Supplemental NATOPS Flight Manual Navy Model F-8C Aircraft (1966)

7/22/2019 Supplemental NATOPS Flight Manual Navy Model F-8C Aircraft (1966)

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NAVWEPS O1-45HHC-5O1A

Supplemental NATOPS Flight ManualN A V Y MODEL'AIRCRAFT

- . - . ( TITLE UNCLASSIFIED) . ;. . THIS PUBLICATION SUPPLEMENTS NAVWEPS O1-45HHC-5O1

NATOPS FLIGHT MANUAL FORMODEL F-8CAIRCRAFT "

a VS . -

THIS PUBLICATION SUPERSEDES NAVWEPS O1-45HHC-5O1ADATED 1NOVEMBER 1963,WHICHSHOULD BE REMOVED FROM

THE FILES ANDDESTROYED. :This publication shall not be carried in aircraft on combat missions or whereasonable chance of its falling into the bands of an unfriendly nation,, .authorized by the "Operational Commander."

. ' ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS ' /I MflV t 8 "AND UNDER THEDIRECTION OF THECHIEF OF THEBUREAU OF NAVAL WEAPONS ' '"NOTICE This document contains information affecting the national de-.. _ 'fense of the United States within the meaning of the Espionage Laws, Title LftNfaLEY18, U. S. C, Sections 793 and 794.The transmission or the revelation of L I B R A R Y ,its contents in any manner to an unauthorized person is prohibited by law. HAMPTON, V I R G

AIRCRAFT

FIT PROCD& C HARAC

. . . . ' ' ' ' ~ " '

CENTER* " ' . 'NIA'

C401342


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PAGES TO SAME PUBLICATION OFPREVIOUS DATEInsert ths pages into basic publicationDestroy superseded pages

NAVAIR 01-45HHC-501AGROUP 4 DOCUMENT

DECLASSIFIED AFTER 12 YEARSDOD OIR 520O. 10

Supplemental NATOPS Flight ManualNAVY MODELF-8CAIRCRAFT

THIS PUBLICATION SUPPLEMENTS NAVAIR O1-45HHC-5O1NATOPS FLIGHT MANUAL FOR MODEL F-8C AIRCRAFT.

AIRCRAFT

FIT PROCD& CHARAC

PERFORMDATA

mammauaue aaBam( N A S A - C R - 1 6 8 4 5 4 ) S U P P L E M E N T A L M A T O P S FilGHTM A N U A L N A V i M O D E L F-8CAlflCBAFO: (VougJitAeronautics, Dallas, Tex.) 160 p

00/01

N82-72146

Onclas02662

This publication shall not be carried in aircraft on combat missions or when there is areasonable chance of its falling into the bands of an unfriendly nation, unless specificallyauthorized by the "Operational Commander."ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS

AND UNDER THE DIRECTION OF COMMANDER, NAVAL AIR SYSTEMS COMMANDNOTICEThis document contains information affecting the national de-fence of the United States within the meaning of the Espionage Laws, Title18, U. S. G, Sections 793 and 794. The transmission or the revelation ofits contents in any manner to an unau th o r ize d person is prohibited by law.

15 August 1964Changed 15 July 1966^CR01243*


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UNCLASSIFIEDNAVAIR 01-45HHC-501AReproduction for nonmilitary use of the information or illustrations containedin this publication is not permitted without specific approval of the issuingservice (NASC or AMC). The policy for use of Classified Publications isestablished for the Air Force in AFR 205-1 and for the Navy in Navy Regula-tions, Article 1509.

i ifT nr r*iiAMf*INSERT LATEST CHANGED PAG

NOTE: The portion of the text affected by the curimargins of the page.

PageNo.*i1-7 . . . .*l-8 . . . .*l-9 . . . .4-7 . . . .*11-30 . . .M1-30A . . .*11-30B . . ."11-30C . . .*11-30D . . .*ll-37. . . .*11-50A . . .*11-50B . . .*11-50C . . .M1-50D . . ."11-50E . . .*11-50F . . .*11-50G. . .*11-50H. . .*11-50J . . .*11-50K. . .*11-50L. . .*11-50M. . .

*ll-64 . . .*ll-65 . . .*ll-89 . . .*11-90 . . .*11-107 . . .*11-108 . . ."Index 2 . ."Index 3 . .

*The asterisk indicates pages changed,

C D racer r- uno x tii fg 8* -- * 'ES. DESTROY SUPERSEDED PAGES.ent change is indicated by a vertical line in the outer

Date of LatestChange15 July 196615 July 19661 Dec 1964. 15 July 1966. 15 July 19661 Dec 1964. 15 July 1966. 15July 1966. 15 July 1966. 15 July 1966. 15 July 196615 July 1966. 15 July 1966. 15 July 1966. 15 July 1966. 15July 1966. 15July 1966. 15 July 1966. 15 July 1966. 15 July 1966. 15 July 1966. 15July 1966. 15July 1966. 15 July 1966

. 15 July 1966. 15 July 1966. 15July 1966. 15July 1966. 15 July 1966. 15 July 1966. 15 July 1966. 15 July 1966

added, or deleted by the current change.NASCADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:

USAF ACTIVITIESIn accordance with Technical Order No. 00-5-2.NAVY ACTIVITIESUse DD FORM 1348 and submit in accordance with the instructions contained in NAVSUPPUBLICATION 437Navy Standard Requisitioning and Issue Procedure.ForSECTIONinformation on other available material and details of distribution, refer ttvNAVSUP PUBLICATION 20Q2JTION VIII and NAVAIR 00-500A. "* ' .* ' ' -* 7 r~J*?' "A""'- J**UNCLASSIFIED Changed 15 July 1966


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AERONAUTCSDVSON2-l9iOO/7I-il2S

P. O. BOX 59DALLAS. TEXAS 752

20 Auril 1967Rational Aeronautics and Space Jfe6ffiinistratic^&""t' to** i"' GLaaglsy Research CenterLangley StationHampton, Virginia 23365

(a) MSA Coatsact KAL-67_66(b) VAD Itr 2-19100771-967 dtd 6 Apr196

Mi'. 3. W. StickleMail Stop 247

r S A S S ^ i T T E D F O R - Y O U R P . S T E N T i O H . , . - . ":-.-:.:-K:t;!"Tr.O f OR Y O U R USS A N d ' R E T U R v ! . r RA N S M i TTED AS R E Q U E S T E D B Y- AS O VE . R E F E R E N C Er~;AMSM!TTSD AS R E Q U I R E D B Y ' C O N T R A C T . . : O T T R ANS M I T T E D . . " : '

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I D E N T I F I C A T I O N A N D D E S C R I P T I O N O F M A T E R I A LK f e V t i i S P S "01-^5BHC-501A, Suppleissntal.HA'jJOBS FlightManual, ';Navy.Model F-8CAircraft dtd 15 August 196

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This material contains information affecting th national defense of the UnitedStates within the meaning of the Espionage Laws, Title 18, U.S.C., Sections 793*nd 794, the transmission or revelation of which in any manner to an unauthorizedperson Is_ma*fc'*l1bv law.


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UNCLASSIFIEDNAVAIR 01-45HHC-501A

DE P ART M E NT O F T H E NAVYOFFICE OF THE CHIEF OF NAVALOPERATIONSWASHINGTON, D. C. 20350

LETTER OF PROMULGATION1. The Naval Air Training and Operating Procedures StandardizationProgram (NATOPS) is a positive approach towards improving combatreadiness and achieving a substantial reduction in the aircraft accidentrate. Standardization, based on professional knowledge and experienceprovides the basis for developmentof an efficient and sound operationalprocedure. The standardization program is not planned to stifle individ-ual initiative but rather, it will aid the Commanding Officer in increasinghis unit's combat potential without reducing his command prestige orresponsibility.2. This Manual is published for the purpose of standardizing ground andflight procedures, and does not include tactical doctrine. Compliancewith the stipulated manual procedure is mandatory. However, to remaineffective this manual must be dynamic. It must stimulate rather thanstifle individual thinking. Since aviation is a continuing progressiveprofession, it is both desirable and necessary that new ideas and newtechniques be expeditiously formulated and incorporated. It is a user'spublication, prepared by and for users, and kept current by the users inorder to achieve maximum readiness and safety in the most efficient andeconomical manner. Should conflict exist betweenthe training andoperating procedures found in this manualand those found in otherpublications, this manual will govern.3. Checklists andother pertinent extracts from this publication necessaryto normal operations and training should be made and may be carried inNaval aircraft for use therein. It is forbidden to make copies of this entirepublication or major portions thereof without specific authority of the Chiefof Naval Operations.

PAUL H. RAMSEYVice Admiral, USNDeputy Chief of Naval Operations (Air)

Changed 15 July 1966 UNCLASSIFIED


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UNCLASSIFIEDNAVWEPS 01-45HHC-501A

CONTENTSSection 1 - AIRCRAFT 1-1

Part 4 Aircraft Operating Limitations

Section IV - FLIGHT PROCEDURES ANDCHARACTERISTICS 4-1Part 2 Flight Characteristics

Section XI - PERFORMANCE DATA 11-1Part 1 IntroductionPart 2 Performance Charts

UNCLASSIFIED


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m a k e a g o o dA P P R O A C H

t o y o u rF L I G H T M A N U A L\

This publication contains classified materials supplementing the unclassifiedF - 8 C NATOPS Flight Manual. The section and part headings of the unclassifiedmanual have been retained to facilitate cross-referencing between publications.It is essential for you to understand that section I, part 4 is the only authorizedsource of operating limitations, and that changes will be published in the formof regular or interim changes of this supplement.

UNCLASSIFIED


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NAVWEPS 01-45HHC-501A

s e c t i o naircraf t

CONTENTSPART 1-AIRCRAFT AND ENGINE*PART 2-SYSTEMS*PART 3-AIRCRAFT SERVICING*PART 4-AIRCRAFT OPERATING LIMITATIONS

Introduction . 12Airspeed Limitations _ _ 1 2~ . - . Power Control Hydraulic System : 12Trim andStabilization System . r 1-2Maneuvers 12Acceleration Limitations 13Engine Limitations _ _ 13^ ~ ^External Stores Limitations _ 13

Refer to unclassified NATOPS Flight Manual

1


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Section IAircraft Operating Limitations NAVWEPS 01-45HHC-501A

PART 4 - AIRCRAFT OPERATING LIMITATIONSINTRODUCTIONThis section contains classified limitations that mustbe observed during normal operation of the aircraft.They are derived from actual flight tests and demon-strations.Limitations which are merely associated with a certaintechnique or specialized phase of operation are dis-cussed appropriately in sections III, IV, and V andother parts of this section.

AIRSPEED LIMITATIONS

TRIM AND STABILIZATION SYSTEM fNote

Refer to NATOPS Flight Manual for addi-tional limitations.In the clean condition, with only the roll stabilizationsystem inoperative, restrictions are not changed frombasic aircraft restrictions. With yaw stabilization andrudder-aileron interconnect systems inoperative, thefollowing restriction applies:Maximum permissible load factors See figures 1-1and 1-2.

NoteRefer to NATOPS Flight Manual for addi-tional limitations.

