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 flE S S 01,1 fl z s ro fl

LESSON: CIQ-418-10 TITLE: PERPORMANCE DATA

DATES QF ORIGINAL AND REVISED PAGES ARE:

ORIGINAL.. .0.. .05/16/89 REVISION. . .5.. .01/10/91

—

REVISION...1...07/12/89 REVISION...6...xx/xx/xx
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REVISION. .2.. .08/25/89
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REVISION. . .3.. .10/11/89 REVISION.. .8.. .xx/xx/xx

DR #1406 DR #

REVISION. . .4.. .02/07/90 REVISION. . .9.. .xx/xx/xx --

DR #1986 DR #

WOREBOOK

PG REV PG REV
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 PERFORMANCE DATA
CIQ—418—1O

REFERENCES: T.O. 1C-130B-1, Flight Manual

T.O. 1C-1308-1-1, Performance Data
MACR 55—130 C—130, Tactical Airlift Operations

Page 1 REV 5 01/10/91

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PERFORMANCE DATA CIQ—418—10
WOREBOOK C—130 ATS
05/16/89

E
**Note Te Student**

This workbook contains both a

practice quiz with questions
imbedded throughout the text and a
lesson quiz at the end of the
workbook. Answers to ali quiz
questions are provided on the quiz
feedback page folJ.owing the lesson
quiz.

E
OBJECTIVES

1. Select the characteristics of performance charts, given a list

of possibJ.e characteristics.

2. Compute performance data, given required charts/graphs/forms

and required values. -

E
INTRODUCTION This lesson introduces you te the many variables
and conditions whjch must be taken into
[
consideration when computing C—130 performance
data. It is important that you gain a basic
understanding of the C-130 perforinance charts and
how they relate to C-130 operations. This workbook
serves as a foundation for additional instruction
iri performance data. In this lesson you will
compute performance data based on given takeoff and
landing conditions. This workbook requires
reference to, and use of, your 1 Dash 1 to complete
the problems that appear in the text and the
quizzes which follow.

_____________________________________ E
E

Page 2 REV 5 01/10/91

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1~
rL PER.FORMANCE DATA
WORKBOOK
CIQ-418-l0
C-130 ATS
05/16/89
5

PERFORMANCE T.Q. IC-130B-1--1 is the predominant performance

CRARTS chart..publication... However, the Dash 1 must be
consulted in conjunction with the 3. Dash 1. Many
limitations, mission procedures, and configurations
are located throughout the Dash 1, thus making it
essential to consult both publications when
computing aircraft performance, or determining
flight configurations and restrictions. Further
restrictions may be found in various cornmand
directives (e.g., MACR 55-130). This segment will
cover the purpose of performance charts and some
of the terms and items found on these charts.

PURPOSE The performance charts are reguired to plan

complete missions, from takeoff to landing, for
normally encountered operating conditions. The
perforinance is based on operating procedures and
conditions which are explained either in the text
or on the chart itself. It is critical to become
familiar with the text explaining each chart prior
to entering it to determine performance data.
These operating procedures and conditions are
consistent tdith those presented in the Dash 1 as
normal procedures in Section II, the emergency
procedures in Section III, and the all weather
procedures in Section IX.

LIMITATIONS Limitation data for each aircraft series is based

on the results of a Category II flight test with
T56—A-7 engines and Hamilton Standard 54H60—91
propellers. Data for 100 percent and 95 percent of
engine rated power output is presented in the
charts. The engine power output values are based
on the International Civil Aviation Organization
(ICAO) standard atmosphere values, JP-4 fuel at 6.5
pounds per gailon with a heat value of 18,650 BTU
per pound with engines operating at 100 percent
rated rpm (13,820 rpm). Bear in mmd that if the
ajrcraft is refueled with an alternate fuel, it
will have an ef±ect on aircraft performance. tio

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PERFORM~.NCE DATA CIQ—418—10

WORKBOOK C-130 ATS
e 05/16/89

LIMITATIONS factor of conservatism is included in estabiishing

(CONT) aircraít performance. Ifunusual cônditions are
encountered, for which operating procedures are not
established, crewmembers are expected to use their
E
best judgment under the circumstances.
E
CHARTS The performance data in the 1 Dash 1 is based on
E
E—model aircraft with SKE (top) radome, externai
fuel tanks, multipie disc 2,030 psi brakes,
European Type 1 non—gloss paint, and walkway paint.
If the aircraft you are going to fly has a
E
different configuration, then the performance levei
will be increased or decreased based on the
addition or deletion of these drag-related items.
E
E
CORRECTION
CHARTS
The Airspeed Calibration Charts in Part 1 of the 1
Dash 1 include the position error correction and
show the relationship of indicated to calibrated
E
airspeed. The charts can be used to convert
indicated to calibrated or vice versa. Other
charts in Part 1 deal with compressibility [
correction, temperature correction, ICAO standard
atmosphere, and altitude pressure correction.
you have an occasion to use these charts later,
If

they are explained further in the preface to Part

E
1. For now,. you need only be aware of their
purpose and become familiar with their
capabilities. In normal day—to—day operations, you
E
will be furnished with the pressure altitude, for
exaxnpie, and will not be reguired to determine it
manually from the charts. E
E
AIRCRAFT The aircraft gross weight for computing TQLD is a
GROSS
WEIGHT
combination of operating weight, fuel, and cargo
load. The aircraft basic weight is the weight of
Li
the empty aircraft and can be found in the weight
and balance folder on board the aircraft listed on
{
Pa.ge 4 REV,5 01/10/91
E
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PERFORMANCE DATA CIQ-418—i0
WORKBOOK c—130 ATS
05/16/89

AIRCRRFT the computerized “Chart c.” Operating weight is

GRQSS found by adding crew, baggage, and any additional
wEIGHT equipment required to accomplish the mission to the
(CONT) basic weight. An exact fuel weight can be obtained
from the flight engineer af ter he has taken a
reading f tom the fuel gages. The loadinaster will
have the weights for the cargo and passengers. Me
will also have computed a Weight and Balance Form
which the pilot wili review and sign prior to
takeoff.

