C-135 BASIC FLYING GUIDES # 9
UPDATED: December 15th 2020.
PLEASE NOTE .... the following information is not based real world performance data. This data is based on FS observations in FS2004 (only), operating from the default MSFS KSEA airport, at MGTOW, at maximum sustainable ROC, and using HJG supplied B707/720 panels and C-135 base packs/FDE. Operating from other MSFS airports, below or in excess of the MGTOW, reduced ROC, and using default MSFS or other non-HJG supplied panels and base packs/FDE will result in different performance observations. IAS airspeed and MACH velocity indications are based on manually controlled engine thrust and at FL310 only. Flying the following recommended profiles requires concentration and skill, but, is the best we can recommend in order to appreciate a relatively realistic experience .... using these simulations in FS
PLEASE NOTE ALSO: By default all HJG supplied simulations load into FS with both "100% fuel and payload" .... resulting in a nominal "overload". This is a perfectly normal result under these circumstances. The end user is therefore expected to manually adjust either fuel or payload, or both, in order to ensure each simulation is set at/near its certified MGW or otherwise in accordance with the requirements for ones anticipated virtual flight.
9.00: C-135 - RECOMMENDED T/O & CLIMB PROCEDURES""C-135A" MGTOW 297,000 LBS
4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only).
Default Overload = 37,737 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 65.0%
CENTER 65.0%
RIGHT = 65.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 65.0%
CENTER 3 = 65.0%
EXTERNAL 1 = 91.8%
EXTERNAL 2 = 91.8%
Overload = 77 LBS .... no payload adjustment.
PANEL = B367-80.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI annunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174
- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM water injection "ON" .... otherwise maintain 1,500 FPM ROC
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.4
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,204 LBS per hour (X4 = 16,816 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
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"C-135B" MGTOW 300,500 LBS
4X P&W TF-33-P5 fan jet engines rated at 18,000 LBS thrust.
Default Overload = 47,717 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 53.2%
CENTER 53.2%
RIGHT = 53.2%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 53.2%
CENTER 3 = 53.2%
EXTERNAL 1 = 91.8%
EXTERNAL 2 = 91.8%
Overload = 14 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....
- 14,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 316 KTS
- GS = 518 (316 X 1.64)
- MACH = 0.82.6
- EPR = 1.36
- N1 = 82.0%
- EGT = 404
- N2 = 85.4%
- F/F = 2,6738 LBS per hour (X4 = 10,952 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.1
- EPR = 1.38
- N1 = 83.4%
- EGT = 406
- N2 = 86.3%
- F/F = 2,821 LBS per hour (X4 = 11,284 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.0
- EPR = 1.43
- N1 = 85.9%
- EGT = 414
- N2 = 87.9%
- F/F = 3,047 LBS per hour (X4 = 12,188 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
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"CC-137" (B707-320C pure freighter)4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust e/a
MGTOW = 335,000 LBS
DEFAULT 100% FUEL/PAYLOAD = 4.953 LBS overload
FUEL & PAYLOAD ADJUSTMENTS
LEFT AUX = 100%
LEFT = 100%
CENTER = 92.8%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%
No payload adjustment = 36 LBS overload
PANEL = "HJG B707-320B/C 1965 nor -323C 1965"
T/O FLAP SETTING = 23* (2X notches)
TRIM = 3.0 units (Centre Pedestal gauge/scale indication)
MAX T/O THRUST
V1 = 148 KTS
VR = 155 KTS
V2 = 170 KTS
INITIAL CLIMB RATE = 1,500 FPM (prior gear/flap retraction)
FLAP 23* RETRACT SPEED = 200 KIAS .... increase ROC to 2,000 FPM
FLAP 14* RETRACT SPEED = 225 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.0% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,000 FPM - maintain approx N2 94%
- 15.000 FT reduce ROC to 1,800 FPM - maintain approx N2 94%
- 20,000 FT reduce ROC to 1,500 FPM - maintain approx N2 92%
- 23,000 FT reduce ROC to 1,200 FPM - maintain approx N2 91%
- 26,000 FT reduce ROC to 1,000 FPM - maintain approx N2 90%
- 29,000 FT reduce ROC to 500 FPM - maintain approx N2 89%
- 30,000 FT reduce ROC to 200 FPM - maintain approx N2 88%
- 31,000 FT ALT CAPTURE - maintain approx N2 87%
FL310 CRUISE PERFORMANCE (MACH 0.83)
IAS = 319 KTS
GS = 523 (319 X 1.64 = 523)
MACH = 0.83.3
EPR = 1.41
N1 = 84.6%
EGT = 409*C
N2 = 87.0%
F/F = 2,946 LBS (X4 = 11,784 LBS per hour)
AI Pitch = +1*
FL310 CRUISE PERFORMANCE (MACH 0.84)
IAS = 323 KTS
GS = 531 (323 X 1.64 = 529)
MACH = 0.84.2
EPR = 1.46
N1 = 87.1%
EGT = 416*C
N2 = 88.6%
F/F = 3,203 LBS (X4 = 12,812 LBS per hour)
AI Pitch = +1*
FL310 CRUISE PERFORMANCE (MACH 0.85)
IAS = 326 KTS
GS = 534 (326 X 1.64 = 534)
MACH = 0.85.0
EPR = 1.48
N1 = 88.5%
EGT = 420*C
N2 = 89.5%
F/F = 3,378 LBS (X4 = 13,512 LBS per hour)
AI Pitch = +1*
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
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"E-3C SENTRY" MGTOW 347,000 LBS
4X P&W TF33-PW-100A fan-jet engines rated at 21,000 LBS thrust.