The maximum permissible indicated airspeeds insmooth or moderately turbulent air are as follows:With arresting hook, landing gear, speed brakeand wing leading edge droop retractedand wing down As shown in figures 11 and12Carrying Sidewinder 1A missile withMK 8 warhead .Refer to figure 1-5

POWER CONTROL HYDRAULIC SYSTEMNote

Refer to NATOPS Flight Manual for addi-tional limitations.With one power control hydraulic system inoperative,operation is restricted to the following limits:Maximum acceleration(PC 1 out) 4.0 g (PC 2 out) same asyaw stab inoperative(figures 1-1 and 1-2)

MANEUVERSThe following maneuvers are permitted if the restric-tions of figures 1-1 through 1-3 are observed:LoopChandelleImmelmann turnAileron rolls

NoteAileron rolls shall not be initiated at less than1.0 g. During rolls, the stick shall not bemoved forward of the level flight longi-tudinal stick position, for the entry airspeedused.

The following maneuvers are not permitted:Rolls in excess of 360 bank angle change

Intentional spins

v

-2


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NAVWEPS 01-45HHC-501A SectionAircraft Operating LimitatioACCELERATION LIMITATIONS

NoteExcept as noted, the following restrictionsapply for the basic aircraft with wing down,gear up and with speed brake or leading edgecruise droop extended or retracted.

The maximum permissible accelerations for flight insmooth air at gross weights of 24,000 pounds or lessare as shown in figures 1-1 and 1-2. When flying inconditions of moderate turbulence, it is essential thataccelerations resulting from deliberate maneuvers bereduced 2.0 g below those shown in figure 1-3 inorder to minimize the possibility of overstressing theairplane as a result of the combined effects of gustand maneuvering loads.As gross weights are increased above 24,000 pounds,the permissible accelerations decrease. To determinethe maximum permissible accelerations at higher grossweights, see figure 13.The maximum permissibleaccelerations for rolling pullouts are further reducedas a result of aerodynamic effects at altitude asshownin figures 11 and 12. The maximum negative accel-eration is 2.4 g up to 725 KIAS and 0 g above 725KIAS.

NoteRefer to section IV, part 2, for flight charac-teristics and erroneous accelerometer indica-tions during rolling pullouts near accelerationlimits.

With inflight refueling probe extended, the permis-sible acceleration range is 1.0 g to 3.0 g.Permissible range in the landing configuration is 0to 2.0 g.

Following spin recovery, with wing down and landidroop extended, the permissible acceleration range0 to 3.5 g.With leading edge droop unlocked (barberpole incation) , the permissible acceleration range is 0 to 3.5

ENGINE LIMITATIONSNote

Refer to NATOPS Flight Manual for addi-tional limitations.

ENGINE OPERATION

Turbojet engines should be operated at the lowthrust conditions compatible with mission and fligrequirements and maintained within the specifimilitary rating and maximum rating time limwhenever practicable. However, if the missionflight conditions absolutely necessitate operationthese ratings for longer than 30 minutes military15 minutesmaximum, the thrust should not be reducfor only a short interval in adherence to these limbut operation continued at the high thrust level unconditions permit a reduction in thrust.Continuous negative g operation is limited to 10 sonds.

EXTERNAL STORES LIMITATIONSRefer to figure 1-4.

1


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I

O P E R A T I N G L I M I T A T I O N SNAVWEPS 01-45HHC-501A

20

10

ORIGINAL AIRSPEED SYSTEM (BEFORE ASC 335)BASIC AIRPLANE, TWO OR FOUR SIDEWINDER CONFIGURATION,TWO OR FOUR ZUNI PACKMAXIMUMACCELERATIONG UNITS ( S E E NOTE 1)24,000 LBS

FULL AILERON180 ROLLS

FULL AILERON >C180 ROILS

300 400 500 600INDICATED AIRSPEED KNOTS

100

10

1. Refer to Figure 1-3 for effect of gross weight an accelerationlimts from sea level to 30,000 feet.2. Refer to section IV, NATOPS Fight Manual, for effects ofyaw-stabilization failure on flight characteristics.3. Refer to Figure 1-5 for airspeed limtations when carryingSidewinder 1A mssile with MK-8 warhead.

O

Fgure 1-J-4


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NAVWEPS 01-45HHC-501ASectioAircraft Operating Limitat

F L I G H T O P E R A T I N G L I M I T A T I O N SIMPROVED AIRSPEED SYSTEM (AFTER ASC 335)BASIC AIRPLANE, TWO OR FOUR SIDEWINDER CONFIGURATION,TWO OR FOUR ZUNI PACKS

MAXIMUMACCELERATIONG UNITS ( S E E NOTE 1)24,000 IBS

MAXIMUM SPEEDCLEAN CONDITIONSTOPS 90 ROUS

S> S STXf SIf.X.FUIL AILERON'/ 180 ROUSFULL AILERON360ROLLS

300 400 500 600 700INDICATED AIRSPEED KNOTS

100

1. Refer to Figure 1-3 for effect of gross weight on accelerationlimts from sea level to 30,000 feet.2. Refer to section IV, NATOPS Flight Manual, for effects ofyaw-stabilization failure on flight characteristics.3. Refer to Figure 1-5 for airspeed limitations when carryingSidewinder 1A mssile with MK-8 warhead.

Figure 1-2


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I Limitations NAVWEPS 01-45HHC75t)1AL I M I T S V E R S U S G R O S S W E I G H T

CQ

bfi

KHWO0

-4

-2 -

22 24 26GROSS WEIGHT - 1000 LB

CLEAN CONDITION

28

Aileron rolls shall not be initiatedat less than 1.0 g. During rolls thestick shall not be moved forward ofth e level flight longitudinal stickposition for the entry airspeed used.

SEA LEVEL T O 30,000 F EET6048 2 - 5 5

Figure 1-3

-6


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JHP*AVWEPS 01-46HHC-C-501A SectAircraft Operating Limita, E X T E R N A L S T O R E S L I M I T A T I O N SSTORES

SIDEWINDER( - 1 A OR -1C)

ZUNI ROCKETS(IN LAU-33/A ORLAU-35/A ROCKETPACKS ON AERO-3A LAUNCHERSONLY

STATIONS- FUSELAGE(NOTE 1)

DUAL PYLONS PYlONSr wwaUpperLett

V

V

LowerLeft

V

V

UpperRight

V

V

LowerRight

V

V

Left

V

V

Right

V

V

MAXIMUM INDICATEDAIRSPEED OfMACH NUMBER NORMAL ACCELERATION(WHICHEVER IS LESS)(NOTE2) ;

CARRYING

Figure 15Sheets 1 & 2( S e e Note 3)Figures 1-1and 1-2

Figures 11and 1-2

FIRINGKIAS IMN

AircraftLimts( S e e re-marks)

0 . 9 5

CARRYING

Figures 1-1Sheets 1 & 2__ janaFigure 1-2

FIRING ORJETTISONING

Og-2g

0.5g-1.5g

REMARKS

Do not fire above 6feet. Usemlitary ratedfor firing above 60,000The mnimumairspeed fing above 50,000 feetlinearly between 180at 50,000 feet and 205at 60,000 feet. Whenabove 55,000 feet or jeing above 15,000 feet,the continuous enginetion swtch ON (or madepress the igniteswtch) at least 10 sbefore firing to prevensible engine flameout. of SW-1Cmissiles fromright dual pylon statonly permtted for otional necessity, becauexcessive paint erosionDo not fire above 5feet. Above 15,000 pace the continuous ignition swtch ON (orually depress the igniteswtch) at least 10 sbefore firing to prevensibe engine flameout.

1. A check (V) indicates station occupancy.2. When carrying stores in combination, the more restrictive limts apply.3. Figure 1-5 lists additional airspeed limitations when carrying Sidewnder 1A mssile with MK-8 warhead.

6018

Figure 14

Changed 1 December 1964


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IL I M I T A T I O N S

A I R C R A F T C A R R Y I N G S ID E W IN D E R 1 A W I T H M K 8 M O D 0 / 1 / 2 W A R H E A DS T A N D A R D D A Y - 5 9 F (1 5 C ) A T S E A L E V E

Hww

\

50

40

30

20

10

IIIIV

0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2MACH NUMBER

LIMITATIONSZONE I: No RestrictionsZONE II: Repeated excursions of no more'than 10 minutes each permissibleZONE III: Repeated excursions of no more than 5 minutes each permissible; inspectionof warheads recommended after each excursion into Zones II and III.ZONE IV: Avoid

1. Limitations do not apply to aircraft climb schedules.2. If limitations of Zones II, III and IV are violated, the warhead should be destroyed byjettisoning the missile, if possible. If not possible, landing on the carrier or airstrip can bemade with low order risk.3. Limitations apply only to the Mk 8 Mod 0/1/2 warhead. The Mk 8 Mod 3 warhead isunrestricted.604825-8NB

-8Figure _LrS ttheef

Changed 15 July 1966


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BblASectioAircraft Operating Limtati

A I R S P E E D L I M I T A T I O N SA I R C R A F T C A R R Y I N G S ID E W IN D E R 1A W IT H M K 8 M O D 0/1/2 W A R H E A DH O T D A Y - 1 0 3 F ( 3 9 . 5 C ) A T S E A L E V E L

wQ

wCOV3CD

50

40

30

20

10

II

0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0MACH NUMBER

LIMITATIONSZONE I: No RestrictionsZONE II: Repeated'excursions of no more than 10 minutes each permissibleZONE III: Repeated excursions of no more than 5 minutes each permissible; inspectionof warheads recommended after each excursion into Zones II and III.ZONE IV: Avoid

1. Limitations do not apply to aircraft climb schedules.2. If limitations of Zones II, III and IV are violated, the warhead should be destroyed byjettisoning the missile, if possible. If not possible, landing on carrier or airstrip can bemade with low order risk.3. Limitations apply only to the Mk 8 Mod 0/1/2 warhead. The Mk 8 Mod 3 warhead isunrestricted.6 0 4 8 2 5 9

Figure J-5 fSheef 2)Changed 15July 1966


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s e c t i o n IVfl ight p r o c e d u r e sa n d character ist ics

CONTENTSPART 1- FLIGHT PROCEDURES*PART 2-FLIGHT CHARACTERISTICS

4-2Unit Horizontal Tail 4-2

4> 2Level Flight 4-3Maneuvering Flight 4-3

4-8

*Refer to unclassified NATOPS Flight Manual

Angle of Attack 4-8

UNCLASSIFIED 4-


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Section IVFlight Characteristics


PART 2 - FLIGHT CHARACTERISTICS

NTRODUCTIONNote

Refer to NATOPS Flight Manual for addi-tional information.

UNIT HORIZONTAL TAILLongitudinal stick forces (figure 4-1) are light andare determined by stick position away from trim, rateof stick motion, g load, and pitch acceleration.

The Crusader's operating regime covers an extremelywide band of flight conditions ranging from the lowspeeds required for carrier operations, through thespeeds required for long-range cruising flight, to highspeed flight at low and high altitudes. Flight stabiliza-tion, stick variable gain, a two-position wing, andfixed ventral fins are utilized to permit satisfactoryoperation throughout the flight envelope.

SPEED BRAKEAs the speed brake extends, it causes a nose-up trimchange under all flight conditions. At subsonic speedsthis trim change is so small as to be negligible, but atsupersonic speeds the magnitude increases graduallyuntil, at 1.55 IMN, about 15 pounds of push force isrequired to offset the trim change.

