEM FAILURE to determine effect on airplane systems and controllability (If applicable.)

• Reduce gross weight by dumping fuel to the lowest practical level. Obtain minimum maneuvering and threshold speed for 0 ° /RET from the Performance Manual. Limiting tire speed may be a factor.

• Plan a wide pattern, if visual, or us e a longer than normal intercept for ILS

Localizer.

• Always extend the gear with the alternat e gear extension while level, IAS 230

KTS or less. This will unlock the outboard ailerons. Lowering t he gear will aid in speed stabilization.

• Maintain minimum maneuvering speed th roughout the pattern (vectors) until the base turn begins. Bleed off 10 knots on bas e leg (final vector) in level flight.

• When stabilized on the final approach heading (course), further decelerate while in level flight until approach speed for 0°/RET is achi eved. A final approach that provides a level portion (for speed stabili zation) must be used. Deceleration will be slow and acceleration rapi d. At approximately 600 feet AGL, begin reducing speed to the threshold speed.

NOTE

In the 0°/RET configuration, the fast/slow indicator is

referenced to 1.5V S and will be indicating slow during the approach. Do not use autothrottles.

• Fly a normal glideslope angle. Do not fly a flat approach or attempt to drag in the airplane. This complicates fi nding the correct target touchdown point.

• When the threshold is attained, an increase in control effectiveness due to ground effect will be apparent, especia lly in elevator control.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-32 01 JUL 13 • Reduce the throttles to idle and use a slight flare to diminish the sink rate. Do not hold the airplane off. Flaring will re sult in float and waste of runway. On touchdown, take positive action to lowe r the nosegear to the runway. This will destroy lift and increase braking effectiveness.

Use reverse thrust immediately. Reverse thru st is most effective at high speeds and will provide auto-spoiler deployment. For NO FLAP/NO SLAT LANDING profile, see Figure

4-12.

For purposes of illustration, the speeds a nd landing distances sh own are for a 350,000 pound airplane.

Figure 4-11. No Flap/No Slat Speed Bugs

The fast/slow indicator in this configuration is referenced to 0 ° /RET V MM (1.5V S ) and will be indicating slow during the approach.

The third bug may be set to V MCA if either rudder is inoperative. R ET

15V 0°/RET

V MM 1.5V S 0°/RET

V TH 1.35V SKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-33 01 JUL 13 STOPPING DISTANCE

Stopping distance is comput ed using the Performance M anual and is based upon full spoilers with anti-skid braking on all gear, but does not take into account reverse thrust.

0 ° /RET Flare (2750) + Stopping (5500) = 8250 feet

COMMON ERRORS--NO FLAP/NO SLAT LANDINGS

• Failing to disconnect the Autothrottles.

• Failing to stabilize speed prior to beginning glideslope.

• Over controlling longitudinally with resulting speed changes.

• Flying a flat approach.

• Abandoning the stabilized glideslope when the runway is near.

• Failing to move throttles to idle when the runway is near.

• Flaring and attempting to hold the airp lane off rather than fl ying it on to the

runway.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-34 01 JUL 13 Figure 4-12. No Flap/No Slat Landing.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-35 01 JUL 13 Figure 4-13. Landing Distance Comparison Dry Runway for Training Purposes Only - Not FAA Approved, (Chart extracted from the DC-10 Flight Manual).KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-36 01 JUL 13 4.7 FLIGHT OPERATION WITH SEVERELY DAMAGED RADOME AND/OR

SUSPECT AIRSPEED INDICATION

Loss of a major portion of the nose radome on the KC-10 may disrupt the airflow over the pitot probes, thereby affecting the measur ed total pressure. Should this occur, those functions dependent on to tal pressure from the pito t probes (such as indicated airspeed and MACH number, overspeed warning, certain autopilot functions, elevator load feel and flap limiter pr ogramming, etc') may become e rroneous or inoperative. Damage or loss of a radome will be accompani ed by an increase in noise level, a relatively small loss in airplane handling c haracteristics, and a possible change in stall or buffet onset speeds due to radome damage.