Default Overload = 1,1368 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 39 LBS .... no payload adjustment.
PANEL = B707-320B/C (1965).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.8% climb thrust .... reduce ROC to 2,000 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....
- 12,000 FT reduce ROC to 1,800 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.81 CRUISE
- IAS = 311 KTS
- GS = 510 (311 X 1.64)
- MACH = 0.81.4
- EPR = 1.40
- N1 = 84.1%
- EGT = 405
- N2 = 86.6%
- F/F = 3,149 LBS per hour (X4 = 12,596 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.1
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,366 LBS per hour (X4 = 13,464 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (320 X 1.64)
- MACH = 0.83.2
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,730 LBS per hour (X4 = 14,920 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
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"E-3D SENTRY" MGTOW 347,000 LBS
4X CFM-56 turbo-fan engines rated at 24,000 LBS thrust.
Default Overload = 1,268 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 39 LBS .... no payload adjustment.
PANEL = E-3D.
- T/O power = N2 100.0% / N1 105.0%.
For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 313 KTS
- GS = 513 (313 X 1.64)
- MACH = 0.82.0
- TAS = 481
- N1 = 84.33
- EGT = 593
- N2 = 86.7%
- F/F = 2,052 LBS per hour (X4 = 8,208 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.1
- TAS = 487
- N1 = 87.0%
- EGT = 603
- N2 = 88.4%
- F/F = 2.275 LBS per hour (X4 = 9,100 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 524 (323 X 1.64)
- MACH = 0.84.3
- TAS = 495
- N1 = 89.9%
- EGT = 615
- N2 = 90.3%
- F/F = 2,507 LBS per hour (X4 = 10,028 LBS per hour)
- AI PITCH = +1* (degree)
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"E-6B MERCURY" MGTOW 342,000 LBS
4X CFM-56 turbo-fan engines rated at 24,000 LBS thrust.
Default Overload = 1,248 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.2%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 19 LBS .... no payload adjustment.
PANEL = E-3D.
- T/O power = N2 100.0% / N1 105.0%.
For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 150 KTS
- VR = 157 KTS
- V2 = 172 KTS
- V-REF = 160 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.1
- TAS = 481
- N1 = 84.3
- EGT = 593
- N2 = 86.7%
- F/F = 2,049 LBS per hour (X4 = 8,196 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.2
- TAS = 487
- N1 = 87.0%
- EGT = 602
- N2 = 88.4%
- F/F = 2.274 LBS per hour (X4 = 9,096 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 324 KTS
- GS = 531 (324 X 1.64)
- MACH = 0.89.9
- TAS = 495
- N1 = 89.9%
- EGT = 615
- N2 = 90.3%
- F/F = 2,515 LBS per hour (X4 = 10,060 LBS per hour)
- AI PITCH = +1* (degree)
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"E-8C" MGTOW 335,000 LBS
4X P&W JT3D-3 @ 18,000 fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 11,058 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 83.9%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 63 LBS .... no payload adjustment.
PANEL = B707-320B/C (1965).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 148 KTS
- VR = 155 KTS
- V2 = 170 KTS
- V-REF = 158 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,377 LBS per hour (X4 = 13,508 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,743 LBS per hour (X4 = 14,940 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE (maximum)
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.1
- EPR = 1.53
- N1 = 90.1%
- EGT = 424
- N2 = 90.5%
- F/F = 3,939 LBS per hour (X4 = 15,617 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"EC-135C" MGTOW 316,000 LBS
4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 22,892 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 81.6%
CENTER 81.6%
RIGHT = 81.6%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 81.6%
CENTER 3 = 81.6%
EXTERNAL 1 = 81.6%
EXTERNAL 2 = 100.0%
Overload = 89 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (316/317 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.1
- EPR = 1.38
- N1 = 83.9%
- EGT = 406
- N2 = 86.3%
- F/F = 3,513 LBS per hour (X4 = 14,052 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.43
- N1 = 85.9%
- EGT = 413
- N2 = 87.9%
- F/F = 3,780 LBS per hour (X4 = 15,120 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.3
- EPR = 1.46
- N1 = 87.4%
- EGT = 418
- N2 = 88.8%
- F/F = 3,968 LBS per hour (X4 = 15,872 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"EC-137D AWACS" MGTOW 347,000 LBS
4X P&W JT3D-8B fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 1,098 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 98.4%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 5 LBS .... no payload adjustment.
