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KC-10 Aircrew Training System 

Takeoff, Approach, and Landing Data

CH 4 

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KC-10 Aircrew Training System

Descent, Approach, and Landing Data 

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W838-TOC i 01 MAR 06

TABLE OF CONTENTS 

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

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

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

4.0 APPROACH AND LANDING PERFORMANCE ................................................ 4-1
KC-10 Aircrew Training System

Descent, Approach, and Landing Data 

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KC-10 Aircrew Training System 

Descent, Approach, and Landing Data

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1.0 INTRODUCTION 

This workbook covers the Descent, Approach, 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 instructor 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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KC-10 Aircrew Training System 

Descent, Approach, and Landing Data

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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. 
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Descent, Approach, and Landing Data

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KC-10 Aircrew Training System

Descent, Approach, and Landing Data

CH 2 

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3.0 DESCENT PERFORMANCE

The descent is a integral part of each 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, descending for a rendezvous, or for an approach and 

landing. 

This lesson covers KC-10 Descent performance. The data presented in the Descent 

section of the performance manual allows for planning a descent from any altitude up 

to 42,000'. All data is based on actual flight 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 the descent data, a review of the types of 

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

LONG RANGE DESCENT

MACH 0.82 

39,766' 

250 KIAS 

The long range descent is accomplished in a clean configuration with idle thrust on all 

engines. The speed schedule is Mach 0.82 until reaching 250 KIAS (39,766' pressure 

altitude) and maintaining 250 KIAS at all lower 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 until 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). 
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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 the long range descent. Below 20,000' drag 

devises are used as required to meet altitude 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 since the data is not needed for planning 

purposes. 

3.2 ENVIRONMENTAL AND AIRCRAFT FACTORS

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

descent. 

TEMPERATURE. The effects of temperature variations from standard day are 

negligible on descent. The data presented is based on standard day temperature but, 

due to its negligible effects, temperature 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 all 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 used during enroute or long range descents. 

However; delays in obtaining descent clearance may dictate their use. Speed brakes, 

slats, and/or landing gear may be used to increase 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 constant speed, the following guidelines can 

be used: 
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CH 2 

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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 groundspeed, while headwinds decrease 

groundspeed. To compensate for winds, increase the distance to descend 3% per 10 

knots of tailwind, and decrease the distance 3% per 10 knots 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 limitation 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. 
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 Figure 3-1. Enroute Descent.
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CH 2 

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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 the 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 values (12.2 minutes, 61 nm and 1275 lbs. 

of fuel). 

To compute fuel, distance, and time, subtract 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 notes tell you to increase 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 correction 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. 
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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.
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CH 2 

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The performance manual also provides you with a descent table (Fig. 3-2). This table 

contains descent information for selected 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 the 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 this segment. Problems are provided to enhance 

and reinforce the material. 
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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, compute the fuel, distance, and time for a 

penetration descent. 

BEGINNING ALTITUDE = 37,000’ 

ENDING ALTITUDE = Sea Level 

WINDS = 50 knot Headwind 

DRAG INDEX = 20 

 Fuel 

 Distance 

 Time 
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CH 2 

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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 min 
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4.0 APPROACH AND LANDING PERFORMANCE

A normal approach and landing for the KC-10 is with the slats extended to the 

landing position and the flaps at 35° (35/EXT). The data provided in Section 9 of 

the Performance Manual is used to compute landing performance for a wide 

variety of landing configurations. This data is based on actual flight test results 

adjusted to the most forward center of gravity. 

The only FAA required landing approach speed is the speed at the 50' threshold 

crossing height, VTH speed. Normally, this speed may never be less than 30% 

above the stalling speed for the existing configuration. 

Other speeds used during approach and landing provide safe margin above stall 

speed up to a specific bank angle for gross weight and flap/slat configuration. 

For example: 

Stall speed increases approximately 20% in a 45° bank. A 1.5 VS speed would 

provide a 1.3 stall margin in a 45° bank. 

Maneuvering flap configurations, published as 1.4 VS speeds, provide the same 

1.3 stall speed protection in a 30° bank. 
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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 speeds are the primary factors affecting the flare and 

landing ground roll distances. The approach 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 Checklist provides speeds for other configurations 

and emergencies. Take a look at some of the commonly used speeds. 