POWER AND Charts for torque, fuel f 10w, and bleed air
FUEL FLOW corrections are presented in Part 2. The basic
data une is for 100 percent engines; however, MAC
policy is to use the 95 percent grid une. The
charts on engine torque and fuel fiow are for any
combination of altitude, airspeed, temperature, and
TIT when engine bleed condition is normal.
Normal bieed condition is when ali four engines are
operating, the Engine Bieed Switch is in the
OPEN position, air conditioning and pressurization
are on, and anti-icing is not required.
The term “ali bleed on” is when the Engine Bieed
Switch is in the OPEN pos ition, air conditioning and
pressurization are on, and anti-icina is reguired.

TAICEQFF Takeoff performance is an izuportant operationa].

PERFORMANCE consideration because payioad and/or range may be
reduced due to iimiting takeoff conditions.
Normal takeoff configuration is ali engines
operating at takeoff power (971 degrees C) with
air conditioning and pressurization bieed (normal
bleed) on and 50 percent flaps. Takeoff
performance is iimited by gross weight, runway
length, obstacie clearance, and ciimb performance.

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PERFORMANCE DATA CIQ—418—lO
WOREBOOK C-130 ATS
05/16/89

TAKEOFF Other factors affecting takeoff power and

r
PERFORMANCE
(CONT)
climb—out performance include: pressure altitude,
outside air temperature, wind velocity, runway
slope, runway condition, surface covering, and
E
power setting.
E
TAKEOFF
FACTOR
To simplify the computation of takeoff
performance, a takeoff factor is used. This
E
takeoff factor combines the parameters of torque,
field pressure altitude, runway temperature, TIT,
and engine efficiency. Computed takeoff
E
~ performance can be achieved only if the static
torque produced by the engine matct~es that shown on
the charts. E
E
PRESSURE Pressure altitude may be obtained from your weather
ALTITUDE
.
briefing,
aircraft
the control tower, or bysetting your
altimeter to 29.92 and reading the
E
pressure altitude.
E
OUTSIDE
AIR
OAT may be obtained from the weather briefiiig, the
control tower, or your aircraft’s OAT Indicator.
E
TEMPERATURE Remember, if you use the aircraft’s OAT Indicátor,
you must add 2 degrees centigrade to the indicated
temperature for standard day and above. For below
standard day, you use the indicated temperature.
E
E
SLOPE Slope is the gradient of the runway and is given in
percent, either a “plus” or a “minus” for uphill or
Li
downhull. The slope is found under the responsive
field diagram in the Flight Information Publication
(FLIP) booklets. E
E
Page 6 REV 5 01/10/91 E
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PERFORM~NCE DATA CIQ-418-1O
WOR.KBOOK C-13O ATS
05/16/89

TORQUE The Takeoff Torque Setting Chart in Chapter 3 of

the 1 Dash 1 shows the indicated torque that is
expected when the throttles are placed to maximum
power (which is a rating of 971 degrees
centigrade). The torque values on the chart are
for zero airspeed with the air conditioning and
pressurization bleed on. As the speed of the
aircraft increases, there is a corresponding rise
in torque. This rise in torque is caused by a raiu
pressure increase in the inlet De the engine. In
the upper right section of the chart, a note lists
the increases you may expect due to the rarn rise in
the iniet pressure. If takeoff performance is
critical, you shouid perform a static power check
to determine if the predicted torque is available
prior to brake release. If torque computed for
takeoff is not obtained, the takeoff shouid be
aborted. If the takeoff is iimited by critical
field iength or obstacie clearance, or if you’re
making a maxirnum effort takeoff, ali bieed air
systems should be turned off.

RCR The runway condition reading, which is commoniy

referred to as RCR, is a vaiue relating the average
braking effectiveness of the particular runway
surf ace to the braking capabiJ.ity of the aircraft.
When the RCR is less than “good,” it becomes a
factor in aircraft perforinance and aiso affects
critical field length and refusai speed. Many
cjvjlian fields use the ICAQ tens for RCR such as
good, medium, and poor to designate the braking
action on the runway surface. If an RCR vaiue is
not available, use the foiiowin~ aigorithsn. If
the runway condition is dry or if the ICAO Report
is good, then the RCR is equa]. to 23. IC the
runway condition is wet or if the ICAO Report is
medium, the RCR is equai to 12. If the runway
condition is icy or if the ICAC Report is poor,
then the RCR is equal to five.