PANEL = B707-320B/C (1965).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 158 KTS
- V2 = 173 KTS
- V-REF = 161 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.8% climb thrust .... reduce ROC to 2,000 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.81 CRUISE
- IAS = 311 KTS
- GS = 510 (311 X 1.64)
- MACH = 0.81.4
- EPR = 1.38
- N1 = 84.1%
- EGT = 405
- N2 = 86.6%
- F/F = 3,171 LBS per hour (X4 = 12,684 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.2
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,388 LBS per hour (X4 = 13,552 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (320 X 1.64)
- MACH = 0.83.3
- EPR = 1.50
- N1 = 88.9%
- EGT = 419
- N2 = 89.7%
- F/F = 3,736 LBS per hour (X4 = 14,944 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"KC-135A"MGTOW 316,000 LBS (MAX overload operations)
MGTOW 297,000 LBS (typical operations
4X P&W J57 turbo-jet engines (with water/methanol injection) rated at 11,200 LBS thrust (dry) e/a.
Default Overload = 5,417 LBS.
FUEL ADJUSTMENT (MAX overload operations 316,000 LBS)
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER= 100.0%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
EXTERNAL 1 = 94.4%
EXTERNAL 2 = 94.4%
Overload = 32 LBS .... no payload adjustment.
FUEL ADJUSTMENT (typical operations 297,000 LBS)
LEFT AUXILIARY = 100.0%
LEFT = 80.0%
CENTER 80.0%
RIGHT = 80.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 80.0%
CENTER 3 = 80.0%
EXTERNAL 1 = 92.4%
EXTERNAL 2 = 92.4%
Overload = 0 LBS .... no payload adjustment.
PANEL = B367-80.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O.
T/O Data (MAX overload operations 316,000 LBS)
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 158 KTS
- VR = 165 KTS
- V2 = 173 KTS
- V-REF = 179
CLIMB PROCEDURE (MAX overload operations 316,000 LBS)
- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 1,800 FPM (water injection "ON" .... otherwise maintain 1,200 FPM ROC))
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 1,800 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.5% and ROC to 1,500 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,200 FPM - reduce power to N2 96%
- 16,000 FT reduce ROC to 1,000 FPM - reduce power to N2 95%
- 18,000 FT reduce ROC to 800 FPM - reduce power to N2 94%
- 20,000 FT reduce ROC to 600 FPM - reduce power to N2 93%
- 22,000 FT reduce ROC to 400 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 200 FPM - reduce power N2 91%
- 25,000 FT reduce ROC to 100 FPM - reduce power N2 90%
- 26,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (342/343 KTS) .... reduce power to N2 89.9% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
PLEASE NOTE ALSO: 26,000 FT should be considered "the maximum permissible cruising altitude" following any MAX overload operations departure.
MACH CRUISE PERFORMANCE 26,000 FT (MAX overload operations 316,000 LBS)
FL260 MACH 0.80 CRUISE
- IAS = 343 KTS
- GS = 514 (514 X 1.50)
- MACH = 0.80.5
- EPR = 2.25
- N1 = 88.9%
- EGT = 497
- N2 = 89.9%
- F/F = 4,264 LBS per hour (X4 = 17,056 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
CLIMB PROCEDURE (typical operations 297,000 LBS)
T/O Data (typical operations 297,000 LBS)
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174
- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM (water injection "ON" .... otherwise maintain 1,500 FPM ROC))
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
PLEASE NOTE ALSO: 31,000 FT should be considered "the best initial cruising altitude" following any typical operations departure.
MACH CRUISE PERFORMANCE 31,000 FT (typical operations 297,000 LBS)
FL310 MACH 0.80 CRUISE
- IAS = 306 KTS
- GS = 501 (306 X 1.64)
- MACH = 0.80.3
- EPR = 2.35
- N1 = 89.1%
- EGT = 470
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"KC-135D/E" MGTOW 316,000 LBS
4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 18,892 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 84.8%
CENTER 84.8%
RIGHT = 84.8%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 84.8%
CENTER 3 = 84.8%
EXTERNAL 1 = 84.8%
EXTERNAL 2 = 100.0%
Overload = 55 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 12,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 16,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (316/317 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.8
- EPR = 1.38
- N1 = 83.4%
- EGT = 406
- N2 = 86.3%
- F/F = 3,514 LBS per hour (X4 = 14,056 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.43
- N1 = 85.9%
- EGT = 413
- N2 = 87.9%
- F/F = 3,777 LBS per hour (X4 = 15,108 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.3
- EPR = 1.46
- N1 = 87.4%
- EGT = 418
- N2 = 88.8%
- F/F = 3,970 LBS per hour (X4 = 15,880 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"KC-135R" MGTOW 322,000 LBS
4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.
Default Overload = 14,892 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 88.0%
CENTER 88.0%
RIGHT = 88.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 88.0%
CENTER 3 = 88.0%
EXTERNAL 1 = 88.0%
EXTERNAL 2 = 100.0%
Overload = 20 LBS .... no payload adjustment.
PANEL = B707-700 (1970).
- T/O power = N2 100.0% / N1 105.0%.