4-2 UNCLASSIFIED


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NAVWEPS 01-45HHC-501A Section IFlight CharacteristicLEVEL FLIGHTMAXIMUM SPEEDFigure 42 illustrates the maximum speed capabilitiesof the aircraft for military and maximum thrust inlevel flight with and without external stores. Do notexpect to achieve the speeds shown under all operatingconditions. Actual speed achieved in any flight mayexceed or fail to reach the values shown, dependingupon gross weight differences, atmospheric conditionsand the status of engine trim.

MANEUVERING FLIGHTSYMMETRICAL PULLOUTSSymmetrical pullouts may be performed in dive recov-eries, steady-state turns, tail chases, "rat races," etc.Figure 41 indicates the stick force per g requiredfor maneuvering flight at 10,000 and 40,000 feet. Thesecurves show that the stick force per g required forlow-altitude maneuvering is less than that required athigher altitudes. Between 0.80 IMN and 1.00 IMNat low altitudes, the stick force per g is approximatelyhalf of that needed for pullouts at higher altitudes.

Horizontal tail effectiveness at high speeds and lowaltitudes is sufficient to inadvertently exceed the struc-tural limits of the aircraft in abrupt pullups. Bepar-ticularly alert to this possibility during high-speed

maneuvering at low altitudes, and avoid abrupt contapplications. Pitch control is more sensitive with taft center-of-gravity positions which occur with1,0pounds or less fuel in the main system, and cautimust be exercised to avoid overcontrolling.For normal operation at all altitudes, particularbelow 20,000 feet, the aircraft should be flown nearly in trim as possible. The control system is leasensitive when operated near trim where action of tvariable-gain linkage results in relatively large stideflections per unit deflection of the horizontal taBecause of the rapidity with which flight conditiochange at low altitudes with combat thrust, precitrimming is difficult. Recommend minimum trimminbe attempted during a combat thrust climb belo20,000 feet until familiar with the trimming charateristics in this flight regime.Be aware of the acceleration and deceleration resultinfrom using afterburner or speed brake* at low altitudand the consequent possibility of overcontrolling. Anoscillation resulting from overcontrolling will bsatisfactorily damped by releasing the control sticSupersonic pullouts are buffet free, and limit loadcan be imposed on the aircraft even at the highaltitudes. It is recommended that the Crusader pilbecome thoroughly familiar with the differences ostick force g required at all altitudes before utilizinthe aircraft to its maximum capabilities.

S T I C K F O R C E S

STICK FORCE -LB/G

15

10

10,000 FT

0.4 0.6 0.8 1.0 1.2 1.4MACH NUMBER

1.6 1.

60482-

Figure 4-14-


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Section IVFlight Characteristics NAVWEPS 01M A X I M U M S P E E D - L E V E L FL IG HT

Standard DayAirplanes Prior To Incorporation Of ASC 335

_ 0.8 1.0 1.2 1.4 1.6 1.8INDICATED MACH NUMBER

2.0

ENGINE J57-P-16

Two SidewinderMissilesWithout MissilesF our SidewinderMissiles(After ASC 338)

Airplanes With ASC 335 Incorporated60

H 5feoo0- AH-H 4"QDH 30HJ

Q

; !Nk,N\11

1f1111111i ;

"^51

Mis/.. ^it/f/7i . - yi n'i I I

- "^ ^ ^j\ *N.**Litary Thrustf'

t.* '' *_ ^ rf

. * ,S

_."'*rf 1X

*-^,.^.,l 'm ,

1,.**

X

Maxi

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NAVWEPS HC-501A Section IVFlight CharacteristicsM A X I M U M S P E E D - L E V E L F L I G H T - WITH FOUR ZUNI PACKS (WITH OR WITHOUT ZUNIS)

Standard Day ENGINE: J57-P-16Airplanes Before ASC 335

0.8 1.0 1.2 1.4 1.6 1.8INDICATED MACH NUMBER

Airplanes With ASC 335

PR

UATU-10F

i-toej

a

a

0O0O0OC iMilT hr

->iaryust

\N\

h ^^

/, 1II II I I

-* ,Ma:Thi/f iimuust/L N^

Data based on:1. Clean condition2. Standard day3. Typical combat grossweight 25,150 poundswith 4 Zuni packs (8Zuni rockets).

0.8 1.0 1.2 1.4 1.6 1.8INDICATED MACH NUMBER

60482-6-5(2)

Figure 4-2 (Sheet 2)4-5


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R O L L I N G R O L L O U T S60

NAVWI

HW

50

40

3 05 20

10

0.4 0.6 0.8 1.0 1.2 1.4 1.6T RUEMA C H N UMB ER

Lo w EA S Subsonic Rolling PulloutsHigh EA S Subsonic Roll ing PulloutsSupersonic Rolling Pullouts 604B

and aileron deflections in order to avoid roll coupling.Except at very low airspeeds, rolls are well coordinatedin all parts of the flight envelope denned by the speed,bank angle and stick deflection restrictions in sectionI, part 4.At low altitudes above 600 KIAS roll rates decreasewith increasing speed but are adequate throughout theflight envelope. Avoid large bank angles which mayrequire excessive time to roll back to level flight whenflying at high speeds at low altitude. Roll rate can besignificantly improved in this flight area by reducingspeed and by applying rudder in the direction of roll.

ROLLING PULLOUTS

The characteristics of Crusader rolling pullouts (roll-ing while pulling g, as in breaking off a gunnery run)fall roughly into the following categories: low KIASsubsonic, high KIAS subsonic, and supersonic. Thesecategories occur about as shown in figure 4-3, but thedividing lines are not as sharp asshown.Because the accelerometer is located above the aircraftroll axis, the instrument indicates less than the trueload factor during rolls. This erroneous indication isa function of the square of roll rate and the error maybe as large as 1.0 g for full aileron rolls in the highKIAS subsonic region. Therefore, the accelerationlimits of section I, part 4, can be exceeded without averifying cockpit indication.

ROLLS

Figure 4-3

Roll stability is positive throughout the flight enve-lope. At medium and high altitudes, satisfactory rollrates are available throughout the flight envelope.During rolls, the basic aerodynamic characteristicsof the aircraft are such that adverse yaw develops atsubsonic, transonic, and low supersonic speeds. Theaileron-rudder interconnect coordinates rolls by op-posing the tendency for buildup of favorable yaw atsupersonic speeds and high altitudes. The interconnectis programmed with altitude to introduce maximumadverse yaw above 45,000 feet and minimum below13,000 feet. However, at very high Mach numbersfavorable yaw continues to build up during rolls,making it necessary to restrict permissible roll angles

To prevent exceeding rolling pullout accel-eration limits at high KIAS and low altitudewhen rolling at load factors in excess of3.0g: Avoid rapid lateral stick movementwhich might lead to inadvertent aft stickmovement. Do not exceed moderate rates of rolLErroneous cockpit accelerometer indica-tions and the aircraft pitching tendencywhile rolling both increase with an in-crease in rate of rolL

4-6


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NAVWEPS 01-45HHC-501A SectionFlight CharacterisLow KIAS Subsonic Rolling PulloutsRolling pullouts at low g are fairly smooth and therate of roll is quite high if full aileron is used. Someadverse yaw may be noticed. This adverse yaw de-creases the rate of roll and tends to make the rollsomewhat unsteady. If sufficient g's are pulled to causebuffeting during the rolling pullout, the adverse yawincreases markedly, further reducing the rate of rolLFurther increase in g causes further reduction in rateof roll to the point where the aircraft may abruptlystop rolling or even start to roll in the opposite direc-tion. Immediately recover from this condition by neu-tralizing controls. Failure to do so may precipitate asnap roll maneuver possibly followed by spin entry.In this flight region it appears most efficient andtactically advantageous to perform rolling pulloutsat low g to avoid buffeting, thereby taking advantageof higher rates of roll and maintaining a wide marginwith respect to the point where snap maneuvers maybe encountered.High KIAS Subsonic Rolling PulloutsRolling pullouts in this region are affected by thesame factors that prevail at low KIAS. However, athigh KIAS the buffet boundary is so high that thestructural limit of the aircraft is obtained beforebuffeting or adverse yaw become major factors. Forthis reason, rolling pullouts will be smoother andgenerally will be buffet-free.An increase in positive load factor (g), without addi-tional aft stick is also characteristic of rolling pulloutsin this regime.

Supersonic Rolling PulloutSupersonic rolling pullouts are extremely smooth andare accompanied by adverse yaw. No buffeting will beencountered at any speed or altitude within the glimits.

CLIMBSWhen an afterburner climb is made following take-off, establish the climb attitude approximately 005

. Mach number short of the desired climb schedule in

order to avoid overshooting the schedule. Accelerato climb schedule is rapid, and the climb attitudevery steep. This attitude will flatten somewhataltitude, and with experience the pilot will learnanticipate this flattening in order to hold a more cstant climb schedule. Extend cruise droop in a clias airspeed drops below 300 KIAS. Lead the levelaltitude by a few thousand feet except at extremhigh altitudes.Due to the rapid acceleration from brake releaseclimb schedule (approximately 1 minute) whenafterburner, very little time is available to thorougcheck the aircraft before obtaining high speAccordingly, do not attempt afterburner climbsflowing takeoff until familiar with the aircraft.Military thrust climbs following takeoff are comrable to maximum performance climbs in subsoaircraft. Extend cruise droop in the climb as airspdrops below 300 KIAS. Due to airspeed and attitchanges during climbs, a small amount of directioand lateral retrimming is required.

ZOOM CLIMBS (See figure 4-4.)A zoom climb permits the high kinetic energy leof supersonic flight to be used to attain altitudesin excess of those attainable in steady-state climGenerally speaking, initiate zooms from .Mach nubers greater than 1.50 and at altitudes of at least 40feet. Under certain atmospheric conditions, elevaMach numbers can be achieved at 45,000 to 50,feet However, it has been found that the apparadvantage of initiating a zoom climb from 50,000decreases because of the increased UHT deflectirequired to obtain 2.0 g at this altitude. It is recomended that maximum altitude zooms be . stabetween 40,000 and 45,000 feet at maximum speedPrior to initiation of a zoom climb, set the VGzero to establish the correct climb angle. Place continuous engine ignition switch in ON. Smooapply a load factor of 2.0 g and hold it until 30 clangle is reached. Hold this climb angle until airspdrops to 220 KIAS, then begin 0.5 g pushover othe top. To preclude afterburner blowout and possubsequent engine instability, move the throttlethe MILITARY position at 60,000 feet or 200 KIwhichever occurs first.

Changed 1 December1964


25/167

IVCharacteristics

Z O O M C L I M BNAVWEPS 501A

TYPICAL ZOOM CLIMBS TO MINIMUMAIRSPEED OF 170 KNOTS IAS AT TOP OF CLIMB

0.6 0.8 1.0 1.2 1.4INDICATED MACH NUMBER

1.6 186 04 8 26 7

Figure 44

ing zoom climb maneuvers above 50,000 feet, aoil pressure of 30 psi is permissible.

e principal advantage to be gained through use ofe "zoom" maneuver is to achieve supersonic speedaltitude higher than that at which the aircraftn normally become supersonic by first climbing and

(See figure 4-5.)Note

Refer to the NATOPS Flight Manual foradditional information.20,000 feet aileron effectiveness deteriorates atnear the extremes of the permissible Sightpe. Considerable retrimming of rudder andis usually necessary in high-speed dives. Un-sounds, variously described as those producedrapidly shooting a gun alongside the cockpit, thepassage of artillery shells, or the mooing of aencountered in this area. These soundsproved to be of no consequence.