0/RET Minimum Maneuver Speed (0/RET VMM). This is a 1.5VS (150% of 

stall) speed with the flaps at 0° slats retracted (clean configuration). This 

is the same speed used in the air refueling lesson for overrun speed as a 

receiver. It is the minimum safe margin above stall for the gross weight 

and 0/RET flap/slat configuration. 

0/EXT Minimum Maneuver Speed (0/EXT VMM). This is also a 1.5VS

speed with the flaps at 0° but the slats extended. It is the minimum safe 

margin above stall for the gross weight and 0/EXT flap/slat configuration. 

22/EXT Minimum Maneuver Speed (22/EXT VMM). This is a 1.4VS speed 

with the flaps at 22° and the slats extended. It is the minimum safe margin 

above stall for the gross weight and 22/EXT flap/slat configuration. 

35/EXT Threshold Speed (35/EXT VTH). This is a 1.3VS 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 VTH must be computed from charts 

provided in Section 9 of the Performance Manual. 

50/EXT Threshold Speed (50/EXT VTH). This is a 1.3VS 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 configuration. When 

landing at airfields above 2000' MSL, the 35/EXT VTH must be computed 

from charts provided in Section 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. 
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Touchdown Speed (VTD). This speed is based on flight test derived speed loss 

from threshold to touchdown. 

Air Minimum Control Speed (VMCA). 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 becomes an important consideration, it will be 

addressed in the specific emergency procedure checklist. 

4.2 ENVIRONMENTAL AND AIRCRAFT FACTORS 

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

Maximum Landing Weight. The maximum unrestricted landing weight for the KC10 is 436,000 lbs at the design rate of descent 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 variations 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 N1 Go-Around Thrust chart for other 

than normal engine bleed operation. There is also a procedure 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 the approach end of the runway, 

a variation in the approach flight path may be required. 

Wind. The effect of wind on approach and landing depends on the wind velocity, 

gust increment, and direction. For performance calculations, the wind is broken 

into a runway component, and a crosswind 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 

VTH speed. This is to protect the airplane 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

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 EXAMPLE: Computed VTH = 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 VTH + 8 knots = 139 KIAS 

This speed is maintained until the initiation of the flare. A correction grid is 

provided in the Landing Ground Roll chart to correct for the increased threshold 

speed which may increase the landing ground 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 Allowable 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 runway (headwind/tailwind) component to compute 

Reference Groundspeed. The headwind component is subtracted from the 

Approach TAS, while the tailwind component is added. 

Maximum Braking Speed (VMB). This is the maximum groundspeed in knots that 

braking can be initiated without exceeding flight tested brake energy absorption 

capability. When landing at weights less that maximum landing weight, maximum 

braking speed is not limiting. The touchdown speed should be less than the 

maximum braking speed for safe operations. 

Slope. Runway slope affects the Landing Ground Roll, Stopping Distance Ratio, 

and the Maximum Brake Speed. Maximum runway slope for the KC-10 is ±2%. 

Uphill slope corrections need only be applied when required for mission 

accomplishment. 
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Runway Condition Reading (RCR). To determine stopping capability of the 

aircraft, RCR is used to define the condition 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 require a correction. If a MEASURED RCR 

value is reported, use it. If not, approximate 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 takeoff 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 values 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 conservative 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 determine the stopping capability 

with various deceleration devices inoperative or a configuration change that affects 

the stopping capability. It relates the configuration change to the loss of 

deceleration capability due to a reduced coefficient of friction with the runway. 
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Spoilers. Spoilers are used to reduce lift and provide improved braking 

effectiveness during the landing ground roll. Spoilers are normally deployed using 

the automatic extension 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 correct the computed landing ground roll (Fig. 

4-1). 

If spoilers are not deployed, the landing ground roll is increased significantly. This 

correction is made by computing an equivalent RCR, which is then used to 

compute a SDR correction for the landing ground roll. 

