01 Jul 13 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data

CH 5 

W836-LEP A 01 JUL 13 

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KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

 

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W836-TOC i 01 MAR 06

TABLE OF CONTENTS

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

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

3.0 CLIMB PERFORMANCE COMPUTATIONS ..................................................... 3-1 

4.0 CRUISE PERFORMANCE ................................................................................ 4-1 

5.0 HOLDING PERFORMANCE ............................................................................. 5-1 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

 

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KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-01 1-1 01 JUL 13 

1.0 INTRODUCTION

This workbook covers the Climb, Cruise, and Holding computations you will 

perform as a KC-10 crewmember. It familiarizes you with the terminology, 

conditions, and procedures that are used to compute KC-10 Climb, Cruise, and 

Holding data. 

Airspeed terminology can create confusion in the KC-10. It is possible to prevent 

most of this confusion by knowing the required/desired speed. “How slow can I 

go?” The cruise buffet-onset boundary charts of the performance manual provide 

information necessary to determine buffet-onset limits in terms of load (G) factor, 

bank angle, Mach number, and pressure altitude. This is the minimum 

recommended speed for flight and is the 1.2-G speed. The 1.2-G speed, which is 

lower than the 550,000 FL 290 gross weight optimum cruise altitude maximum 

endurance speed, increases power and fuel requirements and is therefore not 

recommended for use during normal cruise. It is important to know what airspeed 

is appropriate for a desired result. Bank Angle limited to 15 degrees anytime the 

aircraft speed is less than VMM for existing configuration. 

Minimum Maneuvering Speeds. Minimum maneuver speeds for various 

flap/slat configurations and gross weights are in the pilot’s and FE’s handheld 

checklists. These speeds are minimum speeds for maneuvering flight providing 

at least 25 degrees of bank protection and are primarily intended for use in the 

terminal environment. The charts in the handheld checklists and KC-10A 

Performance Data Computer (Slipstick) are valid up to 14,000 feet MSL. 

However, per the TO 1C-10(K)A-1, Flight Manual (USAF KC-10A Aircraft), these 

speeds will provide at least 25-degrees bank protection, provided the aircraft is 

not above the standard day cruise ceiling. 

Contingency Maneuvering Speeds. During theater operations, compute cruise 

buffet-onset boundary speed (55-degree bank) from the performance manual 

and turn sustainability. The 55-degree bank speed provides added stall margin 

during 45-degree bank turns, reducing the possibility of structural damage in the 

event of over banking during the Scram. 

Cruise Speeds. Best range, long-range cruise, and maximum endurance speeds 

are cruise speeds. Use the “specific range charts” in the performance manual to 

compute cruise speeds. It is not necessary to make bank angle corrections to 

these speeds as long as bank angles are limited to 30 degrees or less. 

Best Range. Best Range is the speed providing the highest nautical mile per 

pound of fuel (NM/LB) used for a given gross weight and altitude. This speed is 

determined from where the gross weight curve line peaks on the “specific range 

chart.” This speed is rarely used. 
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Long-Range Cruise Speed. Long-range cruise speed provides a significant 

increase in speed over Best Range with only a 1 percent loss in nautical mile per 

pound (NM/LB) of fuel. The KC-10 performance manual labels this speed as the 

99 percent maximum nautical mile per pound (99 percent max NM/LB) on the 

“three-engine specific range charts.” When flying long range, the pilot should 

request and fly “long-range cruise.” This is the normal cruise speed for the KC10. The long-range cruise speed is a constant Mach number when using a step 

climb profile 

Maximum Endurance Speed. Maximum endurance speed is the speed based 

upon achieving minimum fuel flow, thereby allowing the aircraft to stay airborne 

for the maximum amount of time. At low altitudes, this speed is slower than 

minimum maneuver speed. However, at higher altitudes, this speed may be 

higher than minimum maneuver. This speed may be helpful when needing to 

slow down to make an en route rendezvous or an airfield opening time. 

Remember to notify ATC if TAS changes by 5 percent or 10 knots (whichever is 

greater) from the filed TAS. 

Holding Speeds. Holding speeds for 0 to 30 degrees of bank are minimum fuel 

flow speeds and are always above the 1.2-G buffet onset speeds. They have 

been chosen to minimize fuel consumption while maintaining controllability and 

sufficient speed margin above the buffet or stall during banked flight up to 30 

degrees. 

1.1 INSTRUCTIONS

The information presented in this workbook is designed to enhance the 

information presented in the performance manual. When you finish this 

workbook, your instructor will check and grade your performance and return it to 

you. You will use the instructions in this workbook to accomplish the required 

performance data prior to the Simulator Phase of training.
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

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W836-02 2-1 01 MAR 06

2.0 OBJECTIVES

 When you finish this workbook, you will be able to: 

1. Compute Climb Performance Data. 

2. Compute Cruise Performance Data. 

3. Compute Holding Performance Data. 
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Climb, Cruise, and Holding Data 

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KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

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3.0 CLIMB PERFORMANCE COMPUTATIONS

This segment defines the terminology associated with KC-10 Climb Performance, 

Environmental/Aircraft Factors, and Speed and Altitude restrictions. 

3.1 CLIMB PERFORMANCE

The climb charts provide information necessary for planning the aircraft's climb 

performance. The charts are based on actual flight test results; however, the fuel 

consumption values have been increased 5%, relative to engine specification 

levels. 

Figure 3-1.

First, look at what is not included in the climb charts. The climb charts do not 

include the fuel, time, and distance required from brake release to 2000' AGL, 

including cleanup and acceleration to climb speed. To account for this we use a 

standard TAKEOFF ALLOWANCE (Fig. 3-1). The takeoff allowances are 

considered to be typical and constant for three or two engine operations. For this 

reason, they are not included in the climb charts but will be considered when 

flight planning. The takeoff allowances are: 

 Three Engines Operating: 2500 pounds of fuel 

8 nautical miles 

2.5 minutes 

 Two Engines Operating: 4000 pounds of fuel 

16 nautical miles 

5.5 minutes 
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3.2 CLIMB SPEED SCHEDULE

During our climb in the KC-10, we will maintain a specified climb speed schedule. 

The airspeed, at which maximum rates of climb is obtained, varies with gross 

weight and altitude. Constantly changing airspeed is impractical for the limited 

benefits realized. The climb speed schedule approximates the speed for 

maximum rate of climb and results in the best overall climb performance. The 

climb charts are based on maintaining the climb speed schedule. However, due 

to the schedule being an approximate, a ± 10 knot variance in speed has a 

negligible effect on climb performance. 

Figure 3-2. Three Engine Climb Speed Schedule.

The climb speed schedule is broken in two separate segments, below 10,000' 

and above 10,000'. Whether operating on three or two engines, below 10,000' 

you will maintain 250 KIAS or Minimum Maneuver Speed, whichever is higher 

(Fig. 3-2). 

NOTE: Minimum Maneuver Speed will be required at gross weights greater than 

435,000 lbs. 

After passing through 10,000', when operating on three engines, the aircraft is 

accelerated to 330 KIAS and the climbout continued at this speed until reaching 

the Mach Changeover Altitude of 27,402'. From this altitude the climb speed is a 

constant 0.82 Mach (Fig. 3-2). For two engine operation the climb speed 

schedule above 10,000' is 300 KIAS to the Mach Changeover Altitude of 27,993', 

then a constant 0.76 Mach. 

250 KIAS 

OR VMM WHICHEVER IS 

GREATER 

10,000 FT 

330 KIAS 

27,402 FT 

0.82 MACH
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

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Figure 3-3. N1 Setting for Max. Climb Thrust. 

103.1% 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

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3.3 N1 SETTINGS 

As mentioned earlier, the type of climb is dictated by the amount of thrust used. 