ARMAMENTNote

Refer to NATOPS Flight Manual for addi-tional information.SIDEWINDER MISSILE FIRINGThe missiles light off and depart from the aircraftwith a dull explosive sound. At high speeds the air-craft will yaw slightly away from the missile after itleaves the launcher. At extreme altitudes and lowspeeds, engine flameout may occur if the restrictionsin section I, part 4 are not observed.If the aircraft isbeing maneuvered so as to cut sharplyacross the missile wake in firing runs at moderate alti-tudes and low speeds, a loud bang may emanate fromthe engine as a result of momentary compressor stall.This momentary stall is of no consequence, and inmost cases engine instruments will not reflect anychange, because of the extreme brevity of the con-dition.

ANGLE OF ATTACK (Sn-ft*n4-6.)-8


26/167

D I V E R E C O V E R YNAVWEPS

SectionFight Characteristi

INDICATED ALTITUDE ATSTART OF PULLOUT -1,000 FEET

ALTITUDE LOST DURINGPULLOUT - 1,000 FEET

CONSTANT 4-WULLOUT40

20

400

INDICATED AIRSPEED AT START OF PULLOUT

500 600TRUE 700 800 900 100AIRSPEED - KNOTS

VZ*

yfrrA

12

16

20

24

Refer to figures 1-1 and. l-2.for "G

DATA BASED ON : FLIGHT TESTSDATA AS OF: 1 DECEMBER 195880482-90

Figure 4-5 (Sheet 1)


27/167


D I V E R E C O V E R Y -NA 1A

INDICATED ALTITUDE ATSTART OF PULLOUT -1,000 FEET

ALTITUDE LOST DURINGP ULLOUT - 1,000 FEET

CONSTANT 6-G PULLOUT

nf \

otj

^

'.

22x

TOICATED AIRS

2j '

^ 't

?g

^

^/

- *i

?^

?*

j /

*

|i

^

a"7

g

^2*^^ 'j;

P EED AT START OF PULLOUT" ~ p 0 !2^ *e ^ * ^ ** * *t * w

** kG**" * (i \F*>" rtf.^ f i ** * *g *5 ^ *^

^

. _,, Lrp ^ - l - - 4 S S R * IQt ^ ^ ?5t*t*' ?

?* ,^^*F

. ^rf *^

(r

( ^j

j^^

^

'r*

^V

^^

T1"

7

I rj ^

^

_ _ _^wy'rr

^ _

~ gv2

A 2^ >

^

)*

400 500 600 700 800TRUE AIRSPEED - KNOTS

900 1000

Refer to figures 1-1 and 1-2 for "G" limits.

DATA BASED ON: FLIGHT TESTSDATA AS OF: 1 DECEMBER 19586CU82-6-8U)

Figwre 4-5 (SJieef 2)4-10


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A N G L E - O F - A T T A C K R E L A T I O N S H I PNA 01A Section Fight Characterist

1,000

EXAMPLE: Known - Alt, CAS,Wt, Load Factor

Sheet 1A Calibrated Air Speed 400 KnotsB Pressure Altitude 20,000 FtB-C Mach Number 0.84D Equivalent Air Speed 380 KnotsSheet 2E Gross Weight 20,000 LbsF Load Factor 2 GG Equivalent Air Speed 38 0 KnotsH Coefficient of Lift 0.21Sheet 3

J Coefficient of Lift 0.21K Mach Number 0.84L Equivalent Air Speed 380 KnotsM Correct Angle ofAttack 4.0 Deg(71.1 Mils)

60482-69

Figure 4-6 (S/teef IJ*.! 4-11


29/167

Section IVFight Characteristics NAVWEPS 0145HHC-501A

A N G L E - O F - A T T A C K R E L A T I O N S H I P

GROSSWEIGffT-1,000 LB

16

12

1.0

0.8

COEFFICIENT 0 6OF LIFT

0.4

0.2

20 60 80LIFT -1,000 POUNDS 100 120

40 60 80LIFT -1,000 POUNDS

100 120

60M2-6-9(2)

Figure 4-6 (Sheet 2)4-12


30/167


SectionFlight Characteris

A N G L E - O F - A T T A C K R E L A T I O N S H I P

1.0 : - - - - : : : : : : : : : : : : : i tH ::::::::::::::::::::::::0.8 qo 1 ] 'rimgO.6HH -g [ H i l l I I I I I I I I I 1 M LSo.4 :::::::::::::::::.::::--

J : : : :Illllllll0 40

ANGLE OF M IIM 1 IATTACK

:::::::::::::::::::::: :MN =1.2=| = ;;::|;:::::::::::::I I I 1 I l l l l l l 1 I I I l l l l ! | | M N = o . s r Q j T H J T r H - iMN = 0.6-5:'s = s> ;;";;---:'::; "::::::::::::: : : M N =1.4-py^.S,:::!^!;^!!:^:;

f i . . t l . f t m , i . , 2 S _ . - !

80 120 160 200 2401 1 !l 1 1 1 1 1 1 1 1 1 1 1 1 I l l l l l l III 1 I t

:::::::::::::::::::::::;:;=::.,.?::::::;, :;:::::::; * - > ;;'

-280 320

i l l I I I . . . 1 I I , mDEGR12 16U

200

UOOOQ< :w 600

800

6O482~6

F/gi/re 4-6 fS/ieef 3)I CLASSIFIEO 4=1


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IV UNCLASSIFIEDNAVWEPS 01-45HHC-501A

UNCLASSIFIED


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UNCLASSIFIEDNAVWB>S 01-45HHC-501A

s e c t i o n Xp e r f o r m a n c e d a t a

C O N T E N T SPART 1- INTRODUCTION

ScopeArrangementAbbreviations and Symbols-Airspeed ConversionStandard Data

PART 2-PERFORMANCE CHARTSUsing the Charts-

ComputerMission PlanningTakeoff, Combat Allowance, Descent and Landing Data All Configurations

_ 11-2 11-2-11-2__ 11-2_ 11-11

_ _ 11-17_11-33

..._ 11-37Climb, Cruise, Range and Endurance Decision and SpecificRange Data Configuration I 11-51Climb, Cruise, Range and Endurance Decision and SpecificRange Data Configuration II 11-79Climb, Cruise, Range and Endurance Decision and SpecificRange Data Configuration III 11-97

UNCLASSIFIED 1


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Section XIIntroduction UNCLASSIFIEDNAVWEPS 01-45HHC-501A

PART 1 - INTRODUCTIONSCOPEThis section contains data from which performanceof the aircraft can be predicted for all types of mis-sions. The information is not only useful for flightplanning but also serves to illustrate the effects ofmany of the variables which affect the aircraft's per-formance.

text includes examples that illustrate the use ofdata charts. These examples consist of as-conditions for which typical performanceare read from sample charts. The sampleerprinted in red with instructions show-

These sample mission plans make use offrom most of the charts published in the manual.of the chart forms gained by studying thecharts will prove helpful in use of the missionproblems.gear, wing, and wing lead-

qualify various charts are

Condition DescriptionClean Landing gear retracted, wing down, wingleading edge retracted.Cruise Landing gear retracted, wing down, wingleading edge in cruise droop position.Landing Landing gear extended, wing up, wingleading edge in landing droop position.

1 contains airspeed conversion data and standard(with discussions) and sample prob-charts.

2 contains discussions and sample problems toin using the performance charts and RESTcom-performance charts common to all configura-and performance charts common to specific

takeoff,wance, descent and landing charts.

The remaining performance data are arranged in threeconfigurations with climb, cruise (profile), range andendurance decision and specific range charts groupedtogether for each configuration. With the exceptionof climb and specific range charts in configuration I(where two sets of charts are provided), all loadingswithin a configuration fall within 5% of the datashown. The external stores loadings which pertain toeach configuration are listed on the title page of eachconfiguration area.ABBREVIATIONS AND SYMBOLSCAS Calibrated airspeedEA S Equivalent airspeedEPR Engine pressure ratioFT FeetGS Ground speedHW HeadwindKIAS Knots indicated airspeedLB Pound (s)MN Mach numberNAUT MI Nautical milesSL Sea levelTAS True airspeedTW_ Tailwind1/V7 Inverse of the square root of

density ratioAIRSPEED CONVERSIONINTRODUCTIONThe primary use of the airspeed conversion charts isfor changing from one type of airspeed notation toanother. The relationships between types of airspeednotations are as follows:

IAS = indicator reading corrected for instrumenterrorCAS = IAS corrected for position error (figure11-1)TAS = CAS corrected for altitude and tempera-ture (figure 11-2)EAS = TAS corrected for atmospheric density ef-fects (figure 11-3)

Except that angle-of-attack-relationship (figure 4-6)may have to be employed, the primary conversion nec-essary will be IAS, CAS and TAS conversions usingfigures 11-1 and 11-2.UNCLASSIFIED


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UNCLASSIFIEDNAVWEPS 01-45HHC-501A SectionIntroductio

POSITION ERROR CORRECTION

This chart (figure 1 1 1 ) gives th e corrections that areto be added to indicated airspeed, altitude and Machnumber to obtain calibrated airspeed, pressure altitudeand true Mach number. For example, assume an indi-cated airspeed of 350 knots at 40,000 feet with the air-plane in the clean condition. Enter th e clean conditionairspeed correction chart (sheet 2) at the 350-knot IASline and project vertically to the 40,000-foot curve. Atthis intersection project horizontally to the left toobtain a correction of 6.5 knots. Add 6.5 to 350 toobtain a CAS of 356.5 knots. Altitude and Mach num-ber corrections are obtained in a similar manner.Sheet 3 of the position error correction charts presents>correction data in a convenient combined form forreading true speed and altitude when indicated valuesare known. For instance, assume flight at 500 knotsindicated airspeed at 25,000 feet indicated altitude (in-dicated airspeed an d altitud e inclu de instrument errorcorrections). Enter the chart at the intersection of thedashed 500-knot I N D I C A T E D A I R S P E E D curve and the25,000-foot I N D I C A T E D A L T I T U D E line, then read down-ward to the E Q U I V A L E N T A i K S P E E D scale to find 460

knots EAS, and to the left to the T R U E P R E S S U R E ALTTUDE scale to find 26,000 feet.T he T R U E M A C H N U M B E R curves are labeled with tcorresponding indicated Mach number to permit coversion from either type of notation to the other.AIRSPEED - MACH NUMBER CONVERSIONThis chart (figure 1 1 2 ) gives the true Mach numbecalibrated airspeed and true airspeed for standard annonstandard atmospheric temperatures. For exampassume a CAS of 425 knots at an altitude of 40,00feet with a free air temperature of -35C. Enter thchar t at the 425- knot CA S line and project verticalto the 40,000-foot T R U E P R E S S U R E A L T IT U D E curve. Athis intersection, project horizontally to the leftobtain a true Mach num ber of 1.31.Following the T R UA I R S P E E D curve from the CAS and altitude intersetion to the right and downward will give a standaratmosphere TAS of 753 knots. If the temperaturenot standard for the altitude (figure 11-4), projehorizontally to the right from the CAS and altitudintersection, to the sea level curve, then downwardth e -35C F R E E AIR T E M P E R A T U R E curve and horizotally to the right to obtain a corrected TAS of 78knots.