Hail encounters, in addition to causing radome and/or pitot tube damage, may also cause damage to the wing leading edges, thereby resulting in an incr ease in airplane stall speeds and a degradation of handling characteristics at, or near, stall. (Certain types of damage can cause airplane stall prio r to stall warning.) Further, the angle-ofattack probes may be damaged, thereby invalidat ing stall warning. Terminal area and final approach speeds contai n an arbitrary margin to a ccount for the degree of wing leading edge damage nominally occurring due to hail encounter. The final approach speeds should be taken into consideration when determining landing field length requirements.

Noise and low frequency buffeting t hat is distinguishab le from stall buffet in that it does not change greatly with changes in speed or attitude usually accompany loss of a major portion of the nose radome. Once the problem is i dentified and airspeed appears suspect, no difficulties should be encountered as long as pi tch attitude is used as the primary speed reference by use of the attit ude director indicator, and indicated airspeed readings are disregarded.

4.7.1 BLOCKED OR FROZEN PITOT-STATIC SYSTEM

Unreliable airspeed indications may result from blocking or freezing of the pitot system. When the ram air inlet to the pitot head is bl ocked, pressure in the probe is released through the drain holes and the airspeed will drop to zero. If the ram air inlet and the probe drain holes are both blocked, trapped pressure within the system reacts unpredictably. The pressure may increase through expansion, decrease through

contraction or remain constant. In each case, the airspeed indications and associated air data parameters would be ab normal. This could mean increasing indicated airspeed in climb, decreasing indicat ed speeds in descent or unpredict able indicated speeds in

cruise.

Although extremely unlikely, icing of BOTH left and right side fuselage static ports will affect the airspeed and the altimeter systems. The pilot and co pilot have independent pitot-static systems, each with its own power source for anti-ic ing so that the probability of a malfunction occurring in both systems simultaneously is extremely remote. The failure of one system, while easier to recogni ze, could present a pr oblem in determiningKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-37 01 JUL 13 the valid system. However, the standby syst em, which is also independent of Pilot and Copilot systems, allows comparis on for fault isolation purposes.

Information for pitch attitude flying is contained in th e Flight Manual Section 2A, and may be used any time airspeed indications ar e suspect. Linear interpolation for the target pitch attitude corresponding to the appropriate gross weight is permissible.

NOTE

Groundspeed as display ed on the EHSI will continue to be accurate during IAS/TAS malfunctions. Groundspeed may be of some value during low al titude operations if winds are known to be relatively light. INS wind and TAS readout will

NOT be accurate.

See figures 4-14 and 4-15 for primary airpl ane systems that a blocked or frozen Pitot and/or static system will affect. Charts are located in the Flight Instruments Section of the Flight Manual.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-38 01 JUL 13 Figure 4-14



### . Pitot/Static System 0 0 6 5 7
9

, 2 0 STANDBY

ALTIMETER Q
TRANSDUCER PILOT'S

PITOT

P A UXILIARY
PITOT

P 1 3 COPILOT'S
PITOT

P 2

1

01 13

99 22 3 7 2

ALT

5 4 6 8 9 1 0 0 F E E T

MILLIBARS

IN HG 400

350

300

250 200 180 160 140 120 100 80 0

KT 60

IAS STANDBY
AIRSPEED

INDICATOR

CAB ALT 0

0 1

2

3

4

5 6 7 8 9 10 1 1000
FT
2

3

4

5

6

7

8

BARO PSI DIFF PRESS

9 10 15 20 25 30

B A RO

9 7 0 1 0 0 0 1 0 5 0

P R E S S m

b CABIN

DIFFERENTIAL
PRESSURE

INDICATOR

CABIN

PRESSURE
CONTROLLER

AVIONIC FAN

CONTROL
PRESSURE SWITCH STATIC AIR

NORM

ALT STATIC AIR

NORM

ALT COPILOT'S

INSTRUMENT

PANEL PILOT'S

INSTRUMENT

PANEL

STATIC SELECTOR

VALVE (TYPICAL 2 PLACES)

LEGEND

PILOT'S STATIC

COPILOT'S STATIC

ALTERNATE STATIC PILOT'S PITOT 2-POSITION VALVE (AIR)

SA1-206B MECHANICALLY

ACTUATED COPILOT'S PITOT

AUXILIARY PITOT CENTRAL

AIR DATA
COMPUTER-1 CENTRAL

AIR DATA
COMPUTER-2KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-39 01 JUL 13 Figure 4-15. Central Air Data Computer Pitot Static Interface S A1-1 5 2DKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-04 4-40 01 JUL 13 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-1 01 JUL 13 5.0 CONSERVATION

The objective of this section is to provide you with relev ant information pertaining to engine and equipment conservation and, as an adjunct, the conservation of fuel. The reasons for the necessity of conservation are threefold: economy , the protection of scarce resources, and the abil ity to be able to rely on the equipment, especially the engines, to produce 100% when the chips are down.