In the climb section of the performance manual, N1 setting charts are provided for 

Max Continuous Thrust (MCT), Max Climb (MCL), and Max Cruise Thrust (MCR). 

While normally the thrust computer displays the selected N1 setting and the Auto 

Throttles System will maintain the selected N1 (in the N1 mode), the charts are 

provided in the event of a thrust computer failure or as a cross check for the 

thrust computer. 

All three charts are constructed in the same general way and the same 

procedure is used to read all of them. As can be seen in Figure 3-3, the Total Air 

Temperature (TAT) is listed across the bottom of the chart in both Celsius and 

Fahrenheit. The pressure altitude lines are individually labeled and any 

intermediate altitude requires interpolation. One item of interest is how the 

altitude lines reverse their upward trend at 36,089'; this is to maintain constant 

turbine temperatures above the tropopause by lowering the N1 RPM. Located in 

the lower right hand corner is the bleed air correction grid. Utilization of the 

correction grid is explained in the chart notes. 

 EXAMPLE: (Fig. 3-3) 

Use the following values to compute Maximum Climb Thrust N1 (MCL). 

 Total Air Temperature (TAT) = +10°C 

 Pressure altitude = 10,000' 

The Maximum Climb Thrust N1 is 103.1%. If a bleed air correction is 

required, enter the correction grid in the lower left hand corner with the 

pressure altitude, intersect the appropriate correction line to obtain the 

correction value. The correction value is then applied to the original N1

value i.e. 103.1 - 0.8 = 102.3% N1 (Engine and Wing Anti-Ice on). 
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Figure 3-4. Three Engine Distance to Climb.

NOTE:

1. CLEAN CONFIGURATION

2. MAXIMUM CLIMB THRUST

3. CLIMB AT SPEED SHOWN IN T.O. 1C-10(K)A-1-1, FIGURE 4-1, TO 10,000 FT

 THEN AT 330 KIAS TO 27,402 FT., THEN AT MACH = 0.82
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CH 5 

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3.4 FUEL, DISTANCE, AND TIME TO CLIMB

Fuel, Distance, and Time to climb charts are provided for standard and two 

engine climbs. Figure 3-4 represents a Distance to Climb Chart. Fuel and Time 

charts are similar with the exception of the wind correction grid (fuel and time are 

not effected by wind). A look at chart construction reveals: 

GROSS WEIGHT, across the bottom 2/3 of the chart, this is the normal entry 

point. The vertical guidelines that curve to the left depict the normal fuel burn 

during the climb. 

PRESSURE ALTITUDE LINES curving horizontally upwards from 250,000 lbs., 

represent pressure altitude in thousands of feet. Note the two 10,000' lines; they 

represent the distance, time, and fuel required to accelerate from the climb speed 

below 10,000' to the climb speed above 10,000'. If a climb is to stop at 10,000' at 

250 KIAS, or start at 10,000' at 250 KIAS, use the bottom line. If a climb is to 

stop or start at 10,000' and 330 KIAS use the second line. The optimum altitude, 

cruise, and service ceiling lines cross both the gross weight and altitude lines. 

The intersection of any point, on any of these lines, will show the altitude 

capability for that weight. 

As defined, OPTIMUM ALTITUDE is where the aircraft achieves the greatest 

specific range for a given gross weight and speed. 

CRUISE CEILING is the highest altitude at which a 300 foot per minute rate of 

climb can be maintained at a given gross weight and temperature using rated 

thrust at the recommended climb speed. 

SERVICE CEILING is the highest altitude at which a 100 foot per minute rate of 

climb can be maintained at a given gross weight and temperature using rated 

thrust at the recommended climb speed. 

WIND GRID LINES labeled headwind and tailwind on the Distance charts are to 

compensate for the wind effects on groundspeed. Tailwinds increase the 

groundspeed, increasing the distance to climb. Headwinds reduce the 

groundspeed, decreasing the distance to climb. 

TEMPERATURE GRID LINES indicate the effect of temperature on climb 

performance. The basic charted information is based on standard day 

temperature; thus the temperature lines are depicted as positive (above), and 

negative (below) standard day temperatures. The real implication here is the 

effect temperature has on engine thrust (i.e. as temperature increases, thrust 

decreases and as temperature decreases thrust increases.) This will either 

decrease or increase the rate of climb. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

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Figure 3-5. Three Engine Distance to Climb.

NOTE:

1. CLEAN CONFIGURATION

2. MAXIMUM CLIMB THRUST

3. CLIMB AT SPEED SHOWN IN T.O. 1C-10(K)A-1-1, FIGURE 4-1, TO 10,000 FT

 THEN AT 330 KIAS TO 27,402 FT., THEN AT MACH = 0.82
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As previously mentioned, the Fuel, Distance, and Time charts are similar and the 

procedures for using them are the same. 

 EXAMPLE: (Fig. 3-5) 

Use the following values to compute the distance to climb for the standard 

climb profile. 

 INITIAL CLIMB WEIGHT = 500,000 lbs. 

 

 START OF CLIMB ALTITUDE = sea level 

 

 END OF CLIMB ALTITUDE = 25,000' 

 

 WINDS = 50 knot headwind 

 TEMPERATURE = Standard day + 12°

 The required distance to climb is 76 nautical miles 
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Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-9 01 JUL 13 

Figure 3-6. Three Engine Distance to Climb.

NOTE:

1. CLEAN CONFIGURATION

2. MAXIMUM CLIMB THRUST

3. CLIMB AT SPEED SHOWN IN T.O. 1C-10(K)A-1-1, FIGURE 4-1, TO 10,000 FT

 THEN AT 330 KIAS TO 27,402 FT., THEN AT MACH = 0.82
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For climbs starting at altitudes other then sea level, enter the charts at the start of 

climb gross weight noting the fuel, distance, or time value for that gross weight. 

Then follow the gross weight guidelines up to the desired level-off altitude and 

note that fuel, distance, or time value. The fuel, distance, or time to climb value 

obtained will be the level-off altitude values minus the start of climb values. 

EXAMPLE: (Fig. 3-6) 

Use the following values to compute the distance to climb for a standard 

climb profile to final level-off altitude. 

 START CLIMB ALTITUDE = 15,000' 

 START CLIMB GROSS WEIGHT = 500,000 lbs. 

 FINAL LEVEL-OFF ALTITUDE = 31,000' 

 WINDS = 50 knot tailwind 

 TEMPERATURE = Standard Day 

 The required distance to climb is 130 NM - 41 NM = 89 NM 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-11 01 JUL 13 

 

FUEL (LB) 

DISTANCE (NM) 

TIME (MIN)

PRESSURE 

ALTITUDE 

(FT)

INITIAL CLIMB GROSS WEIGHT (LB)

300,000 325,000 350,000 375,000 400,000 425,000 450,000 475,000 500,000 525,000 550,000 575,000 600,000

41,000

7000 

89 

13

7900 

101 

14

8900 

116 

16

10,200

138

19

12,700

189

25

 

37,000

6200 

70 

10

6900 

78 

11

7700 

87 

13

8500

98

14

9400

110

16

10,500

123

18

11,800

142

20

13,600

170

24

 