Anti-Skid Braking. All landing data in the Performance 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 configurations, spoiler deflection, and possibly a loss of the 

anti-skid braking system. Which hydraulic 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 thrust to stopping distance is not 

considered in the landing performance data. 
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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 forecast data is used to compute landing 

data prior to landing, the data shall be confirmed and, if required, the landing data 

card and reference ground speed updated. Landing data is computed prior to 

descent. 

GW. Record the anticipated landing gross weight used 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 known, the Barometric Pressure vs Pressure 

Altitude Conversion chart in Section 1 of the Performance Manual 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. 
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LANDING COMPUTATIONS (*Abnormal configuration)

1/√σ GA N1

 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 established, 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 designate the additional computations required if 

landing in an abnormal configuration (i.e. 22/RET, Anti-Skid INOP, etc.) 
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Figure 4-4. Atmospheric Density Relationships. 
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1/√σ (SMOE). In order to compute VAPP 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 Relationships chart located in Section 1 of the 

Performance Manual and the landing airfield's OAT and PA, you can compute 1/√σ

(SMOE). SMOE is then multiplied by the charted VTH 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 N1. The N1 Setting for Go-Around Thrust chart is provided in Section 9 of the 

Performance Manual. This chart is used in the same manner as the other N1

thrust setting charts covered in the earlier lessons. 

Enter the computed GA N1 setting in the GA N1 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

CH 2

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). This 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 determine 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 runway heading.

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 

heading. 

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 steady wind value.

Increase threshold speed by the full gust 

increment. 

Figure 4-6. Max Allowable Crosswind and Wind Summary Landing.

18

0

0

MAXIMUM ALLOWABLE CROSSWIND (KNOTS

RUNWAY CONDIT OI N READING R( CR)

KC-10 A

MAXIMUM ALLOWABLE CROSSWIND

DURING LANDING

GE CF6-50 C2 ENGINES

28
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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 Crosswind 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 crosswind component must be less than the Maximum 

Allowable Crosswind if a landing 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 component, 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 example, 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 applied 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 VTH. Charts are in the Performance Manual to compute 

Threshold Speeds for slats extended or retracted at various flap settings. There is 

also a table in the Performance Manual that has the threshold speed presented in 

tabulated form. 

As mentioned earlier, the tabulated threshold speeds are only valid up to 2000' 

MSL. For higher altitudes, the threshold 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 read vertically to the pressure altitude line. The 

threshold speed is 141.5 KIAS. 

Enter 141.5 in the VTH block of the landing computations. 

The charted threshold speed is used to compute the VTH TAS. 

To compute the VTH TAS, you simply multiply SMOE by the charted VTH KIAS (plus 

wind additives). 

141.5 VTH

+5 (Wind Additive) 1.142 SMOE x 146.5 KIAS = 167.3 KTAS 

146.5 KIAS 

The VTH TAS is 167.3 knots. 

Enter 167.3 in the VTH TAS block of the landing computations. 

Once the VTH 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 (VTD). 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 (VMB). The tire speed limitation is 204.17 knots 

groundspeed. Landing is not recommended unless the touchdown speed is below

204 knots. Notice that VTD is an * item. For normal landing configurations (35/EXT 

or 50/EXT) VTD does not need to be computed because VTH will always be below 

Tire Limit Speed. 

 EXAMPLE: (Fig. 4-8) 

 Use the following information to compute VTD. 

 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 weight 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 the wind correction grid and make appropriate 

correction to obtain a VTD groundspeed of 184 knots. 

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

the VTD 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 

375 
KC-10 Aircrew Training System

Descent, Approach, and Landing Data

CH 2

W838-04 4-20 01 APR 10 

Maximum Braking Speed (VMB). This is the maximum groundspeed at which 

braking may be initiated without exceeding the flight-tested maximum energy 

absorption capability of the brakes. The touchdown speed should be less than VMB

for safe operations. This is an * item because when the landing weight is less than 

maximum landing weight (MLW), VMB 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 VMB. 

 GROSS WEIGHT = 375,000 lbs. 

 CONFIGURATION = Center Gear Retracted 

 RUNWAY SLOPE = 0 

Enter the chart at the upper left hand corner with a gross weight of 375,000 lbs and 

read right to the center gear retracted correction curve. Then read down to 0 

runway slope. The VMB ground speed is 211 knots. 