For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 2.5 units (Center Pedestal gauge/scale indication)
- V1 = 144 KTS
- VR = 151 KTS
- V2 = 167 KTS
- V-REF = 155 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 314 KTS
- GS = 514 (314 X 1.64)
- MACH = 0.82.3
- TAS = 482
- N1 = 84,1
- EGT = 593
- N2 = 86.6%
- F/F = 1,759 LBS per hour (X4 = 7,036 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.4
- TAS = 489
- N1 = 86.2%
- EGT = 602
- N2 = 88.0%
- F/F = 1,923 LBS per hour (X4 = 7,692 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 325 KTS
- GS = 533 (325 X 1.64)
- MACH = 0.84.7
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,147 LBS per hour (X4 = 8,588 LBS per hour)
- AI PITCH = +1* (degree)
=============================================================
"NKC-135A" MGTOW 270,000 LBS
4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)
Default Overload = 86,207 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 55.0%
LEFT = 34.2%
CENTER 34.2%
RIGHT = 34.2%
RIGHT AUXILIARY = 55.0%
CENTER 2 = 34.2%
CENTER 3 = 34.2%
EXTERNAL 1 = 55.0%
EXTERNAL 2 = 100.%
Overload = 3 LBS .... no payload adjustment.
PANEL = B367-80.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 140 KTS
- VR = 151 KTS
- V2 = 162 KTS
- V-REF = 166
- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,200 FPM ROC
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) or MACH 0.81 (309/310 kTS) .... reduce to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (308 X 1.64)
- MACH = 0.80.7
- EPR = 2.26
- N1 = 87.4%
- EGT = 467
- N2 = 88.3%
- F/F = 3,963 LBS per hour (X4 = 15,852 LBS per hour)
- AI PITCH = +1* (degree)
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.81 CRUISE
- IAS = 310 KTS
- GS = 508 (310 X 1.64)
- MACH = 0.81.3
- EPR = 2.34
- N1 = 89.0%
- EGT = 472
- N2 = 89.3%
- F/F = 4,202 LBS per hour (X4 = 16,808 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"NKC-135A WL" MGTOW 270,000 LBS
4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)
Default Overload = 86,407 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 55.0%
LEFT = 34.0%
CENTER 34.0%
RIGHT = 34.0%
RIGHT AUXILIARY = 55.0%
CENTER 2 = 34.0%
CENTER 3 = 34.0%
EXTERNAL 1 = 55.0%
EXTERNAL 2 = 100.%
Overload = 32 LBS .... no payload adjustment.
PANEL = B367-80.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 140 KTS
- VR = 151 KTS
- V2 = 162 KTS
- V-REF = 166
- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,200 FPM ROC
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (307/308 KTS) or MACH 0.81 (309/310 kTS) .... reduce power to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.80 CRUISE
- IAS = 307 KTS
- GS = 503 (307 X 1.64)
- MACH = 0.80.5
- EPR = 2.20
- N1 = 86.3%
- EGT = 464
- N2 = 87.8%
- F/F = 3,848 LBS per hour (X4 = 15,392 LBS per hour)
- AI PITCH = +1* (degree)
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.81 CRUISE
- IAS = 309 KTS
- GS = 506 (309 X 1.64)
- MACH = 0.81.0
- EPR = 2.26
- N1 = 87.5%
- EGT = 467
- N2 = 88.4%
- F/F = 3,982 LBS per hour (X4 = 15,928 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"NKC-135E" MGTOW 285,000 LBS
4X P&W TF-33-P3 fan-jet engines rated at 17,000 LBS thrust.
Default Overload = 73,207 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 41.0%
CENTER 41.0%
RIGHT = 41.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 41.0%
CENTER 3 = 41.0%
EXTERNAL 1 = 41.0%
EXTERNAL 2 = 100.0%
Overload = 80 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 146 KTS
- VR = 156 KTS
- V2 = 166 KTS
- V-REF = 170 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- EPR = 1.40
- N1 = 84.5%
- EGT = 408
- N2 = 86.9%
- F/F = 3,222 LBS per hour (X4 = 12,888 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- EPR = 1.43
- N1 = 86.1%
- EGT = 412
- N2 = 87.9%
- F/F = 3,374 LBS per hour (X4 = 13,496 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (318 X 1.64)
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,752 LBS per hour (X4 = 15,008 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"RC-135 CFM-56" MGTOW 316,000 LBS
4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.
Default Overload = 78,092 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 37.0%
CENTER 37.0%
RIGHT = 37.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 37.0%
CENTER 3 = 37.0%
EXTERNAL 1 = 37.0%
EXTERNAL 2 = 100.0%
Overload = 16 LBS .... no payload adjustment.
PANEL = B707-700 (1970).
- T/O power = N2 100.0% / N1 105.0%.
For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 2.0 units (Center Pedestal gauge/scale indication)
- V1 = 142 KTS
- VR = 149 KTS
- V2 = 165 KTS
- V-REF = 154 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- TAS = 483
- N1 = 84,1
- EGT = 593
- N2 = 86.3%
- F/F = 1,762 LBS per hour (X4 = 7,056 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.5
- TAS = 489
- N1 = 86.2%
- EGT = 601
- N2 = 88.0%
- F/F = 1,921 LBS per hour (X4 = 7,684 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 326 KTS
- GS = 534 (326 X 1.64)
- MACH = 0.84.8
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,146 LBS per hour (X4 = 8,584 LBS per hour)
- AI PITCH = +1* (degree)
=============================================================
"RC-135A J57" MGTOW 297,000 LBS
4X P&W J57 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)
Default Overload = 93,092 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 50.0%
LEFT = 30.0%
CENTER 30.0%
RIGHT = 30.0%
RIGHT AUXILIARY = 50.0%
CENTER 2 = 30.0%
CENTER 3 = 30.0%
EXTERNAL 1 = 50.2%
EXTERNAL 2 = 100.0%
Overload = 34 LBS .... no payload adjustment.