33,000

5600 

58 

9

6200 

64 

10

6800 

71 

11

7500

79

12

8300

87

13

9100

96

14

10,000

105

16

10,900

117

17

12,000

130

19

13,200 

147 

21

14,900 

168 

24

17,300

205

28

29,000

5000 

48 

7

5600 

53 

8

6100 

59 

9

6700

65

10

7400

71

11

8000

78

12

8700

85

13

9500

94

14

10,300

103

15

11,200 

113 

17

12,200 

124 

18

13,300

137

20

14,600

152

22

25,000

4330 

38 

6

4800 

42 

7

5300 

47 

8

5800

51

8

6300

56

9

6900

61

10

7400

66

11

8000

72

12

8600

79

12

9300 

86 

13

10,000 

93 

14

11,000

102

16

11,800

111

17

20,000

3400 

27 

5

3800 

30 

5

4200 

33 

6

4600

36

6

5000

38

7

5400

43

7

5800

46

8

6300

50

9

6700

54

9

7200 

58 

10

7700 

63 

10

8200

68

11

8800

73

12

15,000

2600 

18 

3

2900 

20 

4

3200 

22 

4

3500

24

5

3800

26

5

4100

29

5

4400

30

6

4700

33

6

5000

36

7

5300 

39 

7

5600 

41 

7

6000

44

8

6400

48

8

10,000

1800 

11 

2

2000 

12 

3

2200 

14 

3

2400

15

3

2600

16

3

2900

18

4

3100

19

4

3300

20

4

3400

22

4

3600 

23 

5

3800 

25 

5

4000

27

5

4200

28

5

10,000

1500 

8 

2

1600 

9 

2

1800 

10 

2

2000

11

3

2100

12

3

2300

13

3

2500

14

3

2700

16

3

2900

18

4

3100 

19 

4

3300 

20 

4

3600

23

4

3800

24

5

5,000

700 

4 

1

800 

4 

1

900 

5 

1

1000

5

1

1000

6

1

1100

6

1

1200

7

2

1300

7

2

1400

8

2

1500 

8 

2

1600 

9 

2

1700

10

2

1800

10

2

Figure 3-7. Three Engine Climb Table.

Climb data is also provided in tabulated form (Fig. 3-7). This data is based on a climb 

from sea level to the selected altitude, standard day, and zero wind conditions. The 

initial gross weight is listed across the top of the table, and the pressure altitudes are 

listed down the left side. Also note the two rows listing 10,000'; these are used in the 

same manner as the two 10,000' lines on the fuel, distance, and time charts. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

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Figure 3-8. Three Engine Service Ceiling.
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-13 01 JUL 13 

3.5 SERVICE CEILING

Three and two engine service ceiling charts are provided to determine the 

service ceiling for various temperatures, weights, and drag index configurations 

(Fig. 3-8). Note the shaded area represents Mach Changeover during climb. 

Due to decreasing true airspeed (TAS) during the climb at constant mach, the 

effect of drag index decreases resulting in an increase in service ceiling. 

These charts are used to compute the service ceiling when climb performance is 

reduced due to additional drag above the defined level of a clean aircraft. They 

are based on climbing at MCT power 2 engines operating or MCL with 3 engines 

operating and the initial climb gross weight starting at sea level. As you can see, 

the bottom of the chart allows you to enter with a computed drag index number. 

The gross weight lines are in 50,000 lb. increments; intermediate gross weights 

will require interpolation. The left hand column is the service ceiling in thousands 

of feet. 

EXAMPLE: (Fig. 3-8) 

Use the following values to compute the three engine service ceiling with a 

known drag index. 

 INITIAL CLIMB WEIGHT = 500,000 lbs. 

 DRAG INDEX = 71 

The three engine service ceiling for a climb at MCL power and the climb speed 

schedule of 330 KIAS is 27,402'. However, by transitioning to the Mach climb 

schedule, where TAS decreases, the service ceiling for the same weight is 

33,800'. 

While normally not climbing with such a large drag index, these charts provide a 

means to compute a service ceiling if the problem ever presents itself. 
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11,200 

116

17.4

 

Figure 3-9. Drag Index.
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Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-15 01 JUL 13 

3.6 DRAG 

The KC-10 climb profiles are based on a clean configuration and a drag index of 

zero. Any increase in drag will result in a reduced climb performance. Drag 

index values other than zero, for non-standard configurations, are presented in 

section 1 of the performance manual. Charts are provided for three engine 

standard climb and a two engine climb profile. 

EXAMPLE: (Fig. 3-9) 

Use the following values to compute the fuel, distance, and time to climb 

with a drag index number. 

 DRAG INDEX = 50 

 FUEL TO CLIMB = 8,800 lbs. (drag index 0) 

 DISTANCE TO CLIMB = 91 nautical miles (drag index 0) 

 TIME TO CLIMB = 13.6 minutes (drag index 0) 

To apply a drag index correction to the climb, enter the appropriate grid at the 

zero drag index on the left with the computed fuel, distance, and time from the 

normal, clean configuration, climb charts. Then follow the guidelines to the point 

of intersection with the drag index number. Next, exit the chart on the left to find 

the corrected fuel, distance, and time values. 

 The actual fuel, distance to climb is: 

 FUEL TO CLIMB = 11,200 lbs. 

 DISTANCE TO CLIMB = 116 nautical miles 

 TIME TO CLIMB = 17.4 minutes 

Remember, to apply a drag index correction, you must first compute the Fuel, 

Distance, and Time for a clean configuration. 

This completes the instructional part of this segment. A few chart exercises 

follow. They are to be completed as a review and reinforcement of the lesson. 

You will need a performance manual and a calculator may be helpful. As always, 

any questions should be directed to an instructor as soon as possible. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-16 01 JUL 13 

3.7 SEGMENT EXERCISE

CLIMB

For the following exercises, use the appropriate charts in Section Four of your 

Performance Manual. 

1. Find the N1 setting for Maximum Continuous Thrust (MCT): 

 Given: TAT = 20° C 

 Pressure Altitude = 10,000' 

2. Find the N1 setting for Maximum Climb Thrust (MCL): 

Given: TAT = 20° C 

 Pressure Altitude = 10,000' 

3. Find the N1 setting for Maximum Cruise Thrust (MCR): 

 Given: TAT = 20° C 

 Pressure Altitude = 10,000' 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-17 01 JUL 13 

CLIMB

 Given for questions 4, 5, 6 & 7: 

Standard Climb Profile 

Gross weight = 450,000 lbs. 

 Start of climb = Sea Level 

 Climb to optimum Altitude 

 50-knot tailwind 

 Plus 6° Temp Deviation 

4. Find Optimum Altitude: 

5. Find Fuel to Climb: 

6. Find Distance to Climb: 

7. Find Time to Climb: 

Apply a drag index value of 50 to questions 5, 6 & 7. 

Find corrected requirements for 8, 9 & 10. 

8. Corrected Fuel to Climb: 

9. Corrected Distance to Climb: 

10. Corrected Time to Climb: 

11. Optimum altitude is that altitude where the greatest is achieved 

for a given gross weight and airspeed. 

12. The cruise ceiling is the altitude at which rate of climb can be 

maintained at a given gross weight and temperature, using rated thrust 

and the . 

13. Three engine climb speed schedule is , to 10,000 feet, then for 

standard climb to , then 0.82 Mach. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-03 3-18 01 JUL 13 

3.8 SEGMENT EXERCISE ANSWER KEY

CLIMB 

For Aircraft Performance Computation Tolerances, see AFI 11-2KC-10V2.

 1. 108.6% 

 2. 104.9% 

 3. 98.9% 

 4. 33,900' 

 5. 10,500 lbs. 

 6. 128 NM 

 7. 16.4 MIN 

8. 14,200 lbs. 

 9. 189 NM 

 10. 21.8 MIN 

 11. Specific range 

 12. 300 fpm, recommended climb speed 

 13. 250 KIAS, 330 KIAS, 27,402' 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-04 4-1 01 JUL 13

4.0 CRUISE PERFORMANCE

This segment will define the terminology and determine the 

environmental/aircraft factors associated with KC-10 cruise performance. At the 

end of this segment, there will be a requirement to make several computations, 

so keep your performance manual and calculator handy. 