UNCLASSIFIED 11-


35/167

Section XIPerformance Charts UNCLASSIFIEDNAVWEPS 01-45HHC-501A

P O S I T I O N E R R O R C O R R E C T I O N ORIGINAL AIRSPEED SYSTEM (PRIOR TO INCORPORATION OF ASC 335)MODEL: F-8C STANDARD DA Y

ALTITUDE CORRECTION2000

1000

CLEAN CONDITION

CORRECTION- FEET

-1000

-2000

-3000

-4000

PRESSURE ALTITUDE = INDICATED ALTITUDE + CORRECTION

50

150 250 350 450 550 650INDICATED AIRSPEED - KN O T S

LANDING CONDITION

750

CORRECTION- FEET

-50

PRESSURE ALTITUDE = INDICATED ALTITUDE + CORRECTION

120 130 140 150 160INDICATED AIRSPEED - KNOTS

170 180

DATA BASED ON: FLIGHT TESTSDATAiAS OF: 1 DECEMBER 19586U82-A-Z(I)

11-4

Figure 11-1(Sheet 1)UNCLASSIFIED


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1 . _ V


SectionPerformance Cha

P O S I T I O N E R R O R C O R R E C T I O N ORIGINAL A.RSPEED SYSTEM (PRIOR TO INCORPORATION OF ASC 335STANDARD DA YAIRSPEED CORRECTION1510

CORRECTION-KNOTS

100 200 300 400 500 600 700INDICATED AIRSPEED - KN O T S

800 900

CORRECTION- KN O T S

110MACH NUMBER CORRECTION.05

130 140 150 160 170I N D I C A T E D A I R S P E E D - K N O T S 180 190

:: CLEAN CONDITION

CORRECTION- MACH NO.

-.15-.20..25

: T R U E MA CH NO. = INDICATED MACH NO. + CORRECTIONm0 .5 .6 .7 .8 .9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

INDICATED MACH NUM BERDATA BASED ON: FLIGHT TESTSDATA AS OF: 1 DECEMBER 1958 6048ZA 2F/gure 11-1 (Sheet-2)

UNCLASSIFIED 11-


37/167


Kin

O

nnuin

I/)OPttaO

ooo'i-laniuw aanssaud armi 6048Z-A-6QUNCLASSIFIED


38/167



P O S I T I O N E R R O R C O R R E C T I O N -MODEL: F-8CDATA BASIS: FLIGHT TESTSDATE 1 March 1960

IMPROVED AIRSPEED SYSTEM (AIRPLANES WITH ASC 335 INCORPORATED)

ALTITUDE CORRECTIONCLEAN CONDITION

PRESSURE ALTITUDE= INDICATED ALTITUDE+CORRECTION!50,000

-800100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 850

INDICATED AIRSPEED KNOTS

LANDING CONDITIONcE1 50

O5 ofcj uat8 -50

-PRESSURE ALTITUDE= INDICATED ALTITUDE+ CORRECTION-

= = = = a K =

100 no i9n nn IAD isn i*n 170 iso 190 200 210 220

INDICATED AIRSPEED KNOTS

60MZA

Figure 11-I (Sheet 4)UNCLASSIFIED 11


39/167

Section XIPerformance Charts UNCLASSIFIEDNAVWEPS 01-45HHC-501AP O S I T I O N E R R O R C O R R E C T I O N

MODEL: F-8C IMPROVED AIRSPEED SYSTEM (AIRPLANES WITH ASC 335 INCORPORATED)DATA BASIS: FLIGHT TESTSDATE: March I960 AIRSPEED CORRECTION

CLEAN CONDITION

CORRECTION KNOTS -20

10 ::::::::::CAS= AS +CORRECTiON:::

'. ~ " " " .. * ? J ^? " " 1* ' ^ " ' M ' S i ^ p S ' S S i s c "-5 ::::::::::5:5::s-s;::S-V-v: 3"--5

" 2 [illli25 ::::::::::::::::::::::-:::::-' S-::i:-30 ::::::::::::::::::::::::::::::::::::::-35 ::::::::::::::::::::::::::::|::::|:-40 ::::::::::::::::::::::::::::::::::::::-45 ::::::::::::::::::::::::::::::::::::::

- S k i __i (^ ^y^ \

, , ^ _ . _ . n i - _ : _ . ^_ C S. S

_. ._ 3 "T100 200 300 400 500 600 700INDICATEDAIRSPEED KNOTS 800 900

CORRECTION MACH NO.

.04

.020

-.02-.04-.06-.08

-.12-.14

LANDING CONDITION

120 140 160 180 200 220INDICATEDAIRSPEED KNOTSMACH NUMBER CORRECTION

CLEAN CONDITIONTRUE MACH NO. = INDICATED MACH NO. +CORRECTION

.2 .4 .6 .8 1.0 1.2 1.4 1.6 1.8 2.0 2.2INDICATED MACH NUMBER

240

60482- A- 1(5)

Figure U-l (Sheet5)UNCLASSIFIED


40/167

UNCLASSIFIEDNAVWEPS 01-45HHC-501A00 - aanxvaadwax aivaaai

SectionPerformance Ch

* ! o S S S vtfl O IA O 10 O Uf> O u?ui ^* ^r co y oo y o V cs ^N ^ oo o


41/167


svx - aaadsinv anax

w- aaawnti H O V W anai

UNCLASSIFIED


42/167

UNCLASSIFIEDNAVWEPS 01-45HHC-501A SectiIntroduSTANDARD DATAINTRODUCTIONThese charts contain standard atmosphere data appli-cable to all flight operations. They consist of a stand-ard conversion fo r atmospheric density effects, a tabu-lation of standard altitude characteristics, a tabulationof range factors for computing effects of winds aloft,and a wind vector diagram.DENSITY ALTITUDE CHARTThis chart (figure 11-3) is used to obtain l/V ff (factorused to convert true airspeed to equivalent airspeed)and the density altitude when the pressure altitude andambient temperature are known. The standard daytemperature-altitude relationship is shown by the linefrom 25 at the bottom of the chart to -57 at thepressure altitude of 37,000 feet, then vertical to thetop of the chart. To use the char*, enter at the knowntemperature, project vertically to known pressure alti-tude and read density altitude to the left of this inter-section or the 1/V" to the right. For example, assumea pressure altitude of 30,000 feet and an ambient tem-perature of -30C. Enter chart at the -30C line andproject vertically to the 30,000-foot P R E S S U R E A L T I T U D Ecurve. Reading to the left of this intersection gives adensity altitude of 31,800 ft, and to the right^ givesa value of 1.67 for 1/V*.Dividing TAS by 1/V*givesE A S .

STANDARD ATMOSPHERE TABLEThis table (figure 1 1 4 ) gives th e standard da y con;ditions at various altitudes fo r density ratio, l/V0^temperature, speed-of-sound ratio, atmospheric pres-sure and pressure ratio. To find the value of any itemon a standard day, read figure to the right of the alti-tude in the appropriate column.RANGE FACTORS CHARTThe flight profile charts do not include wind effectsand for this reason it is necessary in flight planning tomodify th e profile data for the effects of expectedwinds aloft. T he range factors chart (figure 1 1 5 )provides factors fo r various relative winds and trueairspeeds that permit adjustment of range, time an d

fuel information read from the profile. The chart into account wind from any direction relative tcourse of the airplane. Winds from either side havsame effect on range as long as they are of thevelocity and are at the same relative angle.Assume that the profile charts have been consulteobtain the distance that can be attained with a speamount of fuel under no-wind conditions, butthere is an expected headwind or tailwind. Enterange factors chart at the proper relative windand velocity and read the range factor for the platrue airspeed. Multiply the no-wind range by thefactor to obtain the increased or decreased rangepending upon whether there is a tailwind or wind) attainable with the same amount of fuel.When a known distance is to be traversed anddesired to find the fuel and time required usinprofile charts and considering wind effects, it isnecessary to find a "factor distance" with whicenter the no-wind profile charts. The known disis divided by the appropriate range factor to othe factor distance, which has no use other thandevice for entering the profile charts to read fuetime.When using the combat radius profile, it is not nsary to consider headwind or tailwind as long atrue wind is constant during both the outboundinbound portions of the flight. If the winds outband inbound are different, is is necessary to averagrange factors for the relative winds outboundinbound. With a direct crosswind, range will bduced somewhat and wind must be considered.CROSSWIND CHARTThis chart (figure 116) permits determinatiorunway headwind an d crosswind components wlocal wind conditionsar e known. F or instance, astha t th e wind over the runway is 40 knots fromrelative to the runway and it is desired to findheadwind component for use in reading the tadistance chart. Read up to 35 radius line to40-knot wind line. From this point, project hortally to the R U N W A Y COMPONENT scale to obtainknots. The chart is read in the same manner totailwind component by using the angle betweenreciprocal of runway heading and the local win

UNCLASSIFIED 1


43/167

Section XIPerformance Chart*D E N S I T Y A L T I T U D E C H A R T


ICAO STANDARD DAYSTANDARD DATA

80

-5

5.20 5.10 5.004.80.4.70

4.454.304.154.003 . 853.703.553.40

.94-80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40

TEMPERATURE- CENTIGRADE50 60

11-12Figure 71-3

UNCLASSIFIED


44/167

UNCLASSIFIEDNAVWEPS 01-45HHC-501A SectionPerformance ChS T A N D A R D A T M O S P H E R E

ICAO STANDARD DAYSTANDARD SL CONDITIONS: CONVER SION F ACTORS:

TEMPERATURE - 15*C (59' f) 1 IN. Hg- 70.727 L8/SQ FTPRESSURE -29.921 IN. Hg; 2116.216 IB/SO FT 1 IN. Hg- 0.491 16 LB/SQ IN.DENSITY -.0023769 SLUGS/CU FT 1 KNOT -1151 M.P.H.SPEED OF SOUND -11 16.89 FT/SEC; 661. 7 KNOTS 1 KNOT -1688 FT/SEC

ALTITUDEFEET01,0002,0003,0004,0005,000

6,0007,0008,0009,00010,00011,00012,00013,00014,00015,00016,00017,00018,00019,00020,00021,00022,00023,00024,00025,00026,00027,00028,00029,00030,00031,00032,00033,00034,00035,00036,00036,08937,00038,00039,00040,000

DENSITYRATIOa1.000.9711.9428.9151.8881.8617.8359.8106.7860.7620.7385.7155.6932.6713.6500. 6292.6090.5892.5699.5511.5328.5150.4976.4806.4642.4481.4325.4173.4025.3881.3741.3605.3473.3345.3220.3099.2981.2971.2843.2710.2583. 2462

TO1.00001.01481.02991.04541.06111.07731.09381. 11071. 12791. 14561. 16371. 18221.20111.22051.24031.26061.28151.30281.32461.34701.37001.39351.41761. 44241.46781.49381.52061.54801.57621.60521.63491.66541.69681.72911.76231.79641.83151.83471.87531.92091.96772.0155