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RSC Runway surface condition, or RSC, is a value that
relates to the depth and tha type of runway
covering, such as slush or water. It is reported
in tenths—of—an—inch, and 1 inch is relayed as an
RSC of ten. The RSC affects both the acceleration
and stopping performance of the aircraft and is
therefore a factor in deteriuining takeoff ground
run, critical field length, and refusal speed. For
operation in loose, dry snow (snow that will drift
in a 10—knot wind), enter charts with a depth of
RSC equal to 1/3 actual depth. This factor is
applicable only for depths of loose, dry snow up to
3 inches.
[
[
WIND Steady wind value is the reported steady wind,
while the gust increment is the reported wind in
excess of steady wind value. Component wind is the
effective wind parailel to, or across, the runway.
Head wind is also effective wind parailel to the
runway (opposite direction) but is determined from
the steady wind value. On the other hand, tail wind
is e! fective wind parallel to the runway determined
f tom the steady wind value plus the gust increment.
Crosswind is effective wind across the runway
determined f tom the steady wind value pius the gust
increment. [
Winds are usually rneasured at some fixed point on
the airfield and are valid for the point where they
are measured. If the airfield is located in an
area of variable terrain, it is possible for the
winds to vary over different parts of the airfield.
It is recoinmended that 50 percent of the head wind
component and 150 percent of the tail wind component
be used when applying winds. Gusts may cause a
temporary increase in airspeed; therefore,
rotation, takeoff, threshcld, approach and
touchdown speeds should be increased by the fuil
gust increment, not to exceed 10 knots.

[
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PERFORZ4ANCE DATA CIQ-4 18—lO
WOREEOOK C-130 ATS
05/16/8 9

WIND (CONT) Any benefits gained by head winds should be taken as

a niargin of safety. The head wind shouid oniy be
considered when necessary for mission
accomplishment. However, always apply head winds
and tail winds when computing the acceleration time
check. Whenever you use the head wind or tail wind
component, ali distances and speed, except rotation
speed and minimuxn control speed, must be corrected
during takeoff planning. Figure 3—11 in the 1 Dash
1 presents the head wind and crosswind components in
knots for wind directions of zero to 90 degrees
f tom runway heading and for wind speeds up to 60
knots. For a crosswind component greater than 35
knots, a high degree of skili is necessary for
crosswind correction and you would be operating in
the not recommended zone of the chart. If the
takeoff speed and the crosswind component fali
within the caution zone, the takeoff speed shouid
be increased unti]. the recoxnmended area is reached
or until the airspeed has been increased by 10
knots. If the recomxuended area has not been
reached by increasing airspeed by 10 knots, extreme
caution should be exercised during the takeoff.

The Maximum Recommended Crosswind for Takeoff

Chart in Chapter 3 presents the maximum
recornmended crosswind that can be subjected to the
aircraft on the ground with 50 percent fiaps and
maximum thrust on ali four engines and stili
maintain directional control.

CRITICAL C4tical field length is defined as the total

FIELO LENGTH runway distance required to accelerate on ali
engines to critical engine failure speed,
experience an engine faiiure, then continue the
takeoff or stop. For normal operations, the
criticai field length must be no greater than the
runway length available.

Criticai field length, both normal and reduced

power, is obtained f tom Chapter 3 of the 1 Dash
1. Remember, if criticai field length exceeds
usable runway iength, maximusn effort data shouid be
computed. Aiso be aware that using reduced power will
increase criticai field length.

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PERFORNANCE DATA CIQ—4J.8-1O
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05/16/89

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CLIMB—OUT The climb—out flight path is based on the aircraft
FLIGHT PATH accelerating te liftoff, with gear retraction
initiated within 3 seconds after liftoff while the
aircraft is cliinbing at obstacle clearance speed.
Af ter the gear is retracted, the aircraft
accelerates to flap retraction speed, at which time
flap retraction is initiated. After the flaps are
retracted, the aircraft accelerates to best climb
speed and continues te climb at that speed. The
climb—out flight path is affected by several
factors as shown in the following Notes.
NOTE [
For normal operations, planning a
takeoff and climb—out over an
obstacle should be done on the basis
of 3—engine performance te allow for
engine failure. [
NOTE

Use reduced power takeoff factor te

determine reduced power climb—out
[
factor.
NOTE

A correction should be made te the

height of an obstacle due te the
siope of the runway. The height of
an obstacle is the difference
between the altitude at the obstacle
and the altitude at the nearest end
of the runway. The correction te
the obstacle height is found by
subtracting the lift-off distance
from the runway available, and
multiplying the result by the
percent siope divided by 100. The
correction is added te the obstacle
height for uphill slope and
subtracted for downhill siope.

Page 10 REV 5 01/10/91

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PERFORMANCE DATA CIQ—418—10
WORICBOOI< C-130 ATS
05/16/89

CLIMB-OUT NOTE
FLIGHT PATI-1
(CONT) For other than dry runway conditions
or with an uphi!1 siope, lift-off
distance is extended, resultin4 in
reduced inflight distance to the
obstacle. For this case it is
necessary, before entering the
chart, to decrease the known
distance from brake release to the
obstacle by the difference between
the actual ijft—off distance
(corrected for existing RSC, RCR,
and siope) and the lift—off distance
for dry levei runway. The lift-off
distance is the -critical field
length in the 3-engine case, and the
norma! takeoff ground rim in -the
4—engine case. The RCR factor does
not effect the 4-engine climb-out,
but does affect the 3—engine
ciimb-out. In determining corrected
takeoff distance for climb-out
flight path, do not apply a headwind
correction but aiways apply
taiiwind.