You must instill in yourself a philosophy of conservation, an awareness of the results of actions that may be detrimental to equipment life or fuel economy. Preach and practice

conservation.

5.1 ENGINES AND FUEL

Your unit has already established procedur es and techniques for fuel conservation and they will not be repeated here. It is your responsibility to become an expert on these directives and demand compliance.

So, once the established fuel conservation di rectives are followed to the letter, the maximum amount of fuel is being saved, ri ght? Wrong. Specific Fuel Consumption (SFC) is directly related to engine deterio ration and engine deterioration is directly related to the manner in which they are op erated. Minimizing the deterioration saves fuel and obviously leads to increased engine life.

What will be covered here are characteristics of the CF6-50 engine that relate directly to engine conservation through operational techniques.

5.2 ENGINE START

Extended start times, increas ed starting EGT, and the potent ial for hot/hung starts is directly related to pneumatic pressure available to the star ter. Slow starts, hung starts,

and hot starts are detrimental to engine hot section life. It is important to note that the

starter function does not end when initial lightoff occurs. T he starter must continue to provide sustained follow-thr ough torque during the lightoff phase to assist engine

acceleration toward idle. This r equirement emphasizes the need for adequate pneumatic supply. GE recommends a minimum of 30 PSI for cold weather starts and 35 PSI will give better assurance of a satisfac tory start. The more pressure the better for any start regardless of the temperature.

A vertical thermal gradient affects the CF6- 50 after shutdown when the hot air rises and is contained by the nacelle. The lower porti on of the engine cools more quickly than the upper portion. This temperature differential causes a very s light "bowing" of the engine rotor and case. If the engine is restarted while this condition exists (typically following a short turnaround), an increase in the engine vibrat ion may be detected. The "bowing" may cause rubbing and consequently wear between static and rotating components. It may even prevent N 1 rotation during the initial start sequence.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-2 01 JUL 13 5.2.1 RECOMMENDED STARTING PRACTICES

1. Start one engine at a time if operational requirements permit.

2. Operate the APU and pneumatic syst em in a manner that will provide optimum pneumatic pressure for start; i. e., all bleeds off in accordance with tech order procedures and only use the standby mode of the APU as

a last resort.

3. Comply with engine cooling reco mmendations prior to shutdown (see engine shutdown in this section).

4. Maximize the amount of time betw een engine shutdown and engine start. After starting a warm engine, operate it at low power for several minutes

for thermal stabilization. This mini mizes transitory vibration stresses and the probability of rubbing between static and rotating components. Preventing rubs reduces EGT and SFC deterioration.

5.3 TAXI

The primary cause of engine deterioration during taxi operations is the susceptibility to FOD or the sandblasting effect of contaminant ingestion. A characteristic of the CF6-50 engine is the vortex that occurs between the lip of the wing engine inlet and the ground. This vortex may begin to form at idle thrust if there is no wind and the aircraft is static. When the vortex is present, contaminants will be sucked into the engine. The formation and intensity of this vortex is dependent upon the relations hip between airplane velocity and engine RPM (see Figure 5-1). Power settings as low as 40% N 1 create a vortex
with sufficient suction to lift one-inch stone s into the inlet. Forward taxi speed of 10

KIAS is sufficient to eliminate the vortex.

5.3.1 RECOMMENDED TAXI PRACTICES

1. If taxi is to be accomplished on c ontaminated taxiways (sand, slush, ice, etc.) or if the taxiway width result s in the wing engines extending beyond the taxiway, restrict the use of more than idle thrust on the wing engines. Start number two engine and use it to accelerate to, and maintain, taxi speed. Observe the cautions relating to center engine at more than idle

thrust in the terminal area or in the proximity of other aircraft.

