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## W838KC-10 Aircrew Training System Takeoff, Approach, and Landing Data

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### LIST OF EFFECTIVE PAGESKC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-TOC i 01 MAR 06 TABLE OF CONTENTS

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

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

3.0 DESCENT PERFORMANCE ............................................................................. 3-1

4.0 APPROACH A ND LANDING PERF ORMANCE ................................................ 4-1KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-TOC ii 01 MAR 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-01 1-1 01 MAR 06 1.0 INTRODUCTION

This workbook covers the Descent, A pproach, and Landing computations you will be required to perform as a KC-10 crewmember. It introduces terminology, conditions, and procedures required to compute KC -10 Descent, Approach, and Landing data.

1.1 INSTRUCTIONS

The information presented in this workbook is designed to enhance the information presented in the performance manual.

Upon completion of this workbook, the in structor will check your performance and return it to you. Use the instructions in this workbook to accomplish the required performance data prior to the Simulator Phase of Training.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-01 1-2 01 MAR 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Descent, Approach, and Landing Data

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WB-838-02 2-1 01 MAR 06 2.0 OBJECTIVES

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

1) Identify the conditions that effect Descent, Approach, and Landing Computations.

2) Compute Descent, Approach, and Landing Performance Data.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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WB-838-02 2-2 01 MAR 06 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-1 01 APR 10 3.0 DESCENT PERFORMANCE

The descent is a integral part of eac h mission and should be planned accordingly. Descents are made for a variety of reasons such as descending to take advantage of
the winds at a lower altitude, descendi ng for a rendezvous, or for an approach and landing.

This lesson covers KC-10 Descent perform ance. The data pres ented in the Descent section of the performance m anual allows for planning a descent from any altitude up to 42,000'. All data is based on actual fli ght tests and the fuel consumption values have been increased by 5% relative to engine specifications.

3.1 DESCENT TERMINOLOGY

Before delving into the depths of computing t he descent data, a review of the types of

descents and the environmental/aircraft factor s that affect descent is in order.

LONG RANGE DESCENT

MACH 0.82

39,766'

250 KIAS

The long range descent is accomplished in a cl ean configuration with idle thrust on all engines. The speed schedule is Mach 0.82 unt il reaching 250 KIAS (39,766' pressure altitude) and maintaining 250 KIAS at all lo wer altitudes. The approximate descent profile is 2.75° (275' per NM).

ENROUTE DESCENT

MACH 0.82

28,857'

320 KIAS

10,000'

250 KIAS

The enroute descent is accomplished in a clean configuration with idle thrust on all engines. The speed schedule is Mach 0.82 unt il reaching 320 KIAS (28,857' pressure altitude). Maintain 320 KIAS down to 10,000' then 250 KIAS below 10,000'. The approximate descent profile is 3° (300' per NM).KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-2 01 APR 10 PENETRATION DESCENT

MACH 0.82

39,766'

250 KIAS

20,000'

250 KIAS

Above 20,000' pressure altitude, the configuration and speed schedule for the penetration descent is the same as for t he long range descent. Below 20,000' drag devises are used as required to meet al titude restrictions on the penetration.

EMERGENCY DESCENT

MACH 0.85

26,468'

350 KIAS

The emergency descent speed schedule is 0. 85 Mach to 350 KIAS (26,468' pressure altitude). Maintain 350 KIAS at all lower altitudes. Emergency descent data is not presented in the performance manual si nce the data is not needed for planning

purposes.

3.2 ENVIRONMENTAL AND AIRCRAFT FACTORS

Now that the four types of descent have been addr essed, look at the factors that affect

descent.

TEMPERATURE. The effects of temperature va riations from standard day are negligible on descent. The data presented is based on standard day temperature but, due to its negligible effects, temper ature corrections are not required.

THRUST. The recommended engine thrust setting is idle on all three engines. The KC-10 engines produce ample bleed air for a ll anti-ice systems and pressurization at flight idle.

AIRPLANE DRAG. Descents are normally made in a clean configuration. Drag devices are not normally required or us ed during enroute or l ong range descents. However; delays in obtaining descent clearanc e may dictate their use. Speed brakes, slats, and/or landing gear may be used to incr ease the descent profile. Remember, of course, to adhere to all placard speeds. In preplanning the use of thrust and drag devices to achieve desired profiles at a c onstant speed, the fo llowing guidelines can

be used:KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-3 01 APR 10 Idle Thrust - 300 feet per NM

Speed Brakes - 150 feet per NM

Landing Gear - 150 feet per NM

Slats - 150 feet per NM

When operating with a drag index, the fuel, distance, and time is decreased by 3% per 10 units of drag index.

WIND. The distance to descend is affected by wind velocity due to the change in groundspeed. Tailwinds increase grounds peed, while headwinds decrease groundspeed. To compensate for winds, incr ease the distance to descend 3% per 10 knots of tailwind, and decrease the distance 3% per 10 knot s of headwind. Fuel and time are not affected by the wind, so corrections are not required.

GROSS WEIGHT. Gross weight effects on fuel, distance, and time to descend are negligible.

AIRSPEED. The structural placard speeds must not be exceeded at any time. The placard speeds can be found in the limitat ion section of the flight manual.

RATE OF DESCENT. The rate of descent can be determined mathematically by dividing the change in pressure altitude (PA) by the time in descent.