The Cruise Charts provide the information necessary for planning a cruise 

segment for a given mission. The charts are based on actual flight test results, 

however; the fuel consumption values are increased 5% relative to engine 

specification levels. 

4.1 TERMINOLOGY ASSOCIATED WITH CRUISE PERFORMANCE

First, let's look at different types of cruise and the environmental/aircraft factors 

that effect range performance. 

Figure 4-1. Cruise Climb. 

Using the Cruise Climb profile results in optimum efficiency from the engines and 

aircraft. The Cruise Climb begins after level off from the initial climb usually at 

the optimum altitude. As fuel is consumed, the gross weight decreases, which 

allows the aircraft to either accelerate or climb. In the Cruise Climb profile, the 

aircraft is allowed to climb, thus maintaining its optimum altitude. The Cruise 

Climb profile yields the maximum range capability but is impractical for Air Traffic 

Control because the aircraft will be constantly changing altitudes. 

NMPP x 1000 
KC-10 Aircrew Training System 

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Figure 4-2. Optimum Step Cruise.

STEP CRUISE

The Step Cruise involves periodic changes in altitude, normally in 4000' 

increments. It is a compromise between a Cruise Climb and a Constant Altitude 

cruise. When using the Step Cruise profile, begin by leveling off from the initial 

climb at 2000' above the aircraft's optimum altitude. Maintain this altitude until 

the fuel burn decreases the gross weight enough to where the aircraft is 2000' 

below the new optimum altitude; then climb 4000', to where it will be 2000' above 

the new optimum altitude. This process is continually repeated as weight 

decreases. The Step Cruise profile yields a range performance within 0.5% of 

the Cruise Climb. 

CONSTANT RATING CRUISE

As mentioned in Cruise Climb, as the gross weight decreases the aircraft will 

either accelerate or climb. The Constant Rating Cruise maintains a constant 

altitude while increasing the airspeed. This is accomplished by setting a thrust 

rating (i.e. MCR) and allowing the airspeed to increase as the gross weight 

decreases. 

OPTIMUM STEP CLIMB

A. INITIAL CLIMB 

B. INITIAL LEVEL OFF (2,0000 ABOVE OPTIMUM 

ALTITUDE) 

C. 4,000 FEET STEP AT CLIMB SPEED AND CLIMB 

THRUST 

D. LEVEL OFF 

E. 2,000 FEET ABOVE OPTIMUM ALTITUDE 

F. OPTIMUM ALTITUDE 
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CONSTANT SPEED/MACH CRUISE

This cruise profile is based on maintaining a constant altitude and airspeed. It 

requires periodic reductions of thrust as gross weight decreases to maintain the 

selected airspeed. While being the simplest to fly, it does not take advantage of 

climbing to higher more efficient altitudes. 

START

OF

CRUISE

START

OF

CRUISE

6:42

6:08

USING MAX RANGE AIRSPEED

USING LONG RANGE CRUISE (99% MAX)

4,500 NM

4,455 NM 0 - FUEL

0 - FUEL

TIME

TIME

Figure 4-3. Maximum Range vs. Long Range. 

LONG RANGE CRUISE

The Long Range Cruise procedure is a compromise between a gain in airspeed 

and a loss in nautical miles per pound of fuel at a specific weight and altitude. 

This procedure provides a significant increase in speed with only 1% loss in fuel 

economy. Long Range Cruise can be flown with Constant Altitude, Step Cruise, 

or Cruise Climb profiles. This procedure usually requires a continuous change in 

airspeed as gross weight decreases. Long Range Cruise speed for the KC-10 is 

a constant Mach number when used with a Step Cruise profile. Figure 4-3 

illustrates a Maximum Range versus Long Range Cruise. 

MAXIMUM ENDURANCE SPEED

Maximum Endurance Speed provides the greatest flying time for amount of fuel 

burned. It is based on the speed at which the fuel consumption rate is at its 

minimum. 
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4.2 ENVIRONMENTAL AND AIRCRAFT FACTORS 

TEMPERATURE 

Temperature deviations from Standard Day have negligible effects on range 

performance, but do affect maximum engine thrust limits. Any corrections for 

Non-Standard Day temperatures are provided in the chart notes. 

CENTER OF GRAVITY

The CG location has a minimal effect on range performance for small changes in 

CG. However, the effect can be large for loadings near the forward limit. All 

charted cruise performance data is calculated using a CG of 24% MAC. The 

specific range changes by 0.2% for every 1% of MAC movement, with aft 

movement of the CG location resulting in improved specific range. 

BLEED AIR

All cruise performance is computed on the basis of normal bleed conditions. This 

includes bleed air for A/C packs operating, lavatory and galley ventilation bleeds, 

and shaft-power extraction for hydraulic and electrical requirements. 
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Figure 4-4. Specific Range. 
KC-10 Aircrew Training System 

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W836-04 4-6 01 JUL 13

4.3 CRUISE PERFORMANCE COMPUTATIONS

SPECIFIC RANGE

Specific Range Charts (Fig. 4-4) are the basis for cruise computations. One 

chart, for a specific altitude, will provide most of the basic information required for 

cruise at that altitude. 

In the Cruise section of the performance manual are Specific Range Charts for 

three and two engine operation in the clean configuration and three engine 

operation with slats extended. Since the mechanics and content of these charts 

are the same, only the three-engine clean configuration chart will be discussed. 

Now look at what is on a Specific Range Chart (Fig. 4-4). 

INDICATED AIRSPEED/TRUE MACH NUMBER is presented across the bottom 

of the chart. Specific Range Charts are normally read by entering with a known 

Mach/IAS. 

GROSS WEIGHT lines are in 20,000 lbs. increments from 240,000 lbs. to 

600,000 lbs. These encompass the KC-10 weights from average zero fuel 

weights of approximately 250,000 lbs. to a max takeoff weight of 590,000 lbs. 

Note that the 240,000 and 260,000 lbs. lines both have an upward break; 

240,000 around 0.657 mach and 260,000 around 0.597 mach. A further 

examination reveals the 80% N1 RPM line doing the same thing. Since 

compressor discharge bleed is more penalizing than 8th stage bleed, the losses 

increase when the bleed switches from 8th stage to the compressor discharge 

port (14th stage). This effect is noticeable on several specific range lines as a 

break where the specific range is reduced. 

NAUTICAL MILES PER 1000 POUNDS OF FUEL (NMPP), listed on the left of 

the chart, it is the distance we can travel on 1000 lbs. of fuel. NMPP will be used 

to predict a fuel flow when accomplishing fuel planning. 

1.2g BUFFET BOUNDARY, MAX ENDURANCE, 99% MAX NM/LB., and VMO

lines allow for computing the selected speed and NMPP for the charted altitude 

and present or planned gross weight. 

%N1 lines (that cross over the gross weight) 1.2g, Max endurance, and 99% Max 

lines are used to determine the N1 setting required to maintain the selected 

indicated airspeed or mach number. 

MAX CRUISE THRUST TEMPERATURE DEVIATION lines in the lower right 

hand corner indicate the point where the MCR thrust limit is reached. 
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Figure 4-5. Specific Range. 

91.75% 

.81 

28 

27.6 
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EXAMPLE: (Fig. 4-5) 

Use the following values to compute the NMPP and N1 RPM. 

GROSS WEIGHT = 400,000 lbs. 

INDICATED AIRSPEED/TRUE MACH = 0.775 Mach 

TEMPERATURE = Standard day 

Entering the bottom of the chart at 0.775 Mach, and reading vertically to the 

gross weight of 400,000 lbs., the computed NMPP is 28. With a little 

interpolation, we can compute an N1 of approximately 91.75%. 