REFUSAL SPEED ~efusa1 speed is based on the runway available and

is •defined as the maximum speed to which the
aircraft can accelerate with engines at maximuin or
reduced power and then stop within the remainder of
the runway available, with two engines (symmetrical
power) in reverse, one engine in ground idie, one
propelier windmilling, and maximum anti-skid
braking. This correction factor is not valid if
wheels iock or tires skid. The 1 Dash 1 now
includes a correction grid in the event the
Anti—skid System is inoperative.

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PERFORMANCE DATA CIQ—4l8—1O
WORKBOQK C-130 ATS
.05 / 16/89

E
REFUSAL SPEED
(CONT)
NOTE
When cornputing refusal speed for
[
- reduced power take—off, the reduced
power takeoff factor rnust be used. [
When the corrected refusal speed exceeds takeoff
speed, use the takeoff speed as the refusal speed.

CRITICAL Critica! engine failure speed is that speed te

ENGINE which the aircraft can accelerate, lese an engine,
FAILURE and then either continue the takeoff with the
SPEED rernaining engines, or stop in the sarne total runway
distance. This speed is based on criticai field
length and rnay be calculated by using the Refusal
Speed Chart. Sirnply substitute the critical field
length for runway available length. The
[
acceleration distances are based on ali engines set
at cornputed takeoff power, not exceeding
19,600 inch—pounds of torque. Stopping distances
te based on two engines in reverse thrust, one
engine in ground idie, one propeiler windniilling,
and maximuin braking. [
MINIMUM The air minimum control speed in ground effect is
[
CONTROL based on the aircraft having lost an engine within
SPEEDS approxisnatély one—half the. wing span above the
ground (in other words, approximately 66 feet and
3 inches). The air minimum control speed out of
ground effect is based on the aircraft having lost
an engine above approximately one—half of the wing
span above the ground. The air minirnum centro!
speeds (out of ground effect) for one and
two—engine inoperative are presented in Chapter 3
ofi the 1 Dash 1. These speeds are shown for
various altitudes and temperatures from sea leve!
te 16,000 feet and are based on the zuinirnum speed
at which full directional centrei of the aircraft
may be maintained when ali operative engines are at
maximum power. [
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 PEREORMANCE DATA CIQ-418-10
WORKBOOK C-130 ATS
05/16/89

r MINIMUM The one-engine inoperative miniinum control speed is

CONTROL based on the assumption that the number ane engine
SPEEDS is inoperative and that the prope!ler is
(CONT) windmilling on NTS, noma! bleed, maximum power on
the operating engines, maximum availabie rudder
deflection, 5 degrees away from the failed engine,
gear down, flaps 50 percent.

For normal takeoffs, when air minimum contrai

speed (one_engine—ifloperativer ia ground effect) is
greater than the charted takeoff speed, use the
air minimum control speed for takeoff speed.
The two—engine inoperative speed is based on the
assumption that the number one engine is
inoperative with the propeiler windmilling on ?~TS,
number two engine is inoperative with the propeiler
feathered, ali bleed oU, maximum power on both
operating engines, Utility Hydraulic System
inoperative, maximum avaiiabie rudder deflection,
5 degrees bank away from the fai!ed engines,
gear down, and fiaps 50 percent (3,000 psi rudder
boost from the Booster Hydraulic System only).
NOTE

When landing with one ar two engines

inoperative, it is recommended that
the ia flight minimurn control speed
be compared to the recommended
approach speed and the higher speed
used for the approach.
WARNING

The flaps up with high boost Air

Minimum Contrai Speed charts assume
effective rudder boost pressure of
3,000 psi. To ensure rudder high
boost operation, puil the wing fiap
contrai circuit breaker and position
the fiap iever to attain rudder high
boost.

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PERPORMANCE DATA CIQ—418—1O
WORXBOOK C-130 ATS
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MINIMUM NOTE
CONTRCL
SPEEDS The two engine Air Minimum Control
(CONT) Speed charts are based on ali bleed
off. Operation with normal bleed
will result in a reduction in VMCP.
of 2 to 5 KIAS below charted vaiues.
NOTE [
Training simuiations of one or two
engines out situations using flight
idie thrust will resuit in an
unrealistically iow minimum control
speed when cornpared te the charted
data. This is due to severai
factors: no feathered or
windmiiling propellers, normal bleed
air rather than bleed off, and two
hydraulic systems powering the
rudder baoster.

Ground minimum control speed is the minimum

airspeed at which the aircraft may loose an
[
outboard engine during the takeoff ground run and
still maintain directional control. These speeds
can be found ia charts in Chapter 3 in the
1 Dash 1.
E
TAKEOFF
GROUND RUN
Takeoff ground rua is defined as the distance
required te accelerate te takeoff speed and ieave
[
the runway. These distances are presented as a -

function of: gross weight, takeoff factor, power

setting, runway siope, wind, and RSC.

[
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PERFORMANCE DATA CIQ-4l8-10
WORKBOOIC C-130 ATS
05/16/89

ACCELERATION The acceleration time check is used to determine if

TIME CHECK- there are factors which are- preventing the
aircraft f tom accelerating properly. Exampies
of thes~ factors are: dragging brakes, excess flap
deflection, and/or low power output. These and
other similar factors could cause a reduced rate of
acceleration. This check will normally be used
only when there is a refusal speed. The check will
normally be made at an even i0—knot increment speed
that falis between 60 and 120 knots. You wjll
normally use the highest speed that doesn’t exceed
refusal speed minus 10 knots. A 3—knot tolerance
is applied to the check speed to determine the
minimum acceptable airspeed. To check speed at any
variable point during ground run, use the Speed and
Distance During Ground Run Chart. This chart is
used prisnarily for corrections to the TOLD Card.
These corrections usually involve increases in
takeoff speed when temperature causes the minimum
control speed to become the takeoff speed.