Rate of Descent = beginning PA - ending PA

time in descent

The average rate of descent is listed in the chart notes for each type of descent.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-4 01 APR 10 Figure 3-1. Enroute Descent.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-03 3-5 01 APR 10 3.3 COMPUTE DESCENT

The performance manual contains three descent charts, one for each type of descent. Fuel, distance, and time for the type of descent can be extracted from each chart. Since the mechanics of using the descent charts are the same, only the enroute
descent chart will be covered.

Look at an example.

EXAMPLE: (Fig. 3-1)

Use the following information to compute t he fuel, distance, and time required to

descend.

BEGINNING ALTITUDE = 27,000’
ENDING ALTITUDE = 15,000 TYPE OF DESCENT = Enroute (Clean Configuration)
WINDS = 50 knot Tailwind

To compute fuel, distance, and time enter the bottom of the chart with the beginning altitude of 27,000'. Read vertically to each correction curve and record the values (in this example 17.5 minutes, 98 nm and 1600 lbs. of fuel). Reenter the chart with the ending altitude of 15,000' and record those val ues (12.2 minutes, 61 nm and 1275 lbs. of fuel).

To compute fuel, distance, and time, subtra ct the ending values from the beginning

values.

17.5 minutes 98 nm 1600 lbs.
-12.2 minutes -61 nm -1275 lbs.
5.3 minutes 37 nm 325 lbs.

The time to descend 12,000' is 5.3 minutes and the fuel burn is 325 lbs. The distance
of 37 nm would be the No Wind distance. In order to compute the actual distance, a
tailwind correction must be made. The chart not es tell you to increa se the distance by 3% per 10 knots of tailwind. In this case, add 15% (3% x 5) on to the descent

distance.

37 nm 37.00 nm

x.15 + 5.55 nm

5.55 nm 42.55 nm

Therefore, the distance to descend 12, 000' with a 50 knot tailwind is 42.55 nm.

Before moving on, note the shift in the correct ion curves at 10,000' (Fig. 3-1). This is where you slow from 320 KIAS to 250 KIAS. The shift in the correction curves at 20,000' on the Penetration Descent chart is where the gear and speedbrakes are deployed.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-6 01 APR 10 PRESSURE

ALTITUDE (FT) LONG RANGE

DESCENT ENROUTE

DESCENT PENETRATION

DESCENT

FUEL(LB) DISTANCE (NM) TIME (MIN) FUEL(LB) DISTANCE (NM) TIME (MIN) FUEL(LB) DISTANCE (NM) TIME (MIN)

41,000 2000

145

27 1800

135

22 1000

100

17

37,000 1900

133

25 1800

125

21 1000

85

15

33,000 1900

120

23 1700

114

20 900

70

13

29,000 1800

105

21 1600

103

18 800

57

11

25,000 1700

91

18 1600

92

17 700

43

8

20,000 1500

74

16 1400

76

15 500

25

6

15,000 1300

56

12 1300

61

12 400

20

4

10,000 1000

38

9 1000

38

9 300

13

3

5,000 600

20

5 600

20

5 200

6

2

0 0

0

0 0

0

0 0

0

0
Figure 3-2. Descent Tables.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-7 01 APR 10 The performance manual also provides you with a descent table (Fig. 3-2). This table

contains descent information for select ed altitudes for each type of descent.

Look at an example.

EXAMPLE: (Fig. 3-2)

Use the following information to compute the descent fuel, distance, and time.

BEGINNING ALTITUDE = 37,000’

ENDING ALTITUDE = Sea Level

TYPE OF DESCENT = Long Range

WINDS = 0

Enter the table at 37,000', read right to t he Long Range Descent column, fuel, distance, and time to descend from 37,000' to Sea Level is 1900 lbs., 133 NM and 25 minutes respectively. This is based on no wind and 0 drag index. Correct accordingly for headwind/tailwind or a drag index.

If wanting to end the descent at 10,000', simply reenter the table at 10,000' and subtract the ending values from the beginning values, as done in the previous example.

This completes the instructional portion of th is segment. Problems are provided to enhance

and reinforce the material.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-8 01 APR 10 3.4 SEGMENT EXERCISE

1. Using the following information, compute the fuel, distance, and time for the listed types of descents.

BEGINNING ALTITUDE = 31,000’

ENDING ALTITUDE = Sea Level

WINDS = 0

LONG RANGE DESCENT

Fuel

Distance

Time

ENROUTE DESCENT

Fuel

Distance

Time

PENETRATION DESCENT

Fuel

Distance

Time

2. Using the following information, com pute the fuel, distanc e, and time for a penetration descent.

BEGINNING ALTITUDE = 37,000’

ENDING ALTITUDE = Sea Level

WINDS = 50 knot Headwind
DRAG INDEX = 20

Fuel

Distance

TimeKC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-03 3-9 01 APR 10 3.5 SEGMENT EXERCISE ANSWER KEY

1. LONG RANGE DESCENT

Fuel 1825 lbs.

Distance 112 nm

Time 21.7 min

ENROUTE DESCENT

Fuel 1700 lbs.

Distance 110 nm

Time 18.8 min

PENETRATION DESCENT

Fuel 840 lbs.

Distance 64 nm

Time 11.7 min

2. PENETRATION DESCENT

Fuel 898 lbs.

Distance 68 nm

Time 14.1 minKC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-03 3-10 01 APR 10 THIS PAGE INTENTIONALLY LEFT BLANKKC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-1 01 APR 10 4.0 APPROACH AND LANDING PERFORMANCE

A normal approach and landing for the KC- 10 is with the slats extended to the landing position a nd the flaps at 35 ° (35/EXT). The data pr ovided in Section 9 of

the Performance Manual is used to co mpute landing perfo rmance for a wide variety of landing configurations. This dat a is based on actual flight test results adjusted to the most forw ard center of gravity.