For every 1000 lbs. of fuel used, the aircraft will travel 28 nautical miles with the 

engines operated at 91.75% N1. This information can be used in mission 

planning to predict a fuel flow. A formula to accomplish this is: 

True Airspeed (TAS) = Fuel Flow 

 NMPP 

0.775 Mach = approximately 454 KTAS for this altitude 

 (Refer to T.O. 1C-10(K)A-1-1). 

454 = 16.214 x 1000 yields a fuel flow of 

 28 16,214 lbs./hr. 

NOTE: 5% conservatism built into the chart means an actual fuel flow of 15,403 

lbs./hr. (16,214 x 95% = 15,403). 

Again using 400,000 lbs., when the weight line is followed, it can be seen that the 

99% long range cruise point gives a NMPP value of approximately 27.6 and a 

Mach of 0.810 (300 KIAS). 

The three other speed lines that intersect the gross weight line are Max 

Endurance, 1.2g buffet boundary, and VMO. These speeds and NMPP can be 

computed in the same way. 

As mentioned earlier, temperature deviations from standard day have negligible 

affects on range performance, but do affect maximum engine thrust limits. The 

5, 10, 15, and 20 degree temperature deviation lines in the lower right hand 

corner indicate thrust limits. Reading straight down, at any intersection of a 

gross weight with one of these lines, reveals the maximum Mach/Airspeed for 

MCR thrust at that altitude and gross weight. 
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Figure 4-6. Specific Range.

40

35

30

25

20

15

.30 .40 .50 .60 .70 .80 .90

INDICATED AIRSPEED (KNOTS)

TRUE MACH NUMBER

MAX CRUISE THRUST

NAUTICAL MILES PER 1000 POUNDS OF FUEL

99% MAX

NM/LB

MAX

ENDURANCE

TEMP. DEV AI TION ( C) 0

15

20

10

1.2G BUFFET

BOUNDARY

120 140 160 180 200 220 240 260 280 300 320

240

280

320

360

400

440

480

520

560

600

GROSS WEIGHT

(1000 LB)

5 THRU -20

%N1

80

85

90

95

100

V MO

?

1.2 BUFFET

BOUNDARY

MAX

ENDURANCE

99% MAX

NM/LB

V

M

O

GROSS WEIGHT

CURVE
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Now take a closer look at the speeds on the specific range chart (Fig. 4-6). 

The 1.2g Buffet Boundary Line indicates the slowest acceptable speed for level 

flight and is a basis for the minimum air refueling speed. As can be seen in 

Figure 4-6, this speed is on the back side of the "power curve." The increased 

drag, due to the increased angle of attack, requires more power to maintain this 

speed, thus a lower NMPP value. Another explanation of 1.2g speed is it's 

correlation with angle of bank. The Cruise Buffet - Onset Boundary chart in 

section 1, shows 1.2g allowing for a 33 degree angle of bank. If the aircraft 

weighs 500,000 lbs. and is put into a 33 degree angle of bank our effective 

weight now becomes 600,000 lbs. (500,000 x 1.2). 

Max Endurance speed, as defined earlier, provides the greatest flying time for 

the amount of fuel burned. It's based on fuel consumption being at a minimum. It 

is the combination of minimum airspeed and minimum power requirement, thus 

allowing for greater time on station or for holding over a destination. As seen in 

Figure 4-6, it is between 99% Max NM/lbs. and the 1.2g Buffet Boundary speeds. 

99% Max NM/LB speed also known as Long Range Cruise (LRC) is a 

compromise in gain of airspeed and resultant loss in NMPP from the Maximum 

range airspeed (peak of gross weight curves). When fuel planning for airlift 

missions, LRC and optimum altitude should be used. This can also be used to 

and from the orbit area on refueling missions. 

VMO is the "never to exceed speed" and may not be deliberately exceeded. As 

you can see, this is the point where all the gross weight lines merge (0.88 Mach). 

While gross weight does not affect this speed like the other speeds, it is affected 

by altitude. 
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Figure 4-7. Effect of Flying Off-Speed on Range.

94.8 
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Why should Long Range Cruise procedures, 99% maximum range, be used as 

much as possible? An examination of some related charts should help show the 

reason why. 

EFFECT OF FLYING OFF-SPEED ON RANGE

This chart (Fig. 4-7) allows for computing the reduction in range from flying other 

than the computed 99% MAX NM/LB speed. As mentioned in the chart notes, 

this chart is based on cruise at the optimum altitude. 

Enter the bottom of the chart with the mach deviation from 99% maximum range 

mach number and find the percent of range. This is the percentage of 99% 

maximum range required to compute the effect of flying off speed. 

EXAMPLE: (Fig. 4-7) 

Use the following values to compute the reduction in range. 

ACTUAL CRUISE SPEED = 0.84 Mach 

LONG RANGE CRUISE SPEED = 0.82 Mach 

By entering the bottom of the chart at 0.02 Mach faster, (to the right of the 0 line), 

and reading vertically to the deviation curve, the percent of 99% maximum range 

is 94.8%. This equates to a range reduction of 5.2% (100% - 94.8%) for flying 

only 0.02 Mach faster. 

Using the same example, by flying at 0.84 Mach an additional 3,900 lbs. of fuel 

(75,000 x 5.2%) is used, if planned enroute fuel requirement is 75,000 lbs. at a 

long range cruise speed of 0.82 Mach, 
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Figure 4-8. Effect of Wind and Altitude on Range.

94.5 

108.5
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W836-04 4-14 01 JUL 13

What about altitude? The best range is realized at Optimum altitude. Flying 

within ± 2,000' of optimum will provide a range performance that averages 0.5% 

less than optimum altitude. Flying outside this band causes range performance 

to decrease rapidly. 

EFFECT OF WIND AND ALTITUDE ON RANGE

This is a compound chart (Fig. 4-8) correcting for both wind and altitude. This 

chart can also be used to determine the wind advantage required to offset flight 

at non-optimum altitudes. As mentioned in the chart notes, this chart is based on 

cruise at long range speed. Look at the effects of flying off altitude first. 

 EXAMPLE: (Fig. 4-8) 

 Use the following values to compute the reduction in range. 

 PRESENT ALTITUDE = 31,000' 

 OPTIMUM ALTITUDE = 37,000' 

By entering the bottom of the chart at -6 (6000' below optimum) and reading 

vertically to the 0 wind line, the percent of 99% maximum range is 94.5%. This 

equates to a 5.5% reduction in range for flying 6000' below optimum. 

To see the effect of wind alone, optimum altitude will be used. 

Enter the bottom of the chart at the 0 altitude deviation. Reading vertically to the 

40 knot advantage (tailwind), the percent of 99% maximum range is 108.5%. 

This equates to an additional 8.5% range capability. A 40 knot disadvantage 

(headwind) results in an 8.5% reduction in range. 
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W836-04 4-15 01 JUL 13

Figure 4-9. Effect of Wind and Altitude on Range.
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To determine the wind advantage required to offset flight at non-optimum 

altitudes, enter the chart at the bottom with the altitude deviation. Read vertically 

to the 100% line and interpolate for the required wind advantage required. 

 EXAMPLE: (Fig. 4-9) 

Compute the wind advantage (tailwind) required to offset flying at a nonoptimum altitude. 

 PRESENT ALTITUDE = 31,000' 

 OPTIMUM ALTITUDE = 37,000' 

Enter the bottom of the chart at -6 (6000' below optimum). Read vertically to the 

100% line. The required tailwind required to offset flying 6000' below optimum 

altitude is 27 knots. 
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W836-04 4-17 01 JUL 13

Figure 4-10. Effect of Drag Index on Range. 

1.00

0.95

0.90

0.85

0.80

0.75

0.70

0.65

0 20 40 60 80 100

EFFECT OF DRAG INDEX ON RANGE

16.5

0.943
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So far a number of factors that effect range have been illustrated. Are there 

more? Of course; here are two more. 