REDUCED POWER Reduced power means that TIT is less than 971
TAXEOFE DATA degrees centigrade and torque is less than 19,600
inch-pounds. Minimum TIT for reduced power takeoff
is 850 degrees according to the 1 Dash 1. However,
the formal school is restricted to a minimum of 900
degrees TIT by MACR 55-130. Reduced power may be
used whenever maximum aircraft capability is not
required. Both takeoff and climb-out may be
accompiished at reduced power. The purpose of this
procedure is to minimize engine wear by maintaining
lower engine temperatures when maximum aircraft
performance is not required.

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PERFORMANCE DATA
WORX~OOK
05/16/89
CIQ—418--l0
C-130 ATS IE
IE
CL 1MB In Part 4 of the 1 Dash 1, charts are presented
PERFORMANC E te f ind the time,. distance, and fuel required te
climb f tom any altitude to any ether altitude up to E
the service ceiling. Also in this section, you’ll
find charts for the recommended climb speeds. The
speeds in these charts differ from the speeds that
are recommended in the Dash 1. The speeds listed
[
in the climb section of the 1 Dasli 1 are the rnost
effective climb speeds for variable aircraft gross
weights.
E
The cruise ceiling is the altitude where the
aircraft rate of clixnb capability at maximum
[
continuous power (932 degrees C) is 300 feet per
minute.
The service ceiling is the altitude where the
[
aircraft rate of climb capability at maximum
continuous power (932 degreês C) is 100 feet per
minute.

Climb can be performed at maximum continuous power,

932 degrees C TIT. However, the charts contam a
correction grid for reduced TIT climb if you elect
a reduced power takeoff and clirnb profile.
When climbing at maximum continuous climb power, be E
aware that TIT gages may occasionally give
erroneous readings and indicate lower than actual
TIT settings. Prolonged operation at these
erroneous readings results in abnormally fast
engine deterioration. Occasionally cross check
torque and fuel flow in relation te engine TIT.
Higher than predicted. fuel flow and/or torque may
E
cause you te suspect an erroneous reading on your
TIT indicator.
[
RANGE Range and ceiling as. well as Driftdown Charts are
tE
presented in Part 5. These charts cover three— and
four-engine operations for range and ceiling and
three— and two—engine operations for driftdown. In
E
order te maximize range, some tradeoffs in speed
and/or altitude may be required. Remember, to

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PERFORNANCE DATA CIQ—418-io
WORKBOOK C—iJO ATS
05/16/8 9

RANGE abtain the most distance ar range firam the fuel you
(CONT) have in the tanks, yau must aperate the aircraft sa
that you obtain the maximum distance per unit of
fuel. Depending on yaur. specific missian prafule,
step—climbing may be an effective method to extend
your range, especially at higher gross weights.
When considering executing the step-climb
procedure, extra fuel and time to climb to the next
higher altitude must be compared to the expected
fuei and/or time to be saved by cruising at the new
altitude.

ENDURANCE When considering maximizing endurance, the emphasis

shifts from haw fiar we can go to how iong we can
stay airborne. Our anaiysis wauld therefore
shift from getting the most distance firam each
unit af fuel ta getting the mast time out of
each unit of fuei. This cansideratian wauld be
more likely to come to the forefront ifi you were
perforining a search ar command and contrai mission
where time alaft ar time aver target was the utare
impartant consideration.

DRIFTDOWN If ane ar twa engines shauid fail during

four—engine cruise operatians, it may be necessary,
due to a lass of power, ta descend to a lawer
altitude. This forced descent is called driftdawn.
It is, as the terin implies, descending at a
controlled rate, under partial pawer conditions, to
a lawer altitude where the avaiiable engines will
again hald levei fhight. The service ceiling will
be reached first. It wiii pravide the highest
terrain clearance with sarne sacrifice in range. If
terrain clearance is not a coftsideratian, then
continuing descent to the cruise ceiling will
provide maximum range.

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PERFORMANCE DATA
WORKBOOK
CIQ-418—i0
C-130 ATS
[7
05/16/8 9

E
PENETRATION A penetration descent is nade in two parts. The
DESCENT first patt is. f tom enroute altitude to 20,000 feet
at speeds for maximum lift over drag with throttles
at flight idle and gear and flaps up. The second
part is from 20,000 feet to published minimum
altitude inbound to FA? at a constant 250 lUAS
throttles at flight idle gear and flaps up. The
penetration descent is designed to transition from.
an enroute high altitude arrival to position the
aircraft so as to execute an instrument approach to
a lariding runway.

RAPID The highest rates of descent are obtained by

DESCENT retarding throttles to flight idle and descending
at maximun dive speed with gear and flaps up.
At a slow airspeed the highest rates of descent are
obtained by retarding the throttles to flight idie,
lowering gear and full flaps, and descending
at 145 lUAS.