The only FAA required land ing approach speed is the speed at the 50' threshold crossing height, V TH speed. Normally, this speed may never be less than 30% above the stalling speed for t he existing configuration.

Other speeds used during approa ch and landing provide sa fe margin above stall speed up to a specific bank angle for gros s weight and flap/slat configuration.

For example:

Stall speed increases approximately 20% in a 45 ° bank. A 1.5 V S speed would provide a 1.3 stall margin in a 45 ° bank.

Maneuvering flap configurat ions, published as 1.4 V S speeds, provide the same 1.3 stall speed protection in a 30 ° bank.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-2 01 APR 10 4.1 TERMINOLOGY

While there are many terms associated with approach and landing (i.e. flare distance, Go-Around, etc.), only the terms specific to the KC-10 will be

addressed.

The approach and landing spee ds are the primary factor s affecting the flare and landing ground roll distances. The appr oach and landing speeds are a function of outside air temperature, pressure altitude, gross weight, and flap/slat configuration.

The landing speed table in the Performance Manual and the Pilot's and Flight Engineer's Normal Procedures Ch ecklist provides speeds for other configurations and emergencies. Take a look at some of the commonly used speeds.

0/RET Minimum Maneuver Speed (0/RET V MM ). This is a 1.5V S (150% of stall) speed with the flaps at 0 ° slats retracted (clean configuration). This is the same speed used in the air re fueling lesson for overrun speed as a receiver. It is the minimum safe marg in above stall for the gross weight and 0/RET flap/slat configuration.

0/EXT Minimum Maneuver Speed (0/EXT V MM ). This is also a 1.5V S speed with the flaps at 0 ° but the slats extended. It is the minimum safe margin above stall for the gross wei ght and 0/EXT flap/slat configuration.

22/EXT Minimum Maneuver Speed (22/EXT V MM ). This is a 1.4V S speed with the flaps at 22 ° and the slats extended. It is the minimum safe margin above stall for the gross weight an d 22/EXT flap/slat configuration.

35/EXT Threshold Speed (35/EXT V TH ). This is a 1.3V S speed with the flaps at 35 ° and the slats extended. This is the minimum speed at a wheel height of 50' above the runway. It is the minimum safe margin above stall for the gross weight and 35/EXT flap/slat configuration. When landing at airfields above 2000' MSL, the 35/EXT V TH must be computed from charts provided in Section 9 of the Performance Manual.

50/EXT Threshold Speed (50/EXT V TH ). This is a 1.3V S speed with the flaps at 50 ° and the slats extended. This is the minimum speed at a wheel height of 50' above the runway for 50/EXT. It is the minimum safe margin above stall for the gross weight and 50/ EXT flap/slat config uration. When landing at airfields above 2000' MSL, the 35/EXT V TH must be computed from charts provided in Secti on 9 of the Performance Manual.

Final Approach Speed. This is threshold speed plus wind additives. The final approach speed is maintained until initiation of the flare.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-3 01 APR 10 Touchdown Speed (V TD ). This speed is based on fli ght test derived speed loss

from threshold to touchdown.

Air Minimum Control Speed (V MCA ). The Air Minimum Control Speed is the speed at which a wing engine can be lost and directional control maintained utilizing full rudder and not more than 5 ° angle of bank. Air Minimum Control Speed is not limiting unless full or partial rudder failure has occurred. When Air Minimum Control Speed becom es an important consi deration, it will be addressed in the specific em ergency procedure checklist.

4.2 ENVIRONMENTAL AND AIRCRAFT FACTORS

Now take a look at some of the Aircraft/E nvironmental Factors that affect the KC10.

Maximum Landing Weight. The maximum unrestricted l anding weight for the KC10 is 436,000 lbs at the design rate of desce nt of 10 feet per second at touchdown (600 fpm). Other restrictions and limitations can be found in the limitations section of the flight manual.

Flap/Slat Configuration. Approach/Landing speeds and Flare/Landing Ground

Roll distances are affected due to variatio ns in lift and drag caused by the position of the flap/slats. Distances are computed at a reference flap/slat configuration of 50/EXT. Charts or correction grids are provided to adjust this data for other flap/slat configurations.

Engine Bleed. The approach and landing data are based on normal engine bleed operation. There is a correction grid on the N 1 Go-Around Thrust chart for other than normal engine bleed operati on. There is also a pr ocedure in the Performance Manual when operating with an engine anti-ice valve failed open. Consult the Performance Manual for this procedure.

Obstacle Clearance. If there is an obstacle near th e approach end of the runway, a variation in the approach f light path may be required.

Wind. The effect of wind on approach and l anding depends on the wind velocity, gust increment, and direction. For perform ance calculations, the wind is broken into a runway component, and a crosswi nd component. The runway component

can be either a headwind or a tailwind.

All gusts and 1/2 of the steady state winds in excess of 20 knots are applied to the

V TH speed. This is to protect the airp lane from dropping below the recommended flying speed. The total increase in speed should not exceed 20 knots. Let's look at an example.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-4 01 APR 10 EXAMPLE: Computed V TH = 131 KIAS

Runway Heading = 360

Wind = 300/24G30

24 knots

-20

4 knots in excess of 20

4 knots

x.5 2 knots (additive)

6 knot gust + 2 knots = 8 knots

131 V TH + 8 knots = 139 KIAS

This speed is maintained until the initiati on of the flare. A correction grid is provided in the La nding Ground Roll chart to correct for the increased threshold speed which may increase the landing gro und roll due to the higher touchdown speed.