2. Adhere to proper taxi speeds and practices.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-3 01 JUL 13 5.4 TAKEOFF

Engines are particularly susceptible to deter ioration during takeoff. The low speed, high thrust conditions for wing engine vortex ar e present during the in itial portion of the

takeoff roll and a conscious effort is r equired to prevent vo rtex induced FOD.

Target N 1 should be captured by 80 KIAS. A slight N 1 overshoot and then a drop after throttle set may be observed. This is a normal characteristic of high by-pass engines

and should not be countered with a throttle adjustment. Rapid throttle movement

toward takeoff thrust will cause excessive N 1 and EGT overshoot. These overshoots are detrimental to engine life and are caused by uneven heating between engine components effecting clearances and flow ar eas (see Figure 5-2). Reduced thrust takeoff results in reduced fuel flow, N 1 , N 2 , and EGT. A 1% thrust reduction represents approximately a 1% fuel flow reduction. However, since the reduced thrust is maintained for a longer period than full th rust, the net fuel used may not change significantly. The major benefit of reduced thrust takeoffs is the reduction of engine EGT

and SFC deterioration rate.

Compressor erosion also reduces EGT/SFC ma rgins as previously discussed. Rolling takeoff technique inhibits formation of ground to inlet vortices minimi zing foreign object particle ingestion, a major cause of erosion. At 30 KIAS vortex formation is prevented even at maximum power settings.

Bleed extraction also effects fuel flow and EGT. When bleed air is extracted, the N 2 RPM must be increased. This requires incr eased fuel flow to the combustor, which results in increased EGT. Typical pneumatic bl eed extraction at takeoff power results in a fuel flow increase of approx imately one percent with a resultant EGT increase of approximately 7° C.

5.4.1 RECOMMENDED TAKEOFF PRACTICES

1. When practical, takeoff with zero bleed until after firs t power reduction. 2. Rolling takeoffs are preferred. If a static takeoff must be made, keep in mind the susceptibility of the wing engines to FOD due to vortex at high power settings below 30 KIAS. 3. Advance throttles slowly as airc raft gains speed. Approximate takeoff thrust before engaging autothrottles to prevent excessive N 1 overshoot. 4. Do not adjust throttles a fter 80 KIAS. A decrease in N 1 as the speed increases is normal and is caused by "Ram Drag" and increased TAT. 5. Do not engage the autothrottles after ta keoff if the TRC is in takeoff. An

overboost can occur.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-4 01 JUL 13 Figure 5-1. Aircraft Taxi Speed (Knots).

Figure 5-2. Time - Minutes. W0017-01

W0017-02KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-5 01 JUL 13 5.5 INFLIGHT ENGINE OPERATION, GENERAL

Rapid throttle movement with a heat soaked N 2 rotor may cause tu rbine blade tip to turbine shroud rubbing with subsequent SFC det erioration. GE recommends that rapid throttle movements be avoided any time the engine has been operated at an EGT above 800° C. (EGT during climb normally exceeds 800.) Generally speaking, slow, smooth throttle movements lead to long er engine life and fuel economy due to prolonged SFC values. Minimi zing bleed extraction during fli ght operations reduces fuel

flow and EGT for the same reasons stated under the takeoff discussion. Derated climbs save engines. Consideration should be giv en to using MCR thrust for a portion of the climb anytime the gross weight is low enough to allow a derated takeoff. Generally,

derated climbs are less fuel efficient in the short term than CL thrust climbs; however, the difference is some cases is negligible. For instance, derating climb power to 10,000 feet at light gross weights.

5.5.1 RECOMMENDED CLIMB PRACTICES

1. Achieve climb thrust and climb conf iguration as soon as flight manual procedures and safety considerations permit.

2. Adhere to the flight manual climb profile.

3. Anticipate thrust reductions/applicat ions and make smooth, slow throttle movements. During climb, fan s peed increases with altitude. When autothrottles are not engaged, the thru st setting should be refined about every 5000 feet to prev ent exceeding climb N 1

.