TEMPERATUREC

15.00013.01911.0389.0567.0765.0943.1131.132-0. 850-2.831-4. 812

-6.793-8. 774-10.756-12. 737-14.718-16.699-18. 680-20. 662-22.643-24. 624-26. 605-28. 587-30. 568-22.549-34. 530-36.511-38.492-40.474-42.455-44.436-46.417-48.398-50.379-52.361-54.342-56.323-56. 500

8F59. 00055.43451. 86848.30244. 73541. 16937. 60334.03730.47126. 90523.33819. 77216.20612.6409.0745.5081.941-1.625-5.191-8. 757-12.323

-15. 889-19.456-23.022-26.588-30. 154-33.720-37.286-40.852-44.419-47.985-51.551-55.117-58. 683-62.249-65.816-69.382-69.700

SPEED OFSOUNDKNOTS661.7659.5657.2654.9652.6650.3648.7645.6643.3640.9638.6636.2633.9631.5629.0626.662 4 . 2621.8619.4617.0614.6612.1609.6607.1604.6602.1599.6597.1594.6592.1589.5586.9584.4581.8579.2576.6574.0573.7

PRESSUREIN. H g.29.92128. 85627. 82126.81725.84224. 896

,23.97823.08822.22521.38820. 57719.79119.02918.29217. 57716. 88616.21615. 56914.94214. 33613. 75013. 18412. 63612. 10711.59711. 10310.62710. 1689.7259.2978.8858.4888.1067.7377.3827.0416.7126.683.3976.0975.8115.538

PRESSURRATIO61.0000.9644.9298.8962.8637.8320.8014.7716.7428.7148.6877.6614.6360.6113.5875.5643.5420.5203.4994.4791.4595.4406.4223.4046.3876.3711.3552.3398.3250.3107.2970.2837.2709.2586.2467.2353.2243.2234.2138.2038.194218 JA2_

Figure 11-4(Sheet 1)UNCLASSIFIED 11


45/167


T A N D A R D A T M O S P H E R EICAO STANDARD DAY

STANDARD SL CONDITIONS: CONVERSION FACTORS:TEMPERATURE- 15C (59F) 1 IN. Hg- 70.727 LB/SQFT; PRESSURE -29.921 IN. Hg; 2116.216 LB/SQ FT 1 IN. Hg- 0.491 16 LB/SQ IN.DENSITY -.0023769SLUGS/CU FT 1 KNOT -1.1 51 M.P.H.- SPEED OF SOUND- 11 16.89 FT/SEC; 661.7 KNOTS 1 KNOT -1.688 FT/SEC

ALTITUDEFEET41,00042,00043,00044,00045,00046,00047,000

'48,00049,00050,00051,00052,00053,00054,00055,00056,00057,00058,00059,00060,00061,00062,00063,000

64,00065,00066,00067,00068,00069,00070,00071,00072,00073,00074,00075,00076,00077,00078,00079,00080,000

DENSITYRATIOa.2346.2236.2131.2031.1936.1845.1758.1676.1597.1522.1451.1383.1318.1256.1197.1141.1087.1036.09877.09414.08972.08551.08150.07767.07403.07055.06724.06409.06108.05821.05548.05288.05040.04803.04578.04363.04158.03963.03777.03600

1vo"2.06452.11482.16622.21892.27282.32812.38482.44282.50222.56302.62542.68922.75462.82162.89032.96063.03263.10633.18193.25933.33863.41983.50293.58813.67543.76493.85643.95024.04634.14474.24564.34884.45454.56334.67384.78744.90395.02315.14545.2706

TEMPERATUREC

-56.500

-56.500

8F-69.700

-69.700

SPEED OFSOUNDKNOTS573.7

573.7

PRESSUREIN. Hg.

5.278i 5.0304.7944.5694.3554.1513.9563.7703.5933.4253.2643.1112.9652.8262.6932.5672.4462.3312.2222.1182.0181.9241.8331.7471.6651.5871.5131.4421.3741.3101.2481.1901.1341.0811.0300.9820.9350.8920.8500.810.

PRESSURERATIO2 >.1764.1681.1602.1527.1455.1387.1322.1260.1201.1145.1091.1040.09909.09444. 09001.08578.08176.07792.07426.07078.06746.06429.06127.05840.05566.05305.05056.04819.04592.04377.04171.03976.03789.03611.03442.03280.03126.02980.02840.02707

60432 A-38

11-14Figure 11-4 (Sheet 2)

UNCLASSIFIED


46/167

R A N G E F A C T O R SUNCLASSIFIEDNAVWEPS 01-45HHC-501A SectionPerformance Char

Relative\v/ 1 *t A**1AWindAngle

(Degrees),

0

30

60

90

1 2 0

1 5 0

180

V A CIAS

350400450500550350400450500550350400450500550350400450500550350400450500550350400450500550

350400450500550

Wind Velocity (Knots)40

0.8860.9000.9110.9200.9270.8990.9120.9220.9300.9360.9380.9460.9530.9580.9620.9940.9950.9960.9970.9971.0521.0461.0411.0371.0341.0971.0851.0761.0681.062

1.1141.1001.0891.0801.073

600.8290.8500.8670.8800.8910.8480.8670.8820.8940.9040.9030.9170.9270.9350.9410.9850.9890.9910.9920.9941.0751.0661.0591.0541.0501.1461.1271.1131.1021.093

1 . 1 7 21.1501 . 1 3 31 . 1 2 01.109

800.7720.8000.8220.8440.8550.7960.8220.8420.8580.8710.8660.8850.8990.9100.9190.9740.9800.9840.9870.9891.0941.0851.0761.0701.0641.1911.1681.1491.1351.123

1 . 2 2 81.2001.1781.1601.146

1000.7140.7500.7780.8000.8180.7420.7760.8010.8220.8390.8240.8520.8700.8850.8970.9590.9690.9750.9800.9841.1101.1011.0921.0851.0791.2371.2081.1861.1681.154

1.2861 . 2 5 01 . 2 2 21.2001 . 1 8 2

1200.6570.7000.7330.7600.7820.6880.7290.7600.7850.8050.7840.8160.8400.8580.8730.9410.9550.9640.9710.9761.1271.1161.1061.0981.0911.2821.2481 . 2 2 21.2001.183

1 . 3 4 31 . 3 0 01 . 2 6 71 . 2 4 01.218

60482A4A

Figure 71-5UNCLASSIFIED 11-15


47/167

Section XIPerformance ChartsC R O S S W I N D 'STANDARD DATA


60

2ouI

50

.{2 40O*30

20

10

10 20 30 40 50 60CROSSWIND COMPONENT KNOTS

11-16Figure 11-6

UNCLASSIFIED

60482-A-37


48/167

UNCLASSIFIEDNAVWEPS 01-45HHC-501A SectionPerformance Cha

PART 2-PERFORMANCE CHARTSUSING THECHARTSAll of the sample problems are preceded by a discus-sion of the type of data or information to be obtainedfrom the charts or profiles. The sample problems thenillustrate the use and reading of the charts.

preflight determination of normal ground run ditance, obstacle clearance distance, nosewheel liftospeed, takeoff speed, maximum refusal speed, maxmum refusal distance, and speeds or distances fochecking takeoff acceleration during ground roll.

TAKEOFF DATAThe takeoff data charts provide distance and speeddata for various phases of the takeoff operation, in-cluding normal and crosswind takeoffs, minimum run(short field) takeoff, and takeoffs performed to clearobstacles. Takeoff data are based on the takeoff tech-nique described in section III of the NATOPS FlightManual. The information provided makes possible

Takeoff DistanceThis chart (figure 117) permits the determinatioof the normal ground run distance and the total ditance to clear obstacles as high as 200 feet when thrunway temperature, pressure altitude of the runwaytakeoff gross weight of the aircraft, runway wind, anheight of obstacle are known. Values can be obtainefor headwinds up to 40 knots and tailwinds up to 2knots.

T A K E O F F D I S T A N C E MILITARY THRUST WITH OR WITHOUTMISSILESHardSurface RunwayLandng Condition

DISTANCE REQUIRED FORGROUND RUN 3,150 FT

DISTANCE2REOUIREB TOCLEAR VOBSTACLE OF ISO FT 7,500 FT 3 10 14 16

Dstance to dear obstaclecomprises normal groundrol,pus distance coveredin transition to dmb,pusdistance required to dimbover height of obstade.Dstance valid for airspeedon TAKEOFF SPEED chart.

TOTAL DISTANCE TO CLEAR OBSTACLE-1,000FEET432-A-25

UNCLASSIFIED 11-17


49/167

Section XIPerformance Charts


T A K E O F F S P E E D I jNOT

" + 4.0 @ 2,000 FT ALT S- - 4.2s @ 32.2c ;:SlQ' no 161 KTS 1 AS - - , - - -T/O SPEED - - ; - ; - - ; .

\JO U U

UWLfc tr1i%g4j ;TO BE USED FORSHT PLANNING

26 S\ JJ2& X

J U X M B M R E F U S A L S P EFIELD PRESSUREALTITUDE 2,000 FTNOT. TO BE USED FORFLIGHT PLANNING' OtICTBJMWAT -HMEH9-ER CHART AT&EQFF GROSSWEGHT 28,000 IB ILITARY THRUST' TWKT "-":

ENTER CHART AT2 TAKEOFF GROSS4 A REFUSAL SPEED WEGHT 28,000 186 KTS MAXIMUM:REFUSAl SPEED:FOR WET OR ICY:RUNWAY

IY AIR TEMPERATURE ,F (32.2C)UNWAY LENGTH10 000 FT

80 100 120 140 ! 180

MAXIMUMIWUMUfUTTHtUSI3 . u~M.


50/167

I)NAVWEPS 01-45HHC-501A


V E L O C I T Y D U R I N 6 T A K E O F F G R O U N D R U N - MILITARY THRUST WITH OR WITHOUT MISSILES, TAKEOFF AIRSPEED CORRECTED180 FOR FIELD ALTITUDE AND - ' >2 ESTABLISHTEMPERATURE 161 KIAS jft\| | | | | | |[f]\\ \[JJJ| CURVE PA

MAXIMUM REFUSAL - E 3" 7 ' - - - a >? < -y< - - - 9 9* ?s> S P E E D 122 K I A S /::::;.: :z. : . . i . - . :..,....,-!..,. ..!...

VftsPEED AT ACCELERATION j' l -7* '?* -2- ; - : - ; ; ; ; ; ; ; ; ; - - ; -Q CHECK DISTANCE 107KIASy^2 -!.,...| !, 2_ .. 1_ '., t.i.t i100 l-i~lf I*-'? :;;f. .- - ^ - -Z - - .., '.