Enter 211 kts in the VMB block of the landing computations. 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

CH 2

W838-04 4-22 01 APR 10 

Flare Distance. The flare distance is computed using gross weights and pressure 

altitudes. Flight test demonstrated values have been factored 167% to account for 

all winds, slopes, increased approach speeds, shallow approaches, and nonstandard temperatures. Gross 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 flare distance. A separate chart is used to correct the 50° flap 

flare distance for other flap/slat configurations. The flare distance 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 friction. This is an * item 

because an equivalent RCR is only applicable for the appropriate 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 Equivalent 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. 

EQUIVALENT RCR

EQUIVALENT RCR 

RCR 
KC-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 the 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 equivalent RCR of 15, and read vertically to 

the correction curve. Then read right to the slope correction grid, and make the 

appropriate corrections. The SDR value is 1.31. This value will then be used to 

compute landing ground roll distance. 

Enter 1.31 in the SDR block. 

STOPPING DISTANCE RATIO 

STOPPING 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 inoperative. The landing ground roll chart 

provides additional corrections for 35° flaps, increased approach speeds (wind 

additives), winds, and runway slope. Gross 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 reference landing ground roll of 3000'. 

Enter sheet 2 with the reference landing ground roll of 3000', and correct for 35°

flaps. Then make a correction for the increased 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 required. Slope is 0, so a correction is not required. 

Enter the SDR correction grid and correct for an SDR value 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 flare 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 made, you exit the chart with an unfactored flare distance 

for various flap/slat configurations. Be careful 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 approaches, 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 various flap/slat configurations. 

Again, be careful not to enter the chart with a landing ground roll corrected for 35°

flaps. 

 EXAMPLE: (Fig. 4-14) 

Use the following information to compute 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 curve. The unfactored flare 

distance is 2800'. If you wanted to factor this 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 for the 0/RET Flap/Slat Configuration is 

8800'. 

These numbers are entered in the CORRECTED FLARE DIST and CORRECTED 

LDG ROLL blocks of the landing computations. If landing in a normal 

configuration, a check mark can be placed in the blocks 
KC-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 

375 
KC-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 multiplier. The multiplier is based on the 

50/EXT landing distances calculated at the actual RCR. This chart also includes 

the effects of reverse thrust and VMCA limitations. The correction curves are 

identified by the failed hydraulic systems and the flap/slat configuration. The 

multiplier is then applied to the 50/EXT landing ground roll. Compute the 50/EXT 

landing ground roll using 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/slat configuration, you do not use the 

Landing Ground Roll for Various Flap/Slat 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 landing 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 RCR MIN MANEUVER 

o

0 /RET

o

0 /EXT

o

22 /EXT

 VAPP 

o

35 /EXT

TAS

Figure 4-16. TOLD Card. 

Now that all the computations are complete, 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 VTH and TAS are transcribed from the worksheet into 

the appropriate blocks. Don't forget to write the flap/slat configuration in the VTH

block. 

This completes the instructional section 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 required 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 N1 = 

 

 X-WIND = 

 

 COMP = 

 

 CALC = 

 

 VTH = 

 

 VTH 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 required 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 N1 = 

 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 = 
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 N1 = 109.7 

 X-WIND = 13 

 COMP = 7.5__ 

 CALC = 3.75_ 

 VTH = 126.5 

 VTH TAS = 126.5 FLARE DIST = 1690 

 SDR = 1.0__ 

 LDG GROUND ROLL = 1900_ 

 LDG DIST = 3590__ 

 2. 1/√σ = 1.035 

 GA N1 = 111.7 

 X-WIND = 13 

 COMP = 7.5__ 

 CALC = 3.75_ 

 VTH = 143.5 

 VTH TAS = 158.8 

 VTD = 142_ 

 VMB = 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 = 9320 
KC-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 VTH = 143_ 

3. GROUND ROLL MULTIPLIER = 1.425 

 LANDING GROUND ROLL = 5344 

 BOTH WING THRUST 

 REVERSERS INOP = 5878