4. Eliminate unnecessary bleed extraction.

5. Consider use of derat ed (MCR) climb for the init ial portion of the climb during light gross weight takeoffs.

5.5.2 RECOMMENDED CRUISE/ AIR REFUELING PROCEDURES

1. Minimize bleed extr action through use of si ngle pack operation when circumstances permit and avoid unnecessary use of anti-ice. (If a pack is not to be used, closing the ram air door by manually positioning the pack temperature valve to full hot wi ll reduce drag and save fuel.)

2. Use manual throttle control in tur bulence, during large speed changes in SPD mode or anytime autothro ttle excursions exceed 5% N 1

.

3. Practice breakaway procedures in the aircraft only when absolutely

necessary.KC-10 Aircrew Training System Flying the KC-10

CH 4

W001-05 5-6 01 JUL 13 5.5.3 RECOMMENDED DESCENT PROCEDURES

1. Accomplish descents in idle thrust with autothrottles off.

2. Avoid rapid thrust reduction at top of descent.

3. Anticipate intermediate leveloffs with slow, smooth throttle applications.

5.5.4 TRAFFIC PATTERN RECOMMENDATIONS

1. Large throttle excursions should be avoided. Autothrottle go-around is particularly tough on the engines and shoul d be avoided if at all possible.

5.6 LANDINGS

Moderate use of reverse thru st during normal landings provides optimum balance of costs considering fuel consumption, engine deterioration rate, and aircraft brake wear. A Lufthansa study revealed that a reverse thrust N 1 RPM of 50%-70% results in the greatest cost savings. There have been nu merous problems associated with reverse thrust at low speeds during landing roll includi ng contaminant precip itated malfunctions

of the fan air valve and thrust reverser shuttle valve along with FOD caused blade

erosion.

5.6.1 RECOMMENDED LANDING PRACTICES

1. Use reduced reverse thrust if conditions permit.

2. Insure that engines are in reverse id le by 60 KIAS, and forward idle by turn off speed.

5.6.2 RECOMMENDED ENGINE SHUTDOWN PRACTICES

1. The engine cool down procedures are outlined in the flight manual.

5.7 AVIONICS COOLING

As a general rule, do not operate the avionic equipment when it is not needed. There is no reason to have the black boxes powered up when conducting operations that require only ground service bus power such as load ing and unloading cargo. Heat sensitive avionics equipment receives pow er from AC bus 1 and AC bus 3. Using the applicable

Ext Pwr Avail or APU Pwr Avail switch on the ground service bus panel to connect power to the ground service busses causes the AC bus 1 and AC bus 3 to remain unpowered. The ground service bus Ext Pw r Avail and APU Pwr Avail switches are

located at the service bus Ext Pwr Avail and APU Pwr Avail switches are located at the external power receptacle and at the galley. If the avionic equipment is to be operated on ground, comply with flight manual cooling procedures.KC-10 Aircrew Training System Flying the KC-10

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W001-05 5-7 01 JUL 13 5.8 TIRES AND BRAKES

See taxi procedures.

5.9 FLIGHT CONTROLS

During the flight control check, avoid rapi d inputs and control reversal. "Slamming" the control surfaces from stop to stop is particu larly detrimental to the hinges and attach points.

5.10 MISCELLANEOUS

If you don't need it, don't use it. Ignition, str obes, etc. Component life is directly related to component use, think and practice conservation.

Material in this section has been extracted from, DAC "K now Your DC-10" letters, GE "Operations engineering bu lletins", GE "Customer Rep. tip s", DAC "All operator letters"

and GE "Items of interest" from product support engineering.KC-10 Aircrew Training System Flying the KC-10

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W001-APP A-1 01 JUN 06 

# APPENDIX A

DEFINITION OF SYMBOLSKC-10 Aircrew Training System Flying the KC-10

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W001-APP A-2 01 JUN 06 DEFINITION OF SYMBOLS

Symbol Definition Symbol Definition

ICAO International Civil Aviation RCR Runway Condition Reading Organization

IMN Indicated Mach Number R/D Rate of Descent

in Inches RL Runway Length

ISA International Standard rpm Revolution per Minute Atmosphere

LB, Lb Pounds(s) RSC Runway Surface Condition

SDR Stopping Distance Ratio Sec Seconds

SL Sea Level V 2 Climbout Speed

Std Standard Δδ Increment of Weight, Drag, Airspeed, etc. and Air Pressure Ratio (P/Po)