A comparison of these two procedures can be

obtained by reviewing the charts in Chapter 7 in
your 1 Dash 1. As an exampie, iet’s use an
aircraft weighing 120,000 pounds descending £ tom
20,000 feet pressure altitude and descend down to
sea levei. (Any other exaiuple would start at 20,000
pressure altitude and descend down to field
elevation, thus making our example the maximum
descent comparative possible.)
Looking first at the Rapid Descent at Dive Speed
Time and Distance Chart which depicts the
performance figures for rapid descent at maximum
allowable airspeed, we enter the Distance Chart at
the 20,000 pressure altitude point. We foilow the
guideiine vertically until it intersects the
120,000 gross weight une. Then, we follow to the
left margin, where we read the distance in nautical
miles traveled during the descent. We see-that the -

distance tr&veled is 20 nautical miles. Next,

let’s look at the chart at the top of the page and
compute the time required to make the descent.

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 PERFORMANCE DATA CIQ-418-lO
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05 / 16 / 89

r RAPID Again, enter the bottom of the chart at 20,000

DESCENT
(CDNT) pressure altitude.
it intersects Follow gross
the 120,000 the guideline up until
weight une. Then,
follow the guideline to the left margin and read
the time required for the descent as 3.36 minutes.
Next, let’s look at the Rapid Descent With Fuli
Flaps Time and IDistance Chart and determine the
distance and time using the rapid descent at
145 lUAS (CONT) with gear down and flaps
100 percent procedure. Again, enter the chart at
the bottom and at 20,000 pressure altitude. Follow
the guideline une up te 120,000 gross weight, then
over te the left margin. We see that the distance
traveled is 22 nautical miles. Again, follow the
sarne procedure on the Time Chart: 20,000 pressure
altitude up to 120,000 gross weight over te the
left to read 7.8 minutes off the time une.
Dividing the total altitude lost by the time te
descend also reveals some interesting information.
Looking at the 145 TUAS gear and flap descent, we
have 20,000 divided by 7.8 minutes yields
2,564 feet per minute average descent rate. The
rapid descent at maxirnum allowable speed is
20,000 divided by 3.36 minutes yields 5,952 feet
per minute average descent rate.

MAXIMUM RANGE The maxirnum range descent is made at speeds for

DESCENT maximum lii t over drag with throttles at flight
idle and gear and flaps up. The maximum L/D speeds
are obtained from the Maximum Range Descent Speed
and Fuel Chart in Chapter 7 of the 1 Dash 1. tising
the sarne pararneters as in our previous descent
examples, we obtain 160 TUAS for an aircraft at
120,000 gross weight. You would descend at
160 LUAS at flight idle with gear and flaps up.
A guick comparative analysis using the charts
Maximum Range Descent Time and Distance .Ln Chapter
7 of the 1 Dash 1 with the sarne 20,000 pressure
altitude and 120,000 gross weight, we f ind that the
distance traveledin the descent is 40 nautical
miles and the time te descend is 13 minutes.

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PERFORMM4CE DATA CIQ—4 18—10

C—130 ATS
WOREBQOK
05/ 16/89

MAXIMUM RANGE Dividing the altitude of 20,000 by the time to

DESCENT descend 13 minutes yields 1,538 feet cer minute
(CQNT) average descent rate. Now, if we add this descent
to the linear graph we previously drew, we can
readily see that we have a substantially diffierent
descent profile.

Plotting the information we have extracted on a

linear graph (Figure 1) gives us a visual depiction
of the approximate average flight path of the
aircraft during the descent. You can readiiy see
that the flight profile is not very different in
spite of the extremes in configuration and speed
between the two procedures.

DISTANCE TRAVELED DURING DESCENT

MAXIMUM DIVE SPEEO - CLEAN _,~ -20

CONSTANT 145 KIAS GEAR AND FLAPS e
© MAXIMUM L/D SPEED -

LI.
o
.10~
z
E
o
1-
-5

is20 15 10 5
NAUTICAL MELES TRAVELED DURING DESCENT

FIGURE 1

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 CIQ—4 18—10
PERFORMANCE DATA C-130 ATS
WQREBOOK
05/16/B9

MAXIMUM RANGE The time to descend is plott.ed in Figure 2. Again,

r DESCENT it rnirrors the relation to the distance
L (CONT) presented in Figure 1. Adinittedly, we have used a
statistician’S artistic license in presenting the
r data in Figures 1 and 2. A graphic representation
L of
the the actual altitude
following to distance
page in Figure 3. is presented on

TiME TO DESCEND

FIGURE 2

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PERPORMANCE DATA CIQ—418—10
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05/15/89

E
E
NAUTICAL MILES TRAVELED DURING DESCENT
E
Ø MAXIMUM DIVE SPEED -

© CONSTANT 145 KIAS GEAR AND FLAPS -

© MAXIMUM LID SPEED -

E
20.000’
(3.33

4Ó~i~01:1bs
NAUTICAL MILES TRAVELEO DURING DESCENT

[
E
E

FIGURE 3

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 PERFORMANCE DATA CIQ—418—10
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C—130 ÀTS
05/16/89

MAXIMUM RAEGE Realizing that we have represented the descent

rL DESCENT
(CQNT)
profile as an average descent profile, a more
accuratedescent profile is represented by the
dashed lines added and shown as Figure 4.

- Just remember the visual concept as presented in

Figure 1 and you will have grasped the concept we
are trying to impart.