PANEL = B367-80.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.70 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 151 KTS
- VR = 159 KTS
- V2 = 169 KTS
- V-REF = 174
- INITIAL ROC = 1,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 1,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,000 FPM water injection "ON" .... otherwise maintain 1,500 FPM ROC
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,000 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and maintain 2,000 FPM ROC (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (308 X 1.64)
- MACH = 0.80.8
- EPR = 2.35
- N1 = 89.1%
- EGT = 471
- N2 = 89.3%
- F/F = 4,211 LBS per hour (X4 = 16,844 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"RC-135 JT3D" MGTOW 300,500 LBS
4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 91,592 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 50.0%
LEFT = 31.8%
CENTER 31.8%
RIGHT = 31.8%
RIGHT AUXILIARY = 50.0%
CENTER 2 = 31.8%
CENTER 3 = 31.8%
EXTERNAL 1 = 50.2%
EXTERNAL 2 = 100.0%
Overload = 16 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 152 KTS
- VR = 160 KTS
- V2 = 170 KTS
- V-REF = 175 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.9% climb thrust .... reduce ROC to 2,500 FPM ROC .... assume the following altitude/ROC/power adjustment schedule ....
- 14,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.2
- EPR = 1.38
- N1 = 83.4%
- EGT = 407
- N2 = 86.3%
- F/F = 3,528 LBS per hour (X4 = 14,112 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.83.1
- EPR = 1.38
- N1 = 85.9%
- EGT = 414
- N2 = 87.9%
- F/F = 3,794 LBS per hour (X4 = 15,176 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"TC-18B/CC-137" MGTOW 335,000 LBS
4X P&W JT3D-7 fan-jet engines rated at 19,000 LBS thrust.
Default Overload = 5,573 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 91.9%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 41 LBS .... no payload adjustment.
PANEL = B707-320B/C (1965).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 148 KTS
- VR = 155 KTS
- V2 = 170 KTS
- V-REF = 156 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 16,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 18,000 FT reduce ROC to 1,800 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 316 KTS
- GS = 518 (316 X 1.64)
- MACH = 0.82.6
- EPR = 1.37
- N1 = 82.7%
- EGT = 403
- N2 = 85.8%
- F/F = 3,516 LBS per hour (X4 = 14,064 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 318 KTS
- GS = 521 (318 X 1.64)
- MACH = 0.83.0
- EPR = 1.40
- N1 = 84.0%
- EGT = 407
- N2 = 86.6%
- F/F = 3,656 LBS per hour (X4 = 14,624 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE (maximum)
- IAS = 322 KTS
- GS = 528 (322 X 1.64)
- MACH = 0.84.0
- EPR = 1.45
- N1 = 86.7%
- EGT = 416
- N2 = 88.4%
- F/F = 3,994 LBS per hour (X4 = 15,976 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"TC-135 CFM-56" MGTOW 316,000 LBS
4X CFM-56 turbo-fan engines rated at 22,000 LBS thrust.
Default Overload = 73,092 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 41.1%
CENTER 41.1%
RIGHT = 41.1%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 41.1%
CENTER 3 = 41.1%
EXTERNAL 1 = 41.1%
EXTERNAL 2 = 100.0%
Overload = 97 LBS .... no payload adjustment.
PANEL = B707-700 (1970).
- T/O power = N2 100.0% / N1 105.0%.
For MGW departure set maximum T/O thrust. For low weight departures N2 97% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 2.0 units (Center Pedestal gauge/scale indication)
- V1 = 142 KTS
- VR = 149 KTS
- V2 = 165 KTS
- V-REF = 154 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 92%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 90%
- 25,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (314/315 KTS) .... reduce power to N2 86.6% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.4
- TAS = 483
- N1 = 84,1
- EGT = 593
- N2 = 86.3%
- F/F = 1,760 LBS per hour (X4 = 7,040 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.4
- TAS = 489
- N1 = 86.2%
- EGT = 601
- N2 = 88.0%
- F/F = 1,923 LBS per hour (X4 = 7,692 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 326 KTS
- GS = 534 (326 X 1.64)
- MACH = 0.84.8
- TAS = 497
- N1 = 89.3%
- EGT = 614
- N2 = 90.0%
- F/F = 2,146 LBS per hour (X4 = 8,584 LBS per hour)
- AI PITCH = +1* (degree)
=============================================================
"VC-137A" MGTOW 257,000 LBS
4X P&W JT3C-6 turbo-jet engines rated at 11,200 LBS thrust (dry) e/a .... 13,600 LBS thrust (wet) e/a with water/methanol injection (3 minutes only)
Default Overload = 12,731 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 74.0%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 4 LBS .... no payload adjustment.
PANEL = B707-120.
- T/O power = N2 99.6 % / EPR 2.85 / Water Injection "ON" and "MAX POWER" (maximum 3 minutes only).
- T/O power = N2 99.6 % / EPR 2.72 / Water Injection "OFF" and "MAX POWER" (unlimited).