If the tailwind component exceeds 10 knots, or the crosswind component exceeds 31 knots on a dry runway, landing will not be attempted. For other than a dry runway, refer to the Maximum Allowa ble Crosswind During Landing chart.

Reference Ground Speed. The use of reference ground speed during an approach is a proven method of detecting low level windshear. You use the Approach True Airspeed and ru nway (headwind/tailwind) component to compute Reference Groundspeed. The headwind co mponent is subtracted from the Approach TAS, while the tailwind component is added.

Maximum Braking Speed (V MB ). This is the maximum gr oundspeed in knots that braking can be initiated witho ut exceeding flight test ed brake energy absorption capability. When landing at weights less that maximum landing weight, maximum braking speed is not limiting. The touchdown speed s hould be less than the maximum braking speed for safe operations.

Slope. Runway slope affects the Landing Gr ound Roll, Stopping Distance Ratio, and the Maximum Brake Speed. Maximum r unway slope for the KC-10 is ±2%. Uphill slope corrections need only be applied when required for mission accomplishment.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-5 01 APR 10 Runway Condition Reading (RCR). To determine stoppi ng capability of the aircraft, RCR is used to define the conditi on of the runway surface. All landing

data in the Performance Manual is presented for a dry runway condition (RCR 23). Any RCR values other than 23 will requ ire a correction. If a MEASURED RCR value is reported, use it. If not, approx imate RCR values for runway conditions are

as follows:

APPROXIMATE RCR RUNWAY CONDITION

23 DRY 12 WET (grooved runway) 12 WET (porous runway)

8 WET

4 ICY

RCR values represent Stopping Distance Ratio (SDR) values of 1.0 for dry, 1.5 for wet on a grooved or porous runway, 2.0 for wet on a smooth hard surface, and 3.0 on an icy runway.

RCR values versus corresponding SDR values for landing are different from those

for takeoff. This is because the takeo ff RCR values assigned to runway conditions are based on the downward force of gross weight on the gear. Whereas landing RCR values are based on only a portion of the gross weight on the gear. As a result of this, the takeoff RCR val ues indicate better braking effect.

The approximate RCR values are to be used when a dry/wet/icy condition is reported. Runways covered with snow have an RCR somewhere between Wet and Icy. It is recommended that a c onservative RCR be used when runway conditions are not clearly defined. Again, if a measured RCR value is reported,

use it.

Equivalent RCR. An equivalent RCR is used to det ermine the stopping capability with various deceleration devices inoperativ e or a configurati on change that affects the stopping capability. It relates the configuration change to the loss of deceleration capability due to a reduced coe fficient of friction with the runway.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-6 01 APR 10 Spoilers. Spoilers are used to reduce li ft and provide improved braking effectiveness during the landing ground roll. Spoilers are normally deployed using

the automatic ex tension system.

AUTO SPOILER ARMING FEATURE INOP

LANDING ROLL PENALTY

Flaps 35 ° /slats extended, SL STD conditions.

RUNWAY

CONDITION GROSS WEIGHT (1,000 LB)

280 300 320 340 360 380 400 420 440 460 480 500

LANDING ROLL PENALTY (FT)

DRY 653 676 698 720 741 761 781 796 814 834 852 870

WET 751 778 803 828 852 875 898 915 937 959 980 1,000

EFFECT OF WIND:

DRY: +/- 54 ft. for every 10 KT tailwind/headwind. WET: +/- 62 ft. for every 10 KT tailwind/headwind.

Figure 4-1. Landing Roll Penalty.

If manual spoiler deployment is used, there is a ground roll correction chart in the flight manual, which must be used to corre ct the computed landing ground roll (Fig. 4-1).

If spoilers are not deployed, the landing gr ound roll is increased significantly. This correction is made by computing an equiv alent RCR, which is then used to compute a SDR correction for the landing ground roll.

Anti-Skid Braking. All landing data in the Perfo rmance Manual includes the use of anti-skid braking. Without the anti-skid system to maximize braking, the landing ground roll is increased significantly. An anti-skid inoperative correction is made by computing a equivalent RCR.

Dual Hydraulic Failure. A dual hydraulic failure results in the inability to obtain the full range of flap/slat confi gurations, spoiler deflection, and possibly a loss of the anti-skid braking system. Which hydrau lic systems are lost determine which capabilities are lost. The loss of any of these deceleration devices results in increased landing ground roll distances.

Thrust Reversers. The added benefit of reverse th rust to stopping distance is not

considered in the l anding performance data.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-7 01 APR 10 4.3 APPROACH AND LANDING PERFORMANCE DATA

Now take a look at the landing conditions section of the KC-10 TOLD Card

worksheet.

LANDING CONDITIONS

GW OAT PA WIND DIR

VEL RWY HDG RL RCR

SLOPE FLAPS/SLATS

Figure 4-2. Landing Conditions.

The landing conditions can be received from various sources. The weather sheet (DD form 175-1), METRO, ATIS, etc. If fo recast data is used to compute landing data prior to landing, the data shall be confirmed and, if requi red, the landing data card and reference ground speed updated. Landing data is computed prior to

descent.

GW. Record the anticipated landing gross weight us ed to make the landing computations.

OAT. Record the landing airfield 's outside air temperature.

PA. Record the landing airfield's pressure altitude.