( . .i .i .1 .1t .2- * -

t.lj .12 -II 1 1 !jf J%f1 1 1 1 1 1 1 111 1 1 1 1 II 1 1M-Yu1" BFHIHAl ' 1 1 1 1 1 1 1 1tly -DISTANCE2,600 FT;;; ; - - NQR60 :::;;;::::::::::: :::::::: , :::: : :RUN....III. 3- - '- -...[.. j - I -- M i l l:::::::::::::::: ::::: :;(!!:::::::::::::::::::: : p f i l :

0 1 '/fl 3 4 S

NORMAL ACCELERATION ; = : ' ' : ' ' 'RAiiEi TOG U I D E L I N E S 'mTl [iifrfiTTi ttrllrTTTtrrLLll+n

!:;:!::;::!:::::;!:;;;=p SAMPLE CHART -i \ \ \ \::::::::::::::::::::::: NOT TO BEUSED FOR ::::::::::::::::::::::::::: FLIGHT PLANNING c:::

MAI GROUND' s.iso FT I::;:::::::::::::::::::::::::::::::::::::::::::::

6 7 a 9 10 11 1ARBITRARY ACCELERATIONUHSUM CHECK DISTANCE 2,000 FTChart appicabe for non-standard con-dton! if airspeed used to enter chartis corrected for ambent temperatureand field pressure alttude.

GROUND RUN- 1,000FEET

60482-A-3

To find the total distance to clear an obstacle of150 feet, proceed as in the steps above throughpoint C on the GROSS WEIGHT curve, then readthe chart from point C through point J to ob-tain obstacle clearance distance. .7,500 feetSince the obstacle clearance distance obtained fromthe chart is less than the distance to the knownobstacle, it is safe to proceed with the takeoff.

3. To find the takeoff airspeed, enter the takeoffspeed chart on the GROSS WEIGHT scale and readthe chart as shown in the sample to obtain alevel, standard day takeoff speed of152.5KIAS. Add factors for field altitude and tem-perature to obtain corrected takeoff speed161 KIAS

4. To find the maximum refusal speed, enter thesample refusal speed chart at the takeoff grossweight and read as shown to obtain maximumspeed on a dry, hard-surfaced runway122 KIAS

If a wet or icy runway surface were being con-sidered, it would be necessary to enter the Arefusal speed chart and read as shown in thesample problem to obtain corrected maximumrefusal speed.... 116 KI

5. To find the refusal distance, enter the velocityduring ground roll chart at the refusal speedand read as shown in the sample problem toobtain distance 2,600 fTo find the refusal distance when a wet or runway surface is considered, enter the velocduring ground roll chart with the correcmaximum refusal speed.

6. To find the acceleration check speed, enter thevelocity during takeoff ground roll chart atth e intersection of the 2,000-foot GROUND RUNDISTANCE line and the previously establishedNORMAL ACCELERATION CURVE, as shown Onthe sample chart. Read to the INDICATED AIR-SPEED scale to obtain acceleration checkspeed 107 KI

11-


51/167

Section XIPerformance Charts NA 'S*t)l-45HHC-501A

C L I M B C O N T R O L - THRUST WITHOUT MISSILESDoyCivt.ConditionAinoMdBelow 300 WAS

TIME TO CLIMB TO35.0.00 FT1 MIN 50 SEC DESIRED AIT3S.OOO FT

READ DOWN HERE TOFIND GROSS WEIGHT PASSING :THROUGH 20.000 FT 26,375 I

DISTANCE 6SVEREDNAU"CAl Ml 241000POUNDSESTABLISH CLIMB WEGHTGUIDE LINE FOR TAKEOFFGROSS WEGHT OF 27,000 IBFUEL USIIN CLIMB 27,000-26.000

18

GROSS WEGHT AFTERCLIMB 26,000 LB1 000 -IB , M. Foreach 1 *C above standard day temperatureincrease value obtained at fbllawi:

Dstance 2%Tm 2J%Fu. 1 %

2. Climb at conttanl lru Mach number of0903. Maxmumendurance alHtvd* is 35,000 feet.4. Far field takeoff add 1.0 mn. and 500 Ib. fartnt*and fuel from release af brakes.

60482A35

CLIMB DATAThe climb charts present data for determining bestclimb speed, rate of climb, time to climb and grounddistance covered during climb for climbs performedwith either military or maximum thrust. The militarythrust climb is performed to a varying speed schedulefor best performance, while maximum thrust climbperformance is best if flown at constant Mach number.

Climb ControlThese charts permit the determination of time to climb,distance covered, and fuel used during the climb to adesignated altitude when the gross weight isknown forstart of climb. Climb figures may be determined forboth maximum and military thrust with and withoutmissiles. Distance covered is for a no-wind conditionand suitable correction must be made for the effectsof winds aloft.

11-20


52/167

NAVWEPS 01-45HHC-501A SectionPerformance Ch

NOF

i:i;;i;(j!;:::::::::::::! ; : : ; : ; : ; : : : :S !S ! . . . . : , 1 1 j i . : , ' i , . .40'|l!!l > < ; , ! , .i,.i,.. isp s ; , s , : ,.!,i | * S i * Vs 1 ' ! -

1 30 l > < ; ^ - - : : : : : : : : : : : :^ ENTER CHARTy i A T 2 0 . 0 0 0 F T ::::::::::::

MILITARY- r [ 1 * ' 5 T H R U S T : S i ' ! - :::::::::2oW=:i!ji!hi;:::::10 -- 22,000- 5 > 1 - i ' - ! : ufloo^ ::. j j 1 . j !:!:::: 28,000 i ! .S. . .s. .- - 30,000- , ! ! .S . ( -S .. .JL rk' - .b

SAMPLE CHART wrmourM I S S I L E SSlumhudDayT TO BE USED FORLIGHT PLANNING

: : : s ; MAXIMUM > S ;; ; ! - ; : ; ; ; ; I - ;J ' I S T *-- ~


53/167

Section XIPerformance ChartsCRUISE DATAThe cruise data charts detail the range and enduranceperformance characteristics of the aircraft. The con-venient profile chart presentation supplemented byillustrated examples provides for both speed and accu-racy in Sight planning. The ease of flight planningachieved using profile charts is accomplished throughlimination of much of the computation required inhandling data read from the detailed charts for indi-flight operation. The relationships offuel, time, and distance are presented pictorially onhe profiles for all altitude up to the optimum cruis-ing altitude. Also included in the cruise data presen-tation are the combat allowance charts, which permitetermination of time available and fuel required for

or maximum thrust settings. Tables of rangeand endurance limits are included to furnish quick-ecision data for low fuel load under fouled-deckonditions.Level Flight CruiseThe recommended level flight cruise speeds are tabu-ated on the profile charts. At the end of the initialthe recommended cruise speed for the desiredaltitude should be exceeded slightly before thrustis reduced to ensure maintaining adequate speed untilare established. The recom-ended calibrated airspeed and a constant pressure

As fuel is used, the required thrust shouldbe reduced to maintain the prescribed airspeed. Theeffect of nonstandard free air temperature on levelflight cruise performance is negligible if the recom-mended calibrated airspeed or true Mach number ismaintained at the desired pressure altitude. To main-tain the recommended speed with nonstandard tem-peratures, higher thrust settings (engine pressure ra-tios) are required on hot days and lower settings oncold days, with resultant increased or decreased fuelflows. The changes in fuel flow, however, are com-pensated by increased or decreased TAS so that thefuel economy remains practically unchanged. Flighttime will vary with the resulting change in groundspeed.Cruise-Climb Procedure

achieve absolute maximum range, the flight shouldnducted at a continually varying optimum alti-ude for cruising flight (cruise-climb) for each mo-gross weight. The optimum altitude for

_1-45HHC-501Acruising flight increases as fuel is consumed and grossweight reduced, necessitating a continuous but gentleclimb to achieve maximum range. The optimum alti-tude for cruise-climb flight will vary from day to dayas the temperature varies. So, also, will climb per-formance change with temperature. If the cruise is tobe initiated after making a climb to altitude, thischange in climb performance can be used as a guidein determining the altitude at which to initiate cruise-climb. The proper altitude to initiate the cruise-climbprocedure can be obtained by climbing at the recom-mended climb speed schedule until the rate of climbreaches the standard day value determined from thebest climb chart for the applicable aircraft grossweight and thrust setting. At this altitude, cruisingflight should be initiated at the recommended trueMach number and the aircraft will seek the properaltitude for cruise-climb, maximum range flight.Effect of Wind on Cruise PerformanceFor the purpose of cruise control, all winds may beexpressed by considering the head or tailwind com-ponent, regardless of the total wind with respect tothe aircraft course for the time required to completethe mission. One method of determining the effect ofwind upon time, fuel, and distance, is to compute theaverage true airspeed (no wind) and apply wind tothe average TAS to obtain the average ground speed.A table of Range Factors is provided in this appendixfor computing wind effects, and the use of these fac-tors is illustrated in the examples for the profile charts.COMBAT RADIUS PROFILEThis chart gives the maximum radius of action that canbe attained with either optimum altitude cruise (cruise-climb) or constant altitude cruise with a given amountof fuel allocated for combat use at maximum radius.The data is based upon an optimum climb scheduleto altitude, maximum range cruise outbound and re-turn, and a maximum range descent. The distancestraveled in climbing can be obtained aswell asdistanceat which descent should be initiated. This profile chartmust be used in conjunction with the combat allow-ance charts to determine time for combat with a givenamount of fuel.ExampleAssumeA practice combat mission is to be flown in whichcruise out will be made at a constant altitude of 30,000feet allowing for 2,000 pounds of fuel for simulated

11-22


54/167

NAVW C-501A SectionPerformance ChaC O M B A T R A D I U S P R O F I L E WITH OR WITHOUT MISSILES

Crime Condton Abov. 30,000FootTaksoff Gro*. Woight 77,700 Pound.IF CO MS AT FUEL IS USED FOR

ENTER CHART ATCLIMI PATH ANDDESIRED ALTITUDE

DISTANCE COVEREDIN C LI MB 48 NM DISTANCE AT WHICHDESCENT SHOULD IIINITIATED 65 NM

200 300 400 X 300COMBAT RADIUS- NAUTICAL MILES

CLIMB AND CRUISE-CLIMBPATHSDESCENT PATHCOMBAT FUEL AVAILABLETOTAL FUEL USED- CRUISEOUTTOTAL FUEL USED- CRUISEBACK

1. Fuel allowance of 550 pounds ii in-cluded for storting, wannup, tajtiing,takeof f , and acceleration to bestclimb ipMd.2. UM mlitary thrust for climb.3. Rang* is computed for ICAO stand-ard day. Chart a p p l i c a b l e to non-standard conditions if recommendedcruise CAS is maintained.

RADIUS OF ACTION 415 NM

4. Wind effect! not included.5. Determne combat time by use ofcombat allowance chart.CRUISE-BACK -6. Combat fuel includes all maneuversfrom end of cruise-out la start of

cruise-back. CRUISE-OUT7. Cruise-back altitude must be same asor above cruise-out altitude.

IDLE THRUST DESCENT - CONSTANT240 KNOTS CASCRIHSf SCHEDULE

ALTITUDE FTCruise-Climb

"-.eUOOO-TOOOO

20,00010,000

SI

MACH NO.0.86n px0.860.79OJ10.640.59

CAS

ft4J3003326354387

combat at maximum radius of action. The returnflight is to be made at 40,000 feet.FindDistance covered in climb to 30,000 feetMaximum radius of actionFuel remaining after combatDistance at which descent is initiated1. Enter the sample combat radius profile chart at

the intersection of the 30,000-foot ALTITUDEline with the CLIMB curve and read as shownto obtain the distance covered in climb (nowind) 48 nautical miles

2. To find the radius of action with constant alti-tude cruise, again enter the chart at the inter-section of the 30,000-foot ALTITUDE line andthe 2,000-pound COMBAT FUEL line and readthe chart for distance 415 nautical milesFor maximum attainable radius, cruise-climb pro-cedure would be employed and the chart wouldbe read at points along the CRUISE-CLIMB linesfor cruise-out and cruise-back.