For MGW departure .... select all 4 Water/Methanol Injection switches "ON". Set maximum T/O thrust. If using WI .... do not release brakes/commence T/O roll until all 4 WI anunciator lamps have illuminated and engine thrust indicates N2 98% or greater. For low weight departure not requiring WI engine thrust indications N2 95% power or greater is sufficient.
PLEASE NOTE: Water/Methanol injection provides approximately 6% power boost and is available for approximately 3 minutes only during T/O and C/O
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 135 KTS
- VR = 136 KTS
- V2 = 159 KTS
- V-REF = 162
- INITIAL ROC = 1,500 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 2,500 FPM water injection "ON" .... otherwise maintain 2,000 FPM ROC
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain "MAX POWER" and 2,500 FPM ROC until Water Injection expires (lamps extinguished) .... reduce power to N2 97.8% and ROC to 2,000 FPM (do not exceed 10* AI pitch attitude) .... then assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 1,800 FPM - reduce power to N2 96%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 95%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 94%
- 23,000 FT reduce ROC to 1,000 FPM - reduce power to N2 93%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 92%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 91%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 90%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 89%
Maintain N2 90% .... level accelerate to MACH 0.80 (305/306 KTS) .... reduce power to N2 89.3% to maintain airspeed/MACH velocity
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL31 MACH 0.80 CRUISE
- IAS = 308 KTS
- GS = 505 (309 X 1.64)
- MACH = 0.80.8
- EPR = 2.34
- N1 = 89.1%
- EGT = 472
- N2 = 89.3%
- F/F = 3,668 LBS per hour (X4 = 14,672 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"VC-137B" MGTOW 258,000 LBS
4X P&W TF-33-P5 fan-jet engines rated at 17,000 LBS thrust.
Default Overload = 22,531 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 54.0%
RIGHT = 53.2%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 14 LBS .... no payload adjustment.
PANEL = B707-120B (1959).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 30 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 135 KTS
- VR = 137 KTS
- V2 = 159 KTS
- V-REF = 162 KTS
- INITIAL ROC = 2,000 FPM
- FLAP 30 RETRACT = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 20 RETRACT = 215 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,500 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 2,000 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to N2 92%
- 22,000 FT reduce ROC to 1,200 FPM - reduce power to N2 91%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 90%
- 26,000 FT reduce ROC to 800 FPM - reduce power N2 89%
- 28,000 FT reduce ROC to 500 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.83 (317/318 KTS) .... reduce power to N2 86.3% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.82 CRUISE
- IAS = 317 KTS
- GS = 519 (317 X 1.64)
- MACH = 0.82.8
- EPR = 1.40
- N1 = 84.3%
- EGT = 409
- N2 = 86.9%
- F/F = 2,741 LBS per hour (X4 = 10,964 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 319 KTS
- GS = 523 (319 X 1.64)
- MACH = 0.83.3
- EPR = 1.43
- N1 = 86.1%
- EGT = 413
- N2 = 87.9%
- F/F = 2,841 LBS per hour (X4 = 11,364 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE
- IAS = 324 KTS
- GS = 531 (324 X 1.64)
- MACH = 0.84.4
- EPR = 1.49
- N1 = 88.8%
- EGT = 421
- N2 = 89.7%
- F/F = 3,066 LBS per hour (X4 = 12,264 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 only .... engines #2/3/4/ drive turbo-compressors and will always display fractionally lower indications.
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"VC-137C" MGTOW 331,000 LBS
4X P&W TF-33-P5 fan-jet engines rated at 18,000 LBS thrust.
Default Overload = 6,333 LBS.
FUEL ADJUSTMENT
LEFT AUXILIARY = 100.0%
LEFT = 100.0%
CENTER 90.3%
RIGHT = 100.0%
RIGHT AUXILIARY = 100.0%
CENTER 2 = 100.0%
CENTER 3 = 100.0%
Overload = 9 LBS .... no payload adjustment.
PANEL = B707-323C (1965).
- T/O power = N2 105.7 % / EPR 1.94.
For MGW departure set maximum T/O thrust. For low weight departures N2 100% power is sufficient.
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.5 units (Center Pedestal gauge/scale indication)
- V1 = 147 KTS
- VR = 154 KTS
- V2 = 169 KTS
- V-REF = 157 KTS
- INITIAL ROC = 1,500 FPM
- FLAP 25 RETRACT = 200 KIAS .... increase ROC to 2,000 FPM
- FLAP 14 RETRACT = 220 KIAS .... increase ROC to 2,500 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 2,500 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 95.7% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 94%
- 15,000 FT reduce ROC to 1,500 FPM - reduce power to N2 93%
- 20,000 FT reduce ROC to 1,200 FPM - reduce power to N2 92%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 91%
- 26,000 FT reduce ROC to 800 FPM - reduce power to N2 90%
- 28,000 FT reduce ROC to 600 FPM - reduce power N2 89%
- 29,000 FT reduce ROC to 400 FPM - reduce power N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 87.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
ALTITUDE/MACH CRUISE PERFORMANCE
FL310 MACH 0.81 CRUISE (economic)
- IAS = 313 KTS
- GS = 513 (313 X 1.64)
- MACH = 0.82.5
- EPR = 1.40
- N1 = 84.1%
- EGT = 407
- N2 = 86.6%
- F/F = 3,165 LBS per hour (X4 = 12,660 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.82 CRUISE
- IAS = 315 KTS
- GS = 516 (315 X 1.64)
- MACH = 0.82.5
- EPR = 1.44
- N1 = 86.1%
- EGT = 411
- N2 = 87.9%
- F/F = 3,379 LBS per hour (X4 = 13,516 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.83 CRUISE
- IAS = 320 KTS
- GS = 524 (320 X 1.64)
- MACH = 0.83.6
- EPR = 1.50
- N1 = 88.9%
- EGT = 420
- N2 = 89.7%
- F/F = 3,743 LBS per hour (X4 = 14,972 LBS per hour)
- AI PITCH = +1* (degree)
FL310 MACH 0.84 CRUISE (maximum)
- IAS = 323 KTS
- GS = 529 (323 X 1.64)
- MACH = 0.84.2
- EPR = 1.53
- N1 = 90.3%
- EGT = 425
- N2 = 90.6%
- F/F = 3,939 LBS per hour (X4 = 15,756 LBS per hour)
- AI PITCH = +1* (degree)
PLEASE NOTE: Above EPR indications are based on engine #1 and #4 only .... engines #2 and #3 drive turbo-compressors and will always display fractionally lower indications.