Normally, the landing destination pressure altitude is provided. If only barometric pressure in inches of mercury is know n, the Barometric Pr essure vs Pressure
Altitude Conversion chart in Section 1 of the Performance M anual can be used to compute the airfield pressure altitude.

WIND DIR. Record the magnetic direction of the airfield ground winds.

VEL. Record the velocity of the airfield ground winds.

RWY HDG. Record the landing runway heading.

RL. Record the landing runway length.

RCR. Record the runway condition reading used to make the landing computations. If a measured RCR value is reported, use it. If not, use the approximate values listed in the Performance Manual.

SLOPE. Record the runway slope of the landing runway.

FLAPS/SLATS. Record the landing flap/ slat configuration.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-8 01 APR 10 LANDING COMPUTATIONS (*Abnormal configuration)

1/ √σ GA N 1 X-WIND COMP

CALC VTH VTH TAS *VTD

*VMB FLARE DIST *EQUIV RCR SDR

LDG GROUND

ROLL *CORRECTED FLARE

DIST *CORRECTED LDG

ROLL LDG DIST

Figure 4-3. Landing Computations.

Once all the landing conditions are establis hed, you are ready to make the landing computations (Fig. 4-3).

Note: (*Abnormal configuration) in the heading of the landing computation section. The asterisk is used to designat e the additional comput ations required if landing in an abnormal configuration (i.e. 22/RET, Anti-Skid INOP, etc.)KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-9 01 APR 10 Figure 4-4. Atmospheric Density Relationships.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-10 01 APR 10 1/ √σ (SMOE). In order to compute V APP TAS, you must compute SMOE and apply

it to the charted threshold speed with wind additive (maximum of 20 knots) applied. Using the Atmospheric Density Relationshi ps chart located in Section 1 of the Performance Manual and the landing airfie ld's OAT and PA, you can compute 1/ √σ

(SMOE). SMOE is then mu ltiplied by the charted V TH KIAS to convert it to a TAS. Let's look at an example.

EXAMPLE: (Fig. 4-4)

Use the following information to compute SMOE.

OAT = 25 ° C

PA = 6225’

To compute SMOE, enter the bottom of the chart with the OAT of 25 ° C, and read vertically to the PA of 6225'. The SMOE value is 1.142.

Enter 1.142 in the 1/ √σ block.

GA N 1

. The N 1 Setting for Go-Around Thrust chart is provided in Se ction 9 of the

Performance Manual. This chart is us ed in the same manner as the other N 1 thrust setting charts covered in the earlier lessons.

Enter the computed GA N 1 setting in the GA N 1 block.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-11 01 APR 10 Figure 4-5. Wind Component Landing.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-12 01 APR 10 Winds. To determine the wind component for the landing runway, you will use the Wind Component-Landing chart (Fig. 4-5). Th is chart is used in the same way as

the takeoff winds chart. Let 's look at an example.

EXAMPLE: (Fig. 4-5)

Use the following information to dete rmine the crosswind and runway wind component.

RUNWAY HEADING = 150 °

WIND = 090/10G15

To compute the runway wind component, enter the wind angle grid on the 60 ° line (150-90=60) and read to the 10 knots wind velocity curve. The runway wind component is 5 knots. To compute the crosswind component, stay on the 60 ° line and read to the 15 knot wind velocity curve. The crosswind component is 13

knots.

Enter 13 in the X-WIND block.

Enter 5 in the COMP block.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-13 01 APR 10 WIND SUMMARY - LANDING

TYPE OF

WIND HOW TO OBTAIN COMPONENT USE OF WIND COMPONENT

HEADWIND Runway Wind Component

Enter wind component chart with steady

wind value.

If wind direction is variable, use the maximum deviation from the runway heading. Apply 50 percent of component to all applicable landing charts, when required for mission accomplishments.

Increase threshold speed by one-half of the steady state reported wind in excess
of 20 knots.

TAILWIND Runway Wind Component

Enter wind component chart with steady wind value plus the gust increment.

If wind direction is variable, use the minimum
deviation from the runwa y headin g

. Apply 150 percent of component to all applicable landing charts.

Increase threshold speed by one-half of the steady state reported wind in excess
of 20 knots.

CROSSWIND Crosswind Component

Enter wind component chart with steady wind value plus the gust increment.

If wind direction is variable, use the maximum deviation from the runway

headin g

. Increase threshold speed by one-half of the steady state reported wind in excess
of 20 knots.

GUST Gust Increment

Report wind in excess of stead y wind value. Increase threshold speed by the full gust

increment.

Figure 4-6. Max Allowable Cros swind and Wind Summary Landing. 18

0

0

MAXIMUM ALLOWABLE CROSSWIND (KNOTS R U N W A Y C O N D I T I O N R E A D I N G ( R C R ) KC-10 A

MAXIMUM ALLOWABLE CROSSWIND

DURING LANDING

GE CF6-50 C2 ENGINES

28KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-14 01 APR 10 If the tailwind component exceeds 10 knots, or the crosswind component exceeds 31 knots on a dry runway, landing will not be attempted. For other than a dry runway, you must refer to the Maximum Allowable Cr osswind During Landing chart (Fig. 4-6).

To use this chart, you enter with the RCR value and read right to the correction curve. The computed cr osswind component must be less than the Maximum

Allowable Crosswind if a landi ng is going to be attempted.

The CALCULATED wind value is determined by applying the appropriate correction contained in the Wind Summary -Landing Table (Fig. 4-6). This table states that for a headwind componen t, apply 50% of the component to all applicable landing charts when required for mission accomplishment. For a tailwind component, apply 150% of component to all applicable landing charts.