EFFECT OF DRAG INDEX ON RANGE

This chart (Fig. 4-10) is used to apply drag index corrections to cruise data. Note 

that this is a combined three and two engine chart. 

 EXAMPLE: (Fig. 4-10) 

 Use the following values to compute the reduction in range. 

 NUMBER OF OPERATING ENGINES = 3 

 DRAG INDEX = 16.5 (Air Refueling Boom deployed) 

Enter the chart at the bottom with a drag index of 16.5. Read vertically to three 

engines operating. The Range Correction Factor is 0.943. 

If the actual range capability is 1700 NM, with the boom deployed, the additional 

drag would reduce the range capability to 1603 NM (0.943 x 1700). 

The correction factor to the specific range (NMPP) could also be applied. 

If the charted NMPP were 24.0 NM/1000 lbs., then with the correction factor of 

0.943 (the actual NMPP) would be 22.6 NM/1000 lbs. of fuel. In this case, plan 

the flight using the lower NMPP value to compensate for the additional drag. 

CENTER OF GRAVITY

As stated earlier, the aircraft center of gravity (CG) affects range capability. The 

flight manual recommends a CG of at least 24% whenever possible. All cruise 

performance charts are based on 24% CG. Any movement of the CG changes 

the specific range (NMPP) by 0.2% for every 1% change in MAC. 

If the change in CG is aft, the range increases 0.2% for every 1% MAC CG 

change from 24%. Likewise, there is a 0.2% reduction for every 1% that MAC 

moves forward of 24%. 
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W836-04 4-19 01 JUL 13

Figure 4-11. Three Engine Integrated Range and Time Step Cruise.

7550 

2075 

15.7 

4.3 
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 THREE ENGINE INTEGRATED RANGE AND TIME STEP CRUISE

The Integrated Range and Time Charts (Fig. 4-11) are just that; range and time 

data on the same chart. They are based on a long range cruise speed using a 

step climb profile. These charts are used to determine cruise range and time for 

a given amount of fuel in a clean configuration at standard day conditions. 

Notice the two curves; one labeled Cruise Altitude and the other Time. The 

Cruise Altitude is used to determine the range based on a step climb profile with 

the aircraft being at the appropriate altitude. The breaks or hash marks separate 

the altitudes (i.e. to the left of the 500,000 lbs. shows 33,000', while the right 

shows 29,000'). This follows the Optimum step climb profile discussed earlier 

(Fig. 4-2). After intercepting the Cruise Altitude line read to the left for the range 

in nautical miles. The top line is the time line; it has breaks or hash marks that 

correspond to the cruise altitude. After intercepting this line, read to the right for 

the time in hours. 

As mentioned above, these charts are used to determine the cruise range and 

time for a given amount of fuel. This is accomplished by subtracting the end 

cruise gross weight range and time data from the start cruise gross weight data. 

EXAMPLE: (Fig. 4-11) 

Use the following values to compute the cruise range and time. 

START CRUISE GROSS WEIGHT = 500,000 lbs. 

END CRUISE GROSS WEIGHT = 310,000 lbs. 

Enter the bottom of the chart with 500,000 lbs. Read vertically to the Cruise 

Altitude and Time lines. The range is 2075 NM with a time of 4.3 Hr. Now enter 

the chart again at 310,000 lbs. Again, read vertically to the cruise altitude and 

time lines. The range is 7550 NM and 15.7 Hr. 

The computed range is 5475 NM (7550 - 2075 = 5475). The computed time is 

11.4 HR (15.7 - 4.3 = 11.4) for 190,000 lbs. of fuel (500,000 - 310,000). 

Remember, these charts are based on flying the step cruise profile at the long 

range cruise speed. Corrections for any wind, drag index, CG other than 24%, or 

flying off speed must be applied. 
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Figure 4-12. Three Engine Integrated Range and 

Time Step Cruise Example.

8300 

3800 

430 
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Any combination of two known values can be used on these charts to find the 

unknown information (i.e. the required end cruise gross weight and the required 

range are known). 

 EXAMPLE: (Fig. 4-12) 

Use the following values to compute the required cruise fuel. 

 END CRUISE GROSS WEIGHT = 290,000 lbs. 

REQUIRED RANGE = 4500 NM 

Enter the bottom of the chart with 290,000 lbs. Read vertically to the cruise 

altitude line. The range is 8300 NM. Now enter the chart on the left at 3800 NM 

(8300 - 4500 = 3800). Read horizontally to the range line then vertically down to 

the required start gross weight of 430,000 lbs. 

The computed required cruise fuel is 140,000 lbs. (430,000 - 290,000 = 140,000). 

The start gross weight and end gross weight may be used to compute the time 

as in the first example. 

Again any corrections for wind, drag index, CG other than 24%, or flying off long 

range cruise speed must be applied. 
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W836-04 4-23 01 JUL 13

Figure 4-13. Three Engine Integrated Range.

1.73 850 

6180 

13.09 
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THREE ENGINE INTEGRATED RANGE

The Integrated Range Chart (Fig. 4-13) allows for the determination of range 

capabilities when flying at a constant altitude. They are used in a fashion similar 

to the step climb charts. These charts are also based on standard day, clean 

configuration, and flying at long range cruise speed. 

EXAMPLE: (Fig. 4-13) 

Use the following values to compute the cruise range. 

START CRUISE GROSS WEIGHT = 500,000 lbs. 

END CRUISE GROSS WEIGHT = 310,000 lbs. 

CRUISE ALTITUDE = 33,000’ 

Enter the chart at the bottom with 500,000 lbs. Read vertically to the 33,000’ 

pressure altitude line. The range is 850 NM. Now enter the chart again at 

310,000 lbs. Read vertically to the 33,000’ pressure altitude line. The range is 

6180 NM. 

The computed cruise range is 5330 NM (6180 – 850 = 5330). 

THREE ENGINE INTEGRATED TIME

The Three Engine Integrated Time Chart is read in the same manner. 

EXAMPLE: (Fig. 4-13) 

Use the following values to compute the cruise time. 

START CRUISE GROSS WEIGHT = 500,000 lbs. 

END CRUISE GROSS WEIGHT = 310,000 lbs. 

CRUISE ALTITUDE = 33,000’ 

Enter the chart at the bottom with 500,000 lbs. Read vertically to the 33,000’ 

pressure altitude line. The time is 1.73 HR. Now enter the chart again at 

310,000 lbs., read vertically to the 33,000’ pressure altitude line. The time is 

13.09 HR. 

The computed cruise time is 11.36 HR (13.09 – 1.73 = 11.36). 

These charts can also use any two combinations of known values to find the 

unknown information as in the Integrated Range and Time Step Climb Charts. 

Also, don’t forget to make corrections for any wind, drag index, CG other than 

24% MAC or flying off long range cruise speed. 
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Figure 4-14. Three Engine Optimum Altitude Cruise Performance.

23.8 

32 

.824 
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THREE ENGINE OPTIMUM ALTITUDE CRUISE PERFORMANCE

The chart in Figure 4-14 shows the speed, altitude, and specific range for 

optimum cruise performance versus gross weight above 25,000'. Curves are 

provided for both 100% and 99% maximum NMPP for a clean configuration from 

standard day to standard day + 20°. 

EXAMPLE: (Fig. 4-14) 

Use the following values to compute the optimum Specific range (NMPP), 

altitude, and Mach number. 

GROSS WEIGHT = 480,000 lbs. 

TEMPERATURE = Standard Day 

CRUISE PROFILE = 99% 

Enter the bottom of the chart with 480,000 lbs. Read vertically to the 99% 

Specific Range curve. The computed specific range is 23.8 NM/1000 lbs. 