3. To find the fuel remaining after combat, firstinterpolate between the cruise-out fuel lines,

as shown, to read fuel used for all operationsconducted prior to combat. 3,500 pounAdd combat fuel to find total fuel used prior tobeginning the return flight (2,000 4- 3,500) 5,500 pounSubtract fuel used from initial fuel load toobtain fuel remaining (8,657-5,500)3,157 poun

4. To find the distance, from the point of destina-tion, at which the descent should be initiated,read as shown from the intersection of the40,000-foot altitude line and the CONSTANT-SPEED DESCENT line to obtain 65 nautical milThe chart is based on 1,000 pounds of fuel remaiing at destination. Radius of action considerilarger or smaller amounts of reserve fuel can obtained by entering the combat radius profchart with a combat fuel figure that is either icreased or decreased by the amount of the chanin reserve fuel. If a reserve of only 500 pounwere desired in the preceding example, the profichart would be entered with 1,500 pounds insteaof 2,000 pounds (the amount used consideringfuel reserve of 1,000 pounds).

11-2


55/167

Section XIPerformance Char t s J501AMIS S ION P R O F I L E WITH ORWITHOUT MISSILES

Cniiw Condition Abov. 30,000 FMITakeoff Grow Weight 27700 PoundiTOTAL TIME OF FlIOHTPRIOR TO DESCENT 2 HIS, 34 MIN

SAMPLE CHART |NOT TO BE USED FOR

FLIGHT PLANNINGMILITARY THRUST CLIMB

ENTER CHA IT AT DESHEDC R U ISE AllCLIMB PAT

SL

DISTANCE COVERED INC L I M B TO 33000 FT 64 NM

FLIGHT PATHTIME TOCUMBAND CRUISE

FUEL USED6 04 8 2A4 6

1. Fue l a l lowance of 530 poundl ii in*eluded for starting, warmup, taxiing,takeoff, and a c c e l e r a t i o n to beltclimb speed.

2. Uie mlitary t h rus t for climb.

AIR DISTANCENAUTICAL MILESTOTAL NO WIND DISTANCEmr rm ATTAINABLE PRIOR TOkUUa DESCENT 1,225 NM

3. Rang* ii computed for ICAO stand-ard day.Chart applicable to non-standard conditions if recommendedcru ise CAS is maintained.4. Wind ef fec ts not included.5. No a l l ow ance ismod* forc.nt, landing,or

(INTEKfOLATE)

MISSION PROFILEThis chart presents the relationships between time,fuel, distance, and altitude at all ranges, out to themaximum range of the aircraft. The relationship isbased on a no-wind condition and considers a militarythrust climb from sea level. A climb speed scheduleof calibrated airspeed and Mach number ranging fromsea level to the optimum cruise altitude is also in-cluded. Range and cruising time data may be deter-mined for either constant altitude cruise or for maxi-mum range cruise at optimum altitude. To determinethe overall range capabilities including descent, datafrom the mission profile is supplemented with dataread from the descent charts as shown in the followingexample.ExampleAssumeA maximum range flight is to be made under thefollowing conditions:Desired cruise altitude 35,000 feetMilitary rated thrust climb from sea level11-24

Expected winds aloft30 relative at 80 knotsTemperature at altitude 54C (standard day)FindDistance covered in climb to 35,000 feetMaximum range attainable and time required for en-tire flight including a constant speed descent to sea

level with 1,000 pounds fuel reserve.1. To find the distance covered in the climb,

enter the sample chart at the intersection ofthe CLIMB PATH and the 35-000-foot ALTITUDEline read as shown to obtain distance

64 nautical miles2. To find maximum range with 1,000-pound fuel re-

serve upon return to sea level, it is first necessary toenter the constant speed descent chart ( f igure11-13) for descent from 35,000 feet to sea levelto obtain descent speed 240 knotsDistance covered in descent 55 nautical milesTime for descent 105 minutesFuel required for descent and reserve (1,000 -f-150) 1150pounds


56/167

NAVWI3. Reenter the mission profile chart at the intersectionof the 35,000-foot ALTITUDE line and the fuel avail-able for useprior to descent (8,657 - 1,150=7,507)and read asshown in the sample problem to obtainTotal time aloft. 2 hours, 36 minutesNo-wind distance 1,225 nautical miles4. To obtain the range under the specific windconditions, first convert the recommendedcruise speed (282 knots, CAS) to TAS by theairspeed-Mach number conversion table tot obtain standard day TAS _ 480knots5. Next, enter the range factor chart (figure11-5) with relative wind angle of 30, TASof 480 knots, and wind velocity of 80 knots toobtain range factor _ 0.8516. Subtract the distance covered in the climb fromthe total no-wind distance to obtain no-windrange at altitude (1,225 -64)1,161 nautical miles7. Multiply the known no-wind distance by the

range factor to obtain cruising range at con-stant altitude (with wind) (1,161 X 0.851).988 nautical miles8. Find maximum range attainable at constantaltitude including climb, cruise, and descent .(64 + 988 + 55) 1,107 nautical milesFind total time for flight including climb,cruise and descent (2 hours, 36 minutes 4- 11minutes) 2 hours, 47 minutes9. Observe the cruise and climb schedules noted onthe charts. The mission profile chart can also beused to find fuel and time required for flight overa specified distance by entering the chart withcruising altitude and cruise distance (specifieddistance minus distance for descent). When windeffects must be considered in this type of problem,it is necessary to compute an air distance (factordistance) with which to enter the chart, as illus-trated in the example for the optimum returnprofile chart.

The maximum attainable' range is achieved whencruise-climb procedure is employed. In this case,the mission profile chart is entered at the inter-section of the CRUISE-CLIMB PATH with the appro-priate fuel curve. In inflight refueling missions,the mission profile chart may be used to establishthe distance at which initial refueling rendezvousmust be made. In the example above, for instance,distance and fuel data from the air refuelingrendezvous chart would be substituted for theconstant-speed descent data.

01AOPTIMUM RETURN PROFILE


This chart presents time, fuel and distance datareturn flights on which maximum range is obtainedcruising at optimum cruise altitude (cruise-climThe chart considers a military thrust climb from inialtitude to the optimum cruise altitude exceptzones, close-in to the destination, in which maximrange is attained by cruising either at the inialtitude or at some intermediate altitude. For problein which constant altitude return flight is to be csidered for a certain fuel remaining, the desired dcan be read from the infl ight refueling profile.determine th e overall return , capabilities includdescent, data from the profile may be supplemenwith data read from the descent charts as shown in example for the mission profile chart.ExampleAssumeA complicated tactical mission is to be flown in whthe return flight must be made under conditiosufficiently different from those that existed fo r cruiout as to preclude use of the mission radius profThe following conditions apply:Distance to base 550 nautical milesFuel remaining3,650 poundsInitial altitude 20,000 feetDesired fuel .reserve 800 poundsExpected winds a lof t150 relative at 60 knotsFindInitial cruise altitudeTime of flight for return over base (descent not cluded)Fuel remaining over base1. Enter the sample optimum return profile at 20,0feet and 3,650 pounds of fuel remaining and rethe following:Maximum range attainable by expending allfuel (no wind ) 760 nautical miInitial cruise-climb altitude 42,250 f

Cruise-climb time to expend all fuel1 hour, 26 minuTime to climb to cruise-climb altitude 6 minuTime to climb and cruise until all fuel is ex-pended (no wind ) (1 hour, 26 minutes + 6minutes) 1 hour, 32 minu

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Section XIPerformance Charts

O P T I M U M R E T U R N P R O F I L E -1-501A

WITHOR WITHOUTMISSCLESCruise CondtonAbove 30,000 FeetInital Grau Weight 27,700 Pounds

FUEL REMAININGI,110 IB'VINITIAL CRUISE-CLIMBALTITUDE 42,230 FT [ SAMPLE CHART -i CLIMB SCHEDULEMILITARY THRUST INOT TO BE USED FORFLIGHT PLANNING

IN THIS AREA, CUMB TOOPTIMUM ALTITUDE WINDS AOFT_ 49a NMCONSIDERING*DISTANCE- NAUTICAL MILES CRUISE SCHEDULE

CRUISE-CLIMB PATH (WITH TIMEAT CRUISEC11MB ALTITUDE)FUR REQUIREDLINE OF BEST RANGE FORCONSTANT ALTITUDE RIGHTCUMB PATH GUIDE LINES

. Fuel required at any known distanceincludes allowance for mlitary thrustdimb to best cruise altitude (if initialaltitude is lower).

. Range is computed for ICAO stand'ard day. Chart applicable to non-standard conditions if recommendedcruise CAS is maintained.

3. Wind effects not included.4. No allowance ismade for loiter,des-cent, landing, or reserve fuel.5. Best cruise altitude is determned byintersection of the dimb path guidelines wth lines of best range.

6 0 4 8 2 A 4 8

2. As a means of reading th e chart to include windeffects, it is first necessary to obtain an "air distance"using the range factor chart (figure 11-5).Range factor for 150 relative wind at 60 knots,average TAS for cruise 495 knots 1.103Air distance to be flown (550^-1.103)498 nautical miles3- Subtract the air distance from the maximumrange attainable to obtain the point at which toreenter the chart considering headwind (760-498) 262 nautical miles

4. Again enter the profile at the C R U I S E - C L IM BPATH and the air distance to obtainCruise-climb time remaining 32 minutesFuel remaining over base 1,110 poundsComparison of fuel remaining over base with 800-pound reserve desired shows 310 pounds available

for descent, which isadequate, as can be determinedfrom the descent charts.5. Total time of flight for return over base is found asfollows:Cruise time (1 hour, 26 minutes- 32 minutes)54 minutesTotal time (54 minutes + 6 minutes) 1 hour6. Observe the cruise and climb schedules noted onthe chart.

If the initial altitude and fuel remaining fall withinthe zone for which "climb to optimum altitude" isindicated, read upward, parallel to the climb pathguidelines, to the L I N E OF B E S T R A N G E F OR C O N -S T A N T A L T IT U D E F L I G H T to obtain the optimumaltitude for return.

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1A SectionPerformance ChaM A X I M U M E N D U R A N C E P R O F I L E - WITH Ot WITHOUT MISSIUS

Stooooro DoyOuiM ConditionInWal Gro Woight 27700 Pounds

CENT AND RESERVEFUEL 730

i TIME ADR LOITERWITH 130 It DESCENTAND RESERVE FUEL 1 HR, fe MIN20

10

SI

L O I T E R TIME REMAIN!: E N T ANDRESERVE /UEL 22 Ml

ENTER CHART ATINITIAL A L T IT UDE ANDFUEL REMAINING

0.20 0:40 100 1:20 1:40 2OO 2:20 2:40LOITER TIME HOURS: MINUTES

1. Chart applii only for loiter at con-

300

2. Appkabl* only to standard condi-tions.3. No allowance it mod* for cl

Documents

Supplemental NATOPS Flight Manual Navy Model F-8C Aircraft (1966)