Calculated wind is not required for this ex ample, so a check mark could be placed

in the CALC block. If it was for mission accomplishment, 2.5 kts, (5 kts x 50%), would be entered in the block and appli ed to the Touchdown Speeds and Landing

Ground Roll charts.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-15 01 APR 10 Figure 4-7. Threshold Speeds.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-16 01 APR 10 Threshold Speeds V TH

. Charts are in the Perf ormance Manual to compute Threshold Speeds for slats extended or retract ed at various flap settings. There is

also a table in the Perfo rmance Manual that has the th reshold speed presented in

tabulated form.

As mentioned earlier, the t abulated threshold speeds are only valid up to 2000' MSL. For higher altitudes, the th reshold speed charts must be used.

Look at an example:

EXAMPLE: (Fig. 4-7)

Use the following information to compute threshold speed.

GROSS WEIGHT = 375,000 lbs.

PA = 6225’

FLAPS/SLATS = 50/EXT

To compute the threshold speed, enter the chart at the bottom with the gross weight of 375,000 lbs, and r ead vertically to the pressure altitude line. The threshold speed is 141.5 KIAS.

Enter 141.5 in the V TH block of the landing computations.

The charted threshold speed is used to compute the V TH TAS.

To compute the V TH TAS, you simply multiply SMOE by the charted V TH KIAS (plus wind additives).

141.5 V TH +5 (Wind Additive) 1. 142 SMOE x 146.5 KIAS = 167.3 KTAS

146.5 KIAS

The V TH TAS is 167.3 knots.

Enter 167.3 in the V TH TAS block of the land ing computations.

Once the V TH TAS is determined, compute the reference ground speed required for the approach by applying the appropriate headwind (-) or tailwind (+) correction.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-17 01 APR 10 Figure 4-8. Touchdown Speeds.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-18 01 APR 10 Touchdown Speed (V TD ). Touchdown speed is affected by gross weight, flap/slat configuration, PA, OAT, and winds. Touchdown Speed is provided as a groundspeed. It is used for comparison with the Maximum Tire Limit (TLS) and Maximum Braking Speeds (V MB ). The tire speed limit ation is 204.17 knots groundspeed. Landing is not recomm ended unless the touchdown speed is below

204 knots. Notice that V TD is an * item. For normal la nding configurations (35/EXT or 50/EXT) V TD does not need to be computed because V TH will always be below Tire Limit Speed.

EXAMPLE: (Fig. 4-8)

Use the following information to compute V TD

.

GROSS WEIGHT = 375,000 lbs.

OAT = 25°C

PA = 6225’

WINDS = Calm

FLAPS/SLATS = 0/EXT

Enter Sheet 1 at the bottom with a gross we ight of 375,000 lbs and read vertically to the 0/EXT line (interpolate altitude, if necessary). Equivalent touchdown speed

is 161 knots.

Enter sheet 2 with 161 knots. Read right to the PA of 6225' and then read down to

a OAT of 25 ° C. Read right to t he wind correction grid and make appropriate

correction to obtain a V TD groundspeed of 184 knots.

Enter 184 in the V TD block of the landing computations. A check mark is placed in

the V TD block if the landing is being made in a normal configuration.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-19 01 APR 10 Figure 4-9. Maximum Braking Speeds. 211 375KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-20 01 APR 10 Maximum Braking Speed (V MB ). This is the maximum groundspeed at which braking may be initiated without exceed ing the flight-tes ted maximum energy absorption capability of the brakes. T he touchdown speed should be less than V MB for safe operations. This is an * item bec ause when the landing weight is less than maximum landing weight (MLW), V MB is not limiting. This chart contains correction

curves for several abnormal gear and brake configurations.

EXAMPLE: (Fig. 4-9)

Use the following information to compute V MB

.

GROSS WEIGHT = 375,000 lbs.

CONFIGURATION = Center Gear Retracted

RUNWAY SLOPE = 0

Enter the chart at the upper left hand cor ner with a gross wei ght of 375,000 lbs and read right to the center gear retracted co rrection curve. Then read down to 0 runway slope. The V MB ground speed is 211 knots.

Enter 211 kts in the V MB block of the landing computat ions. If not over MLW and landing in a normal configuration, place a check mark in the block.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-21 01 APR 10 Figure 4-10. Flare Distance.KC-10 Aircrew Training System Descent, Approach, and Landing Data

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W838-04 4-22 01 APR 10 Flare Distance. The flare distance is computed using gross weights and pressure altitudes. Flight test demonstrated val ues have been factored 167% to account for all winds, slopes, increased approach sp eeds, shallow approaches, and nonstandard temperatures. Gros s weight correction curves are available up to 600,000 lbs. to allow for computation of emergency return flare distance when operating above the MLW. The chart contains a flap correction grid to correct from

50/EXT to a 35/EXT flar e distance. A separate chart is used to correct the 50° flap flare distance for other flap/slat configur ations. The flare di stance is added to the landing ground roll to determine the total landing distance.

EXAMPLE: (Fig. 4-10)

Use the following information to compute flare distance.

GROSS WEIGHT = 375,000 lbs.

PA = 6225’

FLAPS/SLATS = 35/EXT

Enter the bottom of the chart with the PA of 6225', and read vertically to the gross weight of 375,000 lbs. Read right to the 50 ° line and correct for 35 ° flaps. The computed flare distance is 2090'.