=============================================================
"YE-8B" (B707-700)MGTOW = 335,000 LBS
4X CFM-56 CONWAY 508 turbo-fan engines rated at 22,000 LBS thrust e/a
Overload = 4,113 LBS .... no payload adjustment.
FUEL ADJUSTMENTS
LEFT AUX = 100%
LEFT = 100%
CENTER = 94.0%
RIGHT = 100%
RIGHT AUX = 100%
CENTER 2 = 100%
CENTER 3 = 100%
No payload adjustment = 15 LBS overload
PANEL = B707-700
T/O Data
- FLAPS = 25 (2 notches)
- TRIM = 3.0 units (Center Pedestal gauge/scale indication)
- V1 = 14 KTS
- VR = 154 KTS
- V2 = 169 KTS
-INITIAL CLIMB RATE = 2,000 FPM
-FLAP 14* RETRACT SPEED = 200 KIAS .... increase ROC to 2,500 FPM
- FLAP 23* RETRACT SPEED = 225 KIAS .... increase ROC to 3,000 FPM
- Yaw Damper = "ON"
- AFTER T/O CLEAN UP .... maintain 3,000 FPM ROC (do not exceed 10* AI pitch attitude) .... accelerate through 235 KTS .... reduce power to N2 93.5% climb thrust .... assume the following altitude/ROC/power adjustment schedule ....
- 10,000 FT reduce ROC to 2,000 FPM - reduce power to N2 92%
- 15.000 FT reduce ROC to 1,800 FPM - reduce power to N2 91%
- 20,000 FT reduce ROC to 1,500 FPM - reduce power to 90%
- 24,000 FT reduce ROC to 1,000 FPM - reduce power to N2 89%
- 27,000 FT reduce ROC to 500 FPM - reduce power to N2 88%
- 30,000 FT reduce ROC to 200 FPM - reduce power to N2 87%
- 31,000 FT ALT CAPTURE/TOC - reduce power to N2 86%
Maintain N2 87% .... level accelerate to MACH 0.82 (315/316 KTS) .... reduce power to N2 86.9% to maintain airspeed/MACH velocity.
PLEASE NOTE: During flights of long duration airspeed and engine power must be monitored constantly during cruise. Airspeed will gradually increase with fuel burn off/weight reduction requiring engine thrust to be adjusted accordingly in order to maintain constant cruise airspeed/MACH velocity.
FL310 CRUISE PERFORMANCE (MACH 0.82)
IAS = 315 KTS
GS = 516 (315 X 1,64 = 516)
MACH = 0.82.1
N1 = 84.6%
EGT = 594*C
N2 = 86.9%
F/F = 1,556 LBS (X4 = 6,224 LBS per hour)
AI Pitch = +1*
FL310 CRUISE PERFORMANCE (MACH 0.83)
IAS = 319 KTS
GS = 523 (319 X 1,64 = 523)
MACH = 0.83.4
N1 = 87.3%
EGT = 604*C
N2 = 88.6%
F/F = 1,725 LBS (X4 = 6,900 LBS per hour)
AI Pitch = +1*
FL310 CRUISE PERFORMANCE (MACH 0.84)
IAS = 324 KTS
GS = 531 (324 X 1,64 = 531)
MACH = 0.84.4
N1 = 89.5%
EGT = 612*C
N2 = 90.1%
F/F = 1,856 LBS (X4 = 7,424 LBS per hour)
AI Pitch = +1*
9.01: "C-135 - RECOMMENDED DESCENT & APPROACH TO LANDING PROCEDURES"The following descent procedures assume maximum payload with no more than approximately 20% total fuel remaining prior to the commencement of descent.
These procedures are intended to ensure descent to FL100 by approximately 30 DME from any destination airport or its nearest NAV aid .... and to promote further descent and entry to any airport approach circuit/pattern, flying downwind, base, and final approach legues prior to landing.
"C-135-A" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 134 - 132 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 128 - 123 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"C-135B" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 0FT.
- Landing speed 131 - 126 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"CC-137" (B707-320C pure freighter) Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 70% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 20,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.
- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 22 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and 0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 20FT.
- Landing speed 128 - 123 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Apply Reverse thrust
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"E-3C SENTRY" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.
- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1*, +0*, and +1* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 133 - 128 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"E-3D SENTRY" Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.
- 25,000 FT .... reduce engine thrust to N2 idle.
- 20,000 FT .... reduce ROD to 1,500 FPM.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS
- Base Legue = 220 KTS and reducing toward 200 KTS .... select FLAP 14 at 210 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 25 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 10 FT.
- Landing speed 133 - 128 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"E-6B MERCURY" Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.
- 25,000 FT .... reduce engine thrust to N2 idle.
- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS
- Base Legue = 220 KTS and reducing toward 200 KTS .... select FLAP 14 at 210 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 25 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 10 FT.
- Landing speed 132 - 127 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"E-8C" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.
- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 132 - 127 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"EC-135C" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 134 - 132 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 129 - 124 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"EC-137D AWACS" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.
- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 139 - 138 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 133 - 128 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"KC-135A" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 125 - 120 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"KC-135D/E" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 133 - 131 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 20 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 50FT.
- Landing speed 128 - 123 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"KC-135R" Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.
- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.
- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 130 - 129 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 10 FT.
- Landing speed 124 - 119 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"NKC-135-A/NKC-135A WL" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 125 - 120 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"NKC-135E" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 140 - 139 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 135 - 130 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"RC-135 CFM-56" Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.
- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 220 KTS.
- Base Legue = 210 KTS and reducing toward 200 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 210 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 10 FT.
- Landing speed 135 - 131 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"RC-135A J57" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... check N2 60%.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 149 - 150 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 135 - 130 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Reverse thrust .... "IS NOT AVAILABLE"
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
RC-135 JT3D" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 151 - 150 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 146 - 141 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage Reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"TC-18B" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 18,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS.
- Base Legue = 225 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 138 - 137 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 132 - 127 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"TC-135 CFM-56" Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70.
- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 220 KTS.
- Base Legue = 210 KTS and reducing toward 200 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 210 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 140 - 139 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 10 FT.
- Landing speed 135 - 130 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"VC-137-A" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 90% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 65%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 129 - 124 KTS.
- Manually deploy wing Spoilers immediately upon ground contact
- Reverse thrust
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"VC-137-B" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 230 KTS.
- Base Legue = 230 KTS (clean) and reducing toward 210 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 141 - 140 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 136 - 131 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"VC-137-C" Descending from FL310 ....
- 110 DME from destination airport .... reduce engine thrust to N2 75% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 100 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 63%.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 15,000 FT .... reduce engine thrust to flight idle .... N2 60%.
- 10,000 FT .... reduce ROD to 1,500 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 220 KTS.
- Base Legue = 220 KTS (clean) and reducing toward 200 KTS .... select FLAP 10 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 20 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 136 - 135 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 100 FT
- commence landing flare at 50 FT .... +2* degree AI AI pitch attitude)
- Reduce engine thrust to idle at approximately 10FT.
- Landing speed 130 - 125 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... commence manual braking action toward a sensible taxiing speed.
=============================================================
"YE-8B" (B707-700) Descending from FL310 ....
- 115 DME from destination airport .... reduce engine thrust to N2 80% .... maintain level flight to aid airspeed reduction below 300 KIAS prior to commencing descent.
- 105 DME from destination airport .... commence 2,000 FPM ROD .... reduce engine thrust to N2 70%.
- 25,000 FT .... reduce engine thrust to N2 idle.
- 20,000 FT .... reduce ROD to 1,500 FPM .... reduce engine thrust to N2 idle.
- 17,500 FT .... adjust altimeter barometric pressure setting to 2991 .... or as required.
- 10,000 FT .... reduce ROD to 1,000 FPM .... avoid exceeding 250 KTS.
- "DO NOT" commence approach to landing with in excess of 20% total fuel remaining.
- Downwind legue = 250 KTS (clean) and reducing toward 225 KTS
- Base Legue = 225 KTS and reducing toward 200 KTS .... select FLAP 14 at 215 KTS.
- Yaw Damper = OFF".
- FINAL APPROACH (pre ILS/GS intercept) = 200 KTS and reducing toward 180 KTS .... select FLAP 23 at 200 KTS.
- ILS/GS intercept at 180 KTS.
- GEAR DOWN = 180 KTS.
- FLAP 40 = 165 KTS.
- FLAP 50/FULL FLAPS = 155 KTS.
- APPROACH TO LANDING AIRSPEED (full flaps) = 137 - 136 KTS.
The above flap/gear airspeed recommendations should ensure an approach to landing AI pitch attitude which varies no more than between -1* and +0* degrees .... in accordance with the recommended flap/gear extension airspeed.
- Disengage AP at 500 FT
- Commence landing flare at 50 FT .... +2* degree AI pitch attitude)
- Reduce engine thrust to idle at approximately 20 FT.
- Landing speed 127 - 122 KTS.
- Manually deploy wing Spoilers immediately upon ground contact.
- Engage reverse thrust.
- 80 KTS .... cancel reverse thrust .... commence manual braking action toward a sensible taxiing speed.
Mark C
AKL/NZ