Continue reading vertically until intercepting the Optimum Altitude curve. The 

computed optimum altitude is 32,000'. Continue to read vertically until 

intercepting the 99% Mach number line. The computed mach number is 0.824 

Mach. 

This chart is a quick reference for optimum cruise performance. As with the 

other cruise charts, remember to apply corrections to the specific range for wind, 

drag index, CG other than 24%, or flying off speed.
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Figure 4-15. Cruise N1 and Fuel Flow per Engine - Mach 0.82. 
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CRUISE N1 and FUEL FLOW per ENGINE - MACH 0.82

Tabulated data (Fig. 4-15) is provided for cruise at 0.82 mach, clean 

configuration, and standard day conditions. Corrections are provided in the 

notes for higher than standard day temperatures. The shaded area represents 

the optimum range altitude for the selected gross weight. The heavy line 

represents the maximum cruise thrust limit for standard day to standard +15. 

This line also shows that the KC-10 is not thrust limited for step cruise operation. 

The N1 values presented on this table are Target N1 settings only. Small 

deviations from charted values may be required to obtain the correct speed. 
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Figure 4-16. Buffet Protection and Optimum Cruise Altitude.

NOTE:

BUFFET PROTECTION AND O PTIM UM CRUISE ALTITUDE

250 300 350 300 350 400 450 500 550 600

4 2

4 0

3 8

3 6

3 4

3 2

3 0

2 8

1. T HR EE EN GINE OPER ATION

2. C LEAN CON FIGUR AT ION

3. G OOD FOR ALL TEMPER AT UR ES

4. APPLICABLE F OR MAC H 0.82 TO M ACH 0.83

5 . C G = 24 % M A C, RE DU CE B UF FE T L IMITE D A L TIT UDE

BY 90 FT AN D OPTIM UM ALTITU DE BY 60 FT

FOR EAC H 1% MAC FORW AR D M OVEM ENT OF THE

CG LOCATION

GROSS W EIGH T (1000 LB)

3 33 3
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BUFFET PROTECTION AND OPTIMUM CRUISE ALTITUDE 

This chart (Fig. 4-16) presents the buffet margin available versus gross weight 

and altitude. Also shown is the three engine optimum cruise altitude. The data is 

valid for speeds between 0.82 and 0.83 Mach. The chart shows that the 

available load factor to buffet onset is 1.5g at the optimum altitude and 1.35g at 

an altitude 2000' above optimum (the greatest deviation from optimum for step 

cruise operation). The chart is based on 24% CG. Corrections are provided in 

the notes for CG movement forward of 24%. 

 EXAMPLE: (Fig. 4-16) 

Use the following values to compute the load factor/bank angle to buffet onset. 

 GROSS WEIGHT = 500,000 lbs. 

 ALTITUDE = 33,000' 

 CG LOCATION = 24% MAC 

Enter the chart at the bottom with 500,000 lbs. and on the left with 33,000. The 

point of intersection reveals a load factor of 1.4g and a bank angle of 44°. 

The buffet protection provided at this altitude and gross weight is 0.4g (1.4 - 1.0 = 

0.4), provided we do not exceed 44° of bank. 

This completes the instructional part of this segment. A few chart exercises 

follow. They are to be completed as a review and reinforcement of this segment. 

You will need a performance manual and a calculator may be helpful. As always, 

any questions should be directed to an instructor as soon as possible. 
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W836-04 4-31 01 JUL 13

4.4 SEGMENT EXERCISE

CRUISE 

For the following exercises, use the appropriate charts in Section Five of your 

Performance Manual. 

 Conditions: 

 Start Cruise Gross weight = 460,000 lbs. 

 End Cruise Gross Weight = 275,000 lbs. 

 Clean Configuration 

 Three Engines Operating 

 Standard Day 

 CG = 24% MAC 

 Find: 

 1. Optimum Altitude 

 2. Long Range Cruise Speed and Mach for Optimum Altitude 

 3. Long Range Cruise NMPP at Optimum Altitude 

 4. Max Endurance Speed at Optimum Altitude 

 5. 1.2g Speed at Optimum Altitude 

 6. N1 RPM at Optimum Altitude and Long Range Cruise 

 7. Cruise Range and Time for Step Cruise Profile 

 

 8. Max Endurance Fuel Flow 

 9. Range Correction Factor (Drag Index) for two main landing 

 gear strut doors missing 

 10. Effect of flying 4000' below optimum altitude (no wind) 

 11. Effect of 50 knot headwind at Optimum Altitude 

 12. Effect of flying .03 mach slower than Long Range Cruise 

 speed 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-04 4-32 01 JUL 13

4.5 SEGMENT EXERCISE ANSWER KEY 

CRUISE

 1. 33,000' 

 2. 294 KIAS/ 0.823 Mach 

 3. 25.0 NMPP 

 4. 269 KIAS 

 5. 245 KIAS 

 6. 96.6% 

 7. 5850 NM, 12.3 HR 

 8. 18300 lbs./hr. (0 bank) 

 9. 0.942 (8.3 x 2 = 16.6 Drag Index) 

 10. 96.8% 

 11. 89.5% 

 12. 100.3% 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-1 01 JUL 13

5.0 HOLDING PERFORMANCE

This segment defines the terminology associated with KC-10 Holding 

Performance, and the Environmental/Aircraft Factors affecting holding. At the 

end of this segment, you will be required to make several computations, so keep 

your performance manual and calculator handy. 

5.1 HOLDING PERFORMANCE TERMINOLOGY

Holding tables are provided for three, two, and even single engine operation in a 

clean configuration. There is also a table for three engine holding with slats 

extended at low altitudes. All holding data is based on actual flight test results; 

however, the fuel consumption values have been increased 5%, relative to 

engine specification levels. 

The FAA defines holding as "a predetermined maneuver which keeps the aircraft 

within a specified airspace while awaiting further clearance from air traffic 

control." Holding should not be confused with the orbiting used by the KC-10 

while awaiting a receiver aircraft. 

The Holding speeds have been chosen to minimize fuel consumption while 

maintaining controllability and a sufficient speed margin above buffet or stall 

during banked flight up to 30°. 

A minimum fuel flow speed that is always above the 1.2g buffet onset speed is 

the definition of Holding Speed. The minimum fuel flow speed may be less than 

1.5 VS (1.4 VS, slats extended). If the use of autothrottles is desired, holding at a 

higher airspeed may be necessary since the autothrottles will not allow the 

aircraft to slow below 1.5 VS in a clean or slats extended configuration. 

Bank angle imposes a load factor on the aircraft that requires an increase in 

thrust to maintain altitude. Charted speed, target N1, and fuel flow increase with 

the bank angle due to the increase in load factor. 

The tables are based on Standard Day Temperature. Located in the chart notes 

are corrections for N1 RPM and fuel flow when temperatures are above standard 

day. 

A Drag Index greater than zero results in an increase in fuel flow. A chart is 

provided to correct charted fuel flow values for a Drag Index (DI). 

All holding data is computed using normal Engine Bleed. A correction must be 

made if an engine anti-ice valve is inoperative in the open position. Consult your 

performance manual for the appropriate corrections. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-2 01 JUL 13

5.2 EFFECT OF HOLDING ON ENDURANCE

The charted holding speeds provide a sufficient speed margin above the buffet or 

stall at the published bank angles. In fact, as we saw in the definition of holding 

speed, it is always above the 1.2g Buffet Onset speed. But what is a minimum 

fuel flow speed? Wasn't max endurance speed for minimum fuel consumption? 

In essence they are one and the same. See if the charts prove this point: 

Conditions: 

GROSS WEIGHT = 400,000 lbs. 