Enter 2090 in the FLARE DIST block.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-23 01 APR 10 Figure 4-11. Equivalent RCR.

Equivalent RCR. The equivalent RCR relates a configuration change to the loss of deceleration capability due to a reduced coefficient of fric tion. This is an * item because an equivalent RCR is only applicable for the appr opriate malfunctions. The data presented is valid for 35 ° and 50 ° flap settings only. The anti-skid and the one wheel brake inoperative correction accounts for the center gear either being extended or retracted. The Equivale nt RCR will then be used to compute an

SDR value.

EXAMPLE: (Fig. 4-11)

Use the following information to compute the Equivalent RCR.

ACTUAL RCR = 23

NO SPOILER DEPLOYMENT

Enter the bottom of the chart with the actual RCR of 23, and read vertically to the NO SPOILER DEPLOYMENT correction curve. The Equivalent RCR is 15.

Enter 15 into the EQUIV RCR block. E Q UIVALENT RCREQUIVALENT RCR

RCRKC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-24 01 APR 10 Figure 412. Stopping Distance Ratio.

Stopping Distance Ratio (SDR). The SDR is used to compute the Landing

Ground Roll. It is based on either t he ACTUAL or EQUIVALENT RCR and the runway slope.

EXAMPLE: (Fig. 4-12)

Use the following information to compute the SDR value.

EQUIVALENT RCR = 15

RUNWAY SLOPE = 0

Enter the bottom of the chart with the equiva lent RCR of 15, and read vertically to the correction curve. Then read right to the slope correction grid, and make the appropriate corrections. The SD R value is 1.31. This va lue will then be used to compute landing ground roll distance.

Enter 1.31 in the SDR block. STOPPING DISTANCE RATIOSTOPPING DISTANCE RATIO (SDR)

RCR SLOPE (S)KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-25 01 APR 10 Figure 4-13. Landing Ground Roll.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-26 01 APR 10 Landing Ground Roll. The landing ground roll chart is based on maximum antiskid braking, spoilers, and the center gear extended. The SDR is used to correct for any of the above systems being inoperat ive. The landing ground roll chart provides additional corrections for 35 ° flaps, increased appr oach speeds (wind additives), winds, and runway slope. Gro ss weight correction curves are also presented up to 600,000 lbs to allow for emergency return computations.

EXAMPLE: (Fig. 4-13)

Use the following information to compute landing ground roll.

GROSS WEIGHT = 375,000 lbs.

OAT = 25 ° C

PA = 6225’

FLAPS/SLATS = 35/EXT

WIND ADDITIVE = 5 knots (gusts)

WIND = 2.5 Calculated Headwind

SLOPE = 0

SDR = 1.31

Enter sheet 1 in the upper left hand corner with the OAT of 25 ° C. Read right to a PA of 6225", and then down to a gross weight of 375,000 lbs. Exit sheet 1 to the right with a computed referenc e landing ground roll of 3000'.

Enter sheet 2 with the reference landi ng ground roll of 3000', and correct for 35 ° flaps. Then make a correction for the in creased threshold speed of 5 knots. A wind correction is made only if the calculated winds are a tailwind, or it's a mission accomplishment landing. This example is not "mission accomplishment", so a headwind correction is not requir ed. Slope is 0, so a co rrection is not required. Enter the SDR correction grid and corre ct for an SDR valu e of 1.31. The computed landing ground roll is 4350'.

Enter 4350 in the LDG GROUND ROLL block.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-27 01 APR 10 Figure 4-14. Flare and Landing Distance for Various Flap/Slat Configurations.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-28 01 APR 10 There are charts available to correct flar e and landing distance for various flap/slat configurations. The Flare Distance for Various Flap/Slat Configurations chart is used to correct the computed 50/EXT flare distance for various flap/slat configurations. The chart is entered with the computed 50° flap flare distance.

After the corrections are m ade, you exit the chart with an unfactored flare distance for various flap/slat configurations. Be ca reful not to enter this chart with a flare

distance corrected for 35 ° flaps. This flare distance is not factored by 167%, as

was the 50 ° flap flare distance. A factor may be applied to account for wind, slope, increased threshold speed, shallow approa ches, and non-standard temperatures, if

desired.

The Landing Ground Roll for Various Flap/Slat configurations is used in the same way. Enter with the 50 ° flap landing ground roll. After the corrections are
made, exit the chart with a landing ground roll for variou s flap/slat configurations. Again, be careful not to enter the char t with a landing ground roll corrected for 35 ° flaps.

EXAMPLE: (Fig. 4-14)

Use the following information to com pute the flare and landing ground roll

for the conditions.

FLARE DISTANCE at 50/EXT = 1800’

LANDING GROUND ROLL at 50/EXT = 3500’

FLAP/SLAT CONFIGURATION = 0/RET

Enter the bottom of the Flare Distance for Various Flap/Slat Configurations chart with 2000', and read vertically to the 0/RET correction curv e. The unfactored flare distance is 2800'. If you wanted to factor th is distance, multiply it by 167%. The

factored distance would be 4676'.

The Landing Ground Roll for Various Flap/Slat Configurations chart is used in the same manner. The Landing Ground Roll fo r the 0/RET Flap/Sla t Configuration is

8800'.