TAS True Airspeed--Equivalent δ f Wing Flap Deflection airspeed corrected for density

TAT Total Air Temperature ρ (Rho) Air Density, Slugs Per
Cubic Foot

Temp. Temperature σ (Sigma) Air Density Ratio (P/Po)

TD Touchdown θ (Theta) Temperature Ratio (T/To)

TO Takeoff < Less Than

TOGW Takeoff Gross Weight > Greater Than

TSLW Tire Speed Limiting Weight ≤ Less Than or Equal To

V Velocity ≥ Greater Than or Equal To

V A Design Maneuvering Speed AERODYNAMICS AND
PERFORMANCE

V C Maximum Cruise Speed ASE Automatic slat extension

V D Design Diving Speed CG Center of GravityKC-10 Aircrew Training System Flying the KC-10

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W001-APP A-3 01 JUN 06 Symbol Definition Symbol Definition

..

V LD Airspeed for Maximum Glide CP Center of pressure (of lift)

Ratio DLE Drooped leading edge

V LO Liftoff Speed

V MBE Maximum Brake Energy Speed FGS Flight Guidance System

V MCA Minimum Control Speed With k Temperature recovery factor One Wing Engine Inoperative In-Flight L/D Lift to drag ratio

V MCG Minimum Control Speed With NAM/LB Nautical air miles per One Wing Engine Inoperative pound of fuel
On-Ground

V MM Minimum Maneuver Speed SAT Static Air Temperature

V MO Maximum Operating Limit TAT Total Air Temperature (ram Speed air temperature)

V MU Minimum Unstick Speed

V R Rotation Speed

V SMIN Minimum Stalling Speed

V SIG 1g Stalling Speed

V TH Threshold Speed

V 1 Critical Engine Failure SpeedKC-10 Aircrew Training System Flying the KC-10

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W001-APP B-1 01 JUN 06 

# APPENDIX B

GLOSSARY OF TERMSKC-10 Aircrew Training System Flying the KC-10

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W001-APP B-2 01 JUN 06 GLOSSARY OF TERMS

Aerodynamic Center: The point along the chord where all the changes in lift take place.

AOA: Angle of attack is the angle between a reference line in a body and the line of the relative airflow.

Angle Of Incidence: The acute angle formed by the chord line of the wing and the longitudinal axis of the airplane. It is the angle at which the wing is attached to the fuselage. Since it was determined by the airplane design, it is a fixed angle and cannot be changed by the Pilot. Angle of incidence should not be confused with angle of attack.

Asymmetrical Thrust: An imbalance in thrust forces acting through one of the aircraft axis. Generally associated with failure of a wing engine on a multi-engine aircraft.

Aspect Ratio: The proportion of the span and average chord of an airfoil.

Calibrated Airspeed: Indicated airspeed corrected for instrument and position error. In the KC-10, the Pilot and Copilot's airspeed indicators read calibrated airspeed.

Center of Gravity: The balance point of the aircraft.

Compressibility: The changes in air density and pressure that take place during high-speed flight.

Critical Mach: For any given airfoil, the highest speed possible without the airflow across the airfoil going supersonic.

Deck Angle: Synonymous with pitch attitude. This term is used in the KC-10 to denote pitch angle and should not be confused with angle of attack. The deck angle is the relationship of the longitudinal axis of the airplane with the horizon.

Dihedral: The angle that the wing or horizontal stabilizer is displaced from horizontal when in level flight.

Dutch Roll: A yawing and rolling oscillation.

Dynamic Stability: Behavior of the airplane as a function of time following a disturbance from equilibrium.

EGT: Exhaust gas temperature.

Equivalent Airspeed: Calibrated airspeed corrected for compressibility.KC-10 Aircrew Training System Flying the KC-10

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W001-APP B-3 01 JUN 06 F/F: Fuel flow.

Flow Separation: When the boundary layer flow no longer adheres to the

airfoil surface.

Indicated Airspeed: Airspeed read on the airspeed indicator. In the KC-10 the indicated airspeed read on the Pilot's and Copilot's airspeed indicators is the same as calibrated airspeed.

i H : Angle of incidence between the horizontal stabilizer chord and the longitudinal axis of the airplane.