TEMPERATURE = Standard Day 

ALTITUDE = 10,000' 

CG = 24% MAC 

CLEAN CONFIGURATION 

 Vstall Holding Max Endurance 1.5 VS

 

0° bank 155 226 225 233 

30° bank 167 245 246 251 

 (Refer to T.O. 1C-10(K)A-1-1, Figures 5-9, 12-26, and 12-27 ). 

The major difference in speeds is due to the change in effective weight; 400,000 

lbs. straight and level, 462,000 lbs. at 30° of bank. The 1.2g speed is the same 

for both (202 KIAS) because the 1.2g speed allows up to 33° of bank. When 

comparing the holding speeds to the 1.5 VS of 233 KIAS (1.5 x 155 = 233), the 

straight and level speed of 226 KIAS is less, proving that the minimum fuel flow 

speed, and also max endurance, can be less than 1.5 VS. 

But what about 1.2g buffet Boundary speed? If protected to 33° of bank, 

wouldn't the slower speed be better for fuel consumption? Quite frankly, no. As 

was mentioned in the cruise lesson, 1.2g speed is on the "back side of the power 

curve." The additional drag from the required angle of attack requires more 

thrust, resulting in more fuel burned. 

If endurance is not a factor and the use of autothrottles is desired, holding may 

be accomplished at a speed higher than the recommended holding speed. 

If endurance is to be maximized, it may be necessary to turn the autothrottles off. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-3 01 JUL 13

Figure 5-1. Holding.

Turns during holding effectively decrease endurance. To minimize this effect, 

airspeed may be varied according to the bank angle being used. To accomplish 

this fly the charted holding speed for 0° bank during the straight and level portion, 

then accelerate up to the charted holding speed for the bank angle to be used in 

the turn (Fig. 5-1). 

Endurance can be further enhanced by extending the holding pattern, changing 

altitudes, or minimizing the bank angle. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-4 01 JUL 13

Figure 5-2. Three Engine Holding. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-5 01 JUL 13

5.3 THREE ENGINE HOLDING

Figure 5-2 is for three engine holding in a clean configuration. This table 

provides holding speeds, fuel flows, and N1 RPMs for various weights at bank 

angles from 0° to 30°. 

At the top of the table are the Gross weights at indicated bank angles. A look at 

this reveals that the effective weight computations have already been 

accomplished. Note that a 450,000 lb. aircraft in a 30° bank is effectively the 

same as a 520,000 lb. aircraft in straight and level flight. Along the left side of 

the table is the pressure altitude, listed in thousands of feet. 

EXAMPLE: (Fig. 5-2) 

Use the following values to compute the holding airspeed, N1, and fuel 

flow. 

GROSS WEIGHT = 398,000 lbs. 

TEMPERATURE = Standard Day 

ANGLE OF BANK = 30°

ALTITUDE = 10,000' 

By entering the top of the table with 398,000 lbs., and reading down to the 

10,000' line, it can be seen that the holding airspeed is 244 KIAS, N1 is 76.8%, 

and fuel flow is 17,360 lbs./hr. 

VMM for the same weight is 240 KIAS, so if desired, autothrottles could be used to 

hold at the higher airspeed. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-6 01 JUL 13

Figure 5-3. Three Engine Holding #2.
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-7 01 JUL 13

But what about endurance? 

As mentioned earlier, if endurance is a factor, the aircraft can slow down in 

straight and level flight and accelerate for the turns. To accomplish this simply 

make another entry into the chart for the gross weight in straight and level flight. 

From the previous example, we determine the airspeed, N1, and fuel flow at 30°

of bank. This is the speed, N1, and fuel flow required to make the turns in 

holding at 30° of bank. 

Reentry into the chart reveals that during straight and level flight (400,000 lbs., 0 

Bank) we can slow to 226 KIAS with an N1 of 72.7% and a fuel flow of 15090 

lbs./hr. (Fig. 5-3). 

Average the two to compute the fuel actually burned in one hour. 

17,360 lbs./hr. 

 + 15,090 lbs./hr. 

32,450 lbs./hr. 

32,450 lbs./hr. = 16,225 Average lbs./hr. 

2 

In 1 hour of holding 16,225 lbs. of fuel is used. While in the first example at an 

airspeed of 244 KIAS 17,360 lbs. is used; a difference of 1,135 lbs. 

This can be further improved by extending the straight and level legs of the 

holding pattern or by selecting a higher altitude. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-8 01 JUL 13

Figure 5-4. Effect of Draft Index on Holding.
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-9 01 JUL 13

EFFECT OF DRAG INDEX ON HOLDING

Any increase in drag also increases the fuel flow at the recommended holding 

speed. To compensate for a drag index we use a Fuel Flow Correction Factor 

(Fig. 5-4). 

EXAMPLE: (Fig. 5-4) 

Use the following values to compute the holding fuel flow. 

DRAG INDEX = 80 

UNCORRECTED FUEL FLOW = 17,360 lbs./hr. 

Enter the bottom of the chart with a drag index of 80. Read vertically to the 

correction line. The fuel flow correction factor is 1.20. To determine the 

corrected fuel flow, multiply the correction factor by the uncorrected fuel flow. In 

this case the corrected fuel flow is 20,832 lbs./hr. (1.2 x 17,360 = 20,832). 

Computing holding data is relatively easy, but there are additional holding 

requirements not addressed. When holding is required in lieu of an alternate at a 

remote destination carry an additional one hour and 15 minutes of holding fuel. 

Compute additional holding fuel using the three-engine holding chart from T.O. 

1C-10(K)A-1-1, section 6, 25 degree bank angle, planned destination gross 

weight, and FL 200. A remote or island destination is defined any aerodrome 

which, due to its unique geographic location, offers no suitable alternate (civil or 

military) within 2 hours flying time. This will be also be covered later in the 

mission planning lesson. 

This completes the instructional part of this segment. A few chart exercises 

follow. They are to be completed as a review and reinforcement of the segment. 

You will need a performance manual and a calculator may be helpful. As always, 

any questions should be directed to an instructor as soon as possible. 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-10 01 JUL 13

5.4 SEGMENT EXERCISE

HOLDING

Using the following values, compute holding data for the listed conditions: 

 GROSS WEIGHT = 362,000 lbs. 

 ALTITUDE = 10,000' 

 BANK ANGLE = 25°

Find three engine holding speed in a clean configuration: 

1. Airspeed __________________ 

2. N1 RPM __________________ 

3. Fuel Flow __________________ 

Find three engine holding speed with slats extended: 

 4. Airspeed __________________ 

5. N1 RPM __________________ 

6. Fuel Flow __________________ 

Find Two Engine holding speed: 

7. Airspeed ___________________ 

8. N1 RPM ___________________ 

9. Fuel Flow ___________________ 

Find One Engine holding speed: 

10. Airspeed ___________________ 

11. N1 RPM ___________________ 

 12. Fuel Flow ___________________ 

Given a drag index of 50, compute a Fuel Flow Factor: 

13. Fuel Flow Factor ___________________ 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-11 01 JUL 13

5.5 SEGMENT EXERCISE ANSWER KEY 

HOLDING

For Academic Aircraft Performance Computation Tolerances, see AFI 11-2KC-10V2. 

 1. 226 KIAS 

 2. 72.7% 

 3. 15,090 lbs./hr. 

 4. 195 KIAS 

 5. 76.7% 

 6. 17,100 lbs./hr. 

 7. 227 KIAS 

 8. 83.0% 

 9. 14,560 lbs./hr. 

 10. 229 KIAS 

 11. 105.4% 

 12. 14,970 lbs./hr. 

 13. 1.125 
KC-10 Aircrew Training System 

Climb, Cruise, and Holding Data 

CH 5 

W836-05 5-12 01 JUL 13

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