These numbers are entered in the CORRECTED FLARE DIST and CORRECTED

LDG ROLL blocks of the landing comput ations. If landing in a normal configuration, a check mark can be placed in the blocksKC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-29 01 APR 10 Figure 4-15. Dual Hydraulic Failure. 2.275

375KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-30 01 APR 10 The last chart covered in this section is the Dual Hydraulic Failure chart. This chart presents you with a ground roll multipli er. The multiplier is based on the 50/EXT landing distances calc ulated at the actual RCR. This chart also includes

the effects of reverse thrust and V MCA limitations. The correction curves are identified by the failed hy draulic systems and the flap/sl at configuration. The multiplier is then applied to the 50/EXT landing ground roll. Compute the 50/EXT landing ground roll usi ng the actual RCR. Do not use an equivalent RCR.

EXAMPLE: (Fig. 4-15)

Use the following information to compute the landing ground roll.

GROSS WEIGHT = 375,000 lbs.

RCR = 8

HYDRAULIC SYSTEMS # 1 and 3 FAILED

FLAPS/SLATS = 22/RET

50/EXT LANDING GROUND ROLL = 3250’

Enter the bottom of the chart with the gross weight of 375,000 lbs. Read vertically to the RCR 8, SYS 1,3 22/RET correction curve. The multiplier is 2.275.

The Landing Ground Roll is 7394' (3250 x 2.275 = 7394).

Because this chart considers the flap/sl at configuration, you do not use the Landing Ground Roll for Various Flap/Sl at configurations chart.

Enter 7394 in the CORRECTED LDG ROLL block.

The last block to cover on the landing computations worksheet is the LDG DIST

. This block is the total landing distance (flare and la nding ground roll distance added together).KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-31 01 APR 10 4.4 TOLD CARD ENTRIES

LANDING

GW

LDG DIST RCRMIN MANEUVER o /RET 0

o /EXT 0

o /EXT 22VAPP o

/EXT 35

TAS

Figure 4-16. TOLD Card.

Now that all the computations are comp lete, transcribe the information to the KC10 TOLD CARD (Fig. 4-16). The gross weight, landing distance, and RCR are entered in the appropriate blocks at the top of the form. 0/RET, 0/EXT , and

22/EXT are not in the worksheet section of the TOLD card. These are transcribed from the KC-10 Landing Speeds table in the "Pilot's and Flight Engineer's Normal

Procedures" Checklist. The V TH and TAS are transcribed from the worksheet into the appropriate blocks. Don't forget to wr ite the flap/slat configuration in the V TH block.

This completes the instructional secti on of Approach and Landing. Some problems are provided to enhance and reinforce the lesson material.KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-32 01 APR 10 4.5 SEGMENT EXERCISE

1. Use the following information to compute the requi red landing data.

GW = 280,000 lbs.

OAT = 15 ° C

PA = Sea Level

WIND DIR = 010

VEL = 15

RWY HDG = 310
RL = 11,257

RCR = 23

SLOPE = 0.5% Down

FLAPS/SLATS = 35 ° /EXT

1/ √σ =

GA N 1 =

X-WIND =

COMP =

CALC =

V TH =

V TH TAS =

FLARE DIST =

SDR =

LDG GROUND ROLL =

LDG DIST =KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-33 01 APR 10 Approach and Landing

2. Use the following information to compute the requi red landing data.

GW = 325,000 lbs.

OAT = 20 ° C

PA = 1500’

WIND DIR = 280

VEL = 10G20

RWY HDG = 320
RL = 11,200’ RCR = WET (Smooth RWY)

SLOPE = 0

FLAPS/SLATS = 22 ° /EXT

CENTER GEAR RETRACTED

1/ √σ =

GA N 1 =

X-WIND =

COMP =

CALC =

V TH =

V TH TAS =

V TD =

V MB =

FLARE DIST =

EQUIV RCR =

SDR =

LDG GROUND ROLL =

CORRECTED FLARE DIST =

CORRECTED LDG ROLL =

LDG DIST =KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-34 01 APR 10 0 ° /RET =

0 ° /EXT =

22 ° /EXT =

3. Use the following information to compute the landing ground roll.

GW = 350,000 lbs.

RCR = 23

FLAPS/SLATS = 0 ° /EXT

50 ° /EXT LANDING GROUND ROLL = 3750’

HYDRAULIC SYSTEMS 1 & 2 FAILED

GROUND ROLL MULTIPLIER =

LANDING GROUND ROLL =

BOTH WING THRUST

REVERSERS INOP =KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-35 01 APR 10 4.5 SEGMENT EXERCISE ANSWER KEY

1. 1/ √σ = 1.00

GA N 1 = 109.7

X-WIND = 13

COMP = 7.5__

CALC = 3.75_

V TH = 126.5

V TH TAS = 126.5

FLARE DIST = 1690

SDR = 1.0__

LDG GROUND ROLL = 1900_

LDG DIST = 3590__

2. 1/ √σ = 1.035

GA N 1 = 111.7

X-WIND = 13

COMP = 7.5__

CALC = 3.75_

V TH = 143.5

V TH TAS = 158.8

V TD = 142_

V MB = 226

FLARE DIST = 1690

EQUIV RCR = 6.9_

SDR = 2.16

LDG GROUND ROLL = 5500

CORRECTED FLARE DIST = 1720

CORRECTED LDG ROLL = 7600

LDG DIST = 9320KC-10 Aircrew Training System Descent, Approach, and Landing Data

CH 2

W838-04 4-36 01 APR 10 O ° /RET = 217_

O ° /EXT = 187_

22 ° /EXT V TH = 143_

3. GROUND ROLL MULTIPLIER = 1.425

LANDING GROUND ROLL = 5344

BOTH WING THRUST

REVERSERS INOP = 5878