DISTANCE TRAVELED DURING DESCENT

FIGURE 4

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E
ENROUTE Although not addressed in the 1 Dash 1, perhaps one
DESCENT of the most often performed descent profiles is
referred to as an enroute descent. This TECIINIQUE
is performed by establishing a 1,000 to 1,500 feet
per minute rate of descent and reducing throttles
so as to maintain enroute airspeeds with gear and
flaps up. Some pilots set a torque setting equal
to one half of their enroute torque setting as a
power setting for the descent. Others just reduce
power and establish an indicated airspeed (which
[
will constantly increase as you descend in order to
maintain a constant enroute true airspeed) A good
bail park figure for airspeed control is an
approximate 4 knots per thousand feet increase.
The enroute descent may be the most confortable on
passengers and is routinely used; however, pilots
should understand that compared to the other
profiles presented it is the least fuel efficient.
You will no doubt discover rnany refinements to the
basic version of the enroute descent after you gain
more experience. This descent profile is a
TECHNIQUE only rather than an approved procedure.
A good understanding of the descent profiles and
their possible applications will serve you well as
you advance in the flying program. You will either
have a timely opportunity to extract most of the
other performance data from the charts ar, as is
the case of climb and enroute data, the flight
engineer ar the navigator will take primary
responsibility for computing it during the mission
planning and/or performance phase. The pilot,
however, will be faced with instant decisions upon
a rapid decompression at altitude or a loss of
power on one or more engines. Fie will also be
faced with instant decisions during other
situations. Qne is when he must descend to be
positioned to execute an instrument approach after
being held at altitude by ATC. Another situation
is when he must descend to be positioned to snake a
drop zone or landing zone to deliver a tactical
load. [
E
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PERFORMANCE DATA C~Q—418—10
WORKBOOK C-130 ATS
05/ 16/89

LANDING The charts depicting landing perforniance data are

presented in Part 8. Landing perforinance is
affected by many factors and really begins on final
approach. The aircraft configuration and speed on
approach carry on into the landing performance and
affect the landing distance required. Approach
speed is threshold speed plus 10 knots. Threshold
speed is a function of configuration and gross
weight. Since airspeeds are flown as indicated,
airspeed variances in altitude and temperature,
etc. are compensated for. Touchdown speed is
again a function of gross weight and configuration.
Maximuifi effort final approach and threshold speeds
are lower than normal final approach and threshold
speeds. However, touchdown speeds are the sarne for
both procedures. The threshold speed for normal
J.anding is 1.35 times the power-off stall speed and
the maximum effort threshold speed is 1.28 tirites
the power-off stall speed. The minimurn threshold
speed is limited to no lower than 106.5 lUAS.
Touchdown speeds are equal to 1.2 times the
power-off stall speeds. The minimum touchdown
speed is no lower than 98.5 for no flap and no
lower than 97 LUAS for 50 and 100 percent flaps.

Landing perforrnance is affected by increased

aircraft approach speeds due to gusting winds as
weli as head winds and tail winds. Qther factors
affecting landing performance are temperature, drag
index, type of brakes and brake pressure, number of
engines in reverse, runway condition reading (RCR),
runway sutface covering (RSC), and runway siope.
The aircraft is designed for 100 percent flap
landings, although variable flap settings rnay be
used for ali landings. Threshold speeds for 100,
50, and zero percent flap settings are shown in
Figure 8-3 in Part 8 of the 1 Dash 1. These speeds
are computed for a height ofi 50 feet above the
threshold of the runway to produce the landing
distances shown in later charts. Touchdown
speeds are the speeds at the initial point of
contact in a landing.
Touchdown speeds are shown for the three flap
settings, and these three settings are used for
calculating the ground—roll distances shown on the
Landing Distance Charts.

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i:
AIR NINIMUM Look closely at the air minimum control speeds
CONTROL because there are Out of Ground Effect Charts as
SPEEDS welJ. as In Ground Effect Charts. Both conditions
are encountered upon landing.

NOTE
When landing with one or two engines
inoperative, it is recornmended that
the inflight minimum control speed
be compared to the recommended
approach speed and the Iiigher of the
two speeds used.

CROSSWIND The wind chart in the landing section is exactly

LANDING like the wind chart in the takeoff sectjon. The
chart a.Llows you to convert the wjnd into
components. It also has an accompanying chart
which depicts tabulated data for maxiinum crosswind
components. These charts are in Chapter 8 in your
1 Dash 1. You may need to increase the touchdown
speed, by a maxiznum of 10 knots, in order to get
out of the caution area of the crosswjnd chart.
The maximum recommended crosswind is that wjnd in
which the aircraft can be subjected to on the
ground and still maintain directional control.

LANDING There are landing distance charts for the three

DISTANCE flap settings of 100, 50, and zero percent. This
data is presented as a function of outside air
temperature, pressure altitude, gross weight,
engine configuration, RCR, wind, and runway slope.

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PERFORNANCE DATA CIQ-418-1O
WORKBOOK C-130 ÀTS
05/16/89

LANOING NOTE
o LSTANCE.
(CCNT) Should obstacles be located near the
end of the runway such that the
50—foot-height must be exceeded, the
effect of the additional height must
be considered. Since the effect is
not shown on the charts, sufficient
margin must be .allowed based on the
pilot’s judgment and experience.

Several other conditions may affect the ianding

distances. One condition is engine configuration,
such as four engines in reverse, two in ground idie
and two in reverse, ar four in ground idle. The
runway condition will also affect the distances due
to the increase in the graund reli because of wet
or icy runway surfaces. Runways covered with snow
have a variable brakirtg coefficient between wet and
icy. Any increase in touchdown speed also has an
effect on landing distances and must be taken into
consideration. The basic data found on the charts
assumes a zero wind and siope. Remember to correct
the landing distance and landing grcund rol]. if
landing speeds have been increased due te gusting
winds. For conditions other than those shown, the
landing distances may be estimated by using the
correction scales found on the charts.