Induced Drag: The drag generated as a result of lift.

i W : Angle of incidence is between the chord line of the wing and the longitudinal axis of the airplane.

L/D ("L over D"): Ratio of drag to lift for any given airfoil.

L/D Max: For a given airfoil, the point on the L/D curve where the most lift for the least drag is obtained. Clean wing L/D max

for the KC-10 is 17.

Lateral Stability: Stability of the airplane about the lateral axis.

Limit Load Factor: The load factor which corresponds to 100 percent of design limit. That load factor which an airplane can withstand without permanent structural deformation.

Longitudinal Stability: Stability of the airplane about the longitudinal axis.

Manufacturer’s Empty Weight: Weight of the airplane, including the structure, power plant, furnishings, systems and other items of equipment that are considered an integral part of a particular configuration. It is essentially a "dry" weight, including only those fluids, which are considered in a closed system such as the hydraulic system.

Maximum Fuel Unbalance The maximum permissible lateral unbalance caused by Weight: uneven fuel distribution.

Maximum Gross Weight: The maximum weight authorized by the Flight Manual for an airplane and its contents.

Maximum Landing Weight: The maximum airplane weight permitted for a touchdown with a rate of sink 10 feet per second. This may also be further restricted by performance requirements.KC-10 Aircrew Training System Flying the KC-10

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W001-APP B-4 01 JUN 06 Maximum Ramp Weight: That weight above maximum takeoff weight, which may include additional fuel for ground maneuvering, taxi, and

run-up.

Maximum Takeoff Weight: The maximum airplane weight permitted for takeoff under any condition but which may be further restricted by performance requirements.

Mean Aerodynamic Chord (MAC): The chord drawn through the centroid or geographical center of a planform.

Normal Load Factor: The ratio of lift to airplane gross weight, or the acceleration perpendicular to the flight path in "g" units.

N 1 and N 2 : Fan (and) high pressure rotor speeds expressed as rpm (a percent of reference rpm value).

Operating Empty Weight: The manufacturer's empty weight of the airplane plus the weight of the oil, water, undisposable fuel, crew, crew baggage, passenger equipment and emergency equipment.

Peaky: A descriptive word applied to an airfoil that has a high value of lift at the leading edge. The KC-10 has a "peaky" wing.

Planform: The overall shape and size of a wing or stabilizer.

Profile Drag: Synonymous with parasite drag. The drag generated by

friction and form.

Section: A cross-section of an airfoil at a given point. The overall aerodynamic quality of an airfoil is a sum of the section qualities.

SFC: Specific fuel consumptio n. The amount of fuel consumed in pounds per hour divided by the thrust of the engine in pounds.

Shock Waves: A line in the flow field about the airplane across which an instantaneous reduction of velocity occurs, together with associated instantaneous changes in density, pressure, and temperature.

Sideslip: Displacement of the airplane centerline about the vertical

axis in reference to the relative wind.

Speedbrakes: Panels which are deployed to destroy lift and/or add drag.

Slats: High lift devices applied to the leading edge of a wing.KC-10 Aircrew Training System Flying the KC-10

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W001-APP B-5 01 JUN 06 Specific Consumption: Amount of fuel consumed by an engine for a given amount

of thrust.

Spiral Stability: The resistance of an airplane to lateral and directional deviation from a desired flight path following a disturbance.

Spoilers: Synonymous with speedbrakes.

Sweep: The angle formed by the wing or stabilizer and the longitudinal axis of the aircraft.

Taper Ratio: The ratio of the width of the root of the wing or stabilizer to the width of its tip.

Ultimate Load Factor: The maximum load factor an airplane can withstand without suffering structural failure. This is never less than 1.5 times the design limit load factor.

Washout: The change in the angle of incidence of an airfoil relative to

the distance from the root.

Weathercock: The tendency of an airplane to align itself longitudinally

about its vertical axis with the relative wind.

Yaw: Displacement of the airplane centerline from some

reference azimuth.

Zero Fuel Weight: The maximum weight authorized for an airplane with payload, with no disposable fuel.KC-10 Aircrew Training System Flying the KC-10

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