PRACTICE QUIZ

1. TIT in degrees centigrade for maximum power takeoff is based

on which of the following?
a. 971

b. 932
c. 850

d. 800

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E
2. The takeoff factor is based on which of the following?
a. Ali bleeds on

b. Normal torque ram rise [

c. Takeoff speed plus 10 knots torque setting

d. Zero airspeed predicted torque setting

3. Which of the following is the definition of service ceiling?

a. Rate of climb based on maximum power of 971 TIT

b. Rata of cliinb based on climb-out flight path

c. Rate of ciimb capability is 100 feet par minute.
d. Rata of climb capabiiity is 300 feet per minute.

4. Cruise ceiiing is the altitude at which the maximum rata of

climb capability (at maximum continuous power and best climb
speed) is how many feet per minutes?

a. 300
b. 500
c. 750 [
d. 1,000

5. Which of the foliowing aircraft configurations will give the

highest rata of descent at liiniting airspeed for that
configuration?

a. Flight idie with gear extended and flaps retracted

b. Flight idie with gear retracted and flaps extended

c. Flight idle with gear extended and flaps extended

d. Flight idie with gear retracted and flaps retracted

.1
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PERFORMANCE DATA CIQ—418-10
WORKSOOI< C-130 ATS
05/16/89

6. A penetration descent is made in how niany parts?

a. Two

b. Three

c. Four

d. Five

7. Climb performance is based on how many degrees centigrade TIT?

a. 1,071
b. 1,010
c. 971

d. 932

8. The normal approach speedis:

a. Touchdown speed plus 10 knots.
b. Touchdown speed plus 7 knots.
c. Threshold speed plus 10 knots.

d. Threshold speed plus 20 knots.

9. An RSC of 10 is equal to how many inches of runway covering?

a. 1/10

b. 1/4

c. 1/2

d. 1

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E
10. Refusal speed is based on runway available. If refusal speed
exceeds takeoff speed, what correction is required? 17
a. Increase available runway.
b. Decrease refusal speed. E
c. Use takeoff speed as refusal speed.

d. Gross weight must be corrected.

11. How is’critical field length affected by the use of reduced

power?

a. Reduced

b. Extended

c. Not affected [
d. Determined by the length of the runway only

[
COMPUTE This is the computation portion of your lesson.
PERFORMANCE You wil! need your 1 Dash 1 te compute the answers
DATA te these performance problems. Before we begin
computations using the charts, a caution is in
arder regarding the longevity of your charts.

Use caution each time you use your charts since the
pencil marks tend te accumulate. You may want to
[
consider covering some of the charts you use most
often with some type of clear document protector.
Always take a few extra seconds te check the
values on each chart and read ali the notes
around the edge before you begin, after you have
made sure you are on the correct chart.

17
17
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PERPORMANCE DATA CIQ-4].8-1O
WORKBOOK C-130 ATS
05/16/89

MAC FORM 130 The MAC Form 130 (TOLD Card) is one of the
instruments of mission planning. Often the fina!
decision affecting the mission departure is
supported by the infonnation presented on the TOLD
Card. The safety of the aircraft and crew depend
on the accuracy of the information presented on
this form. Once the TOLD Card is completed, it
must be updated when pressure altitude changes by
1,000 feet, or gross weight changes by 5,000
pounds, or temperature changes by 5 degrees. This
requirement originates from paragraph 12-.8d,
MACR 55-130 and from a Note in the Dash 1 on
page 2-52. Study the TOLD Card presented as
Figure 5 and become familiar with its
requireinents/contents. The blocks of the TOLD Card
under the heading CONDITIONS are where the
information for your aircraft’s takeoff or landing
is assembled and your situation begins to take
form. Look at this block of the card for a moment
and the relationship of the information required
will become apparent. If any one of these facts is
missing, your computations cannot be completed
accurately. In. this segment, each block of the
TOLD Card will be covered along with relevant
descriptions and/or procedures. We will not step
through the TOLD Card on a square—by—square basis
for one compution exercise; instead, we will address
each area of performance data individually.

Page 31 REV 5 01/10/91

 QL’l

wo
o
o
n
P1

o
01
‘0
1—’
‘°G)
a,
to

Iti
‘4
ti’
1,
flH
‘o
o
1~ o’-.
a,
a-.
o fr31—4
‘o (“o
1-~
FRONT I3ACK

— — — — — — — — — — — — — — — — _, — — —
PERFORMANCE DATA CIQ—418—1O
WORKBOOK C—130 ATS
05/16/8 9

TAKEOFF Takeoff performance starts with Part 3 of the

PERFORMANCE 1 Dash 1.

TORQUE To compute the torque setting for maximum power, or

reduced power, take the QAT from the CONDITIONS
Block of your TOLD Card and enter the Takeoff
Torque Setting Chart in Section 3 of your 1 Dash 1.
We enter the chart with our OAT and proceed
vertically to the pressure altitude une. At this
intersection, move horizontally to the right and
read indicated torque. For reduced power torque,
we enter the chart with our QAT and go vertically
to the temperature baseline, then follow the
guideline back down to our reduced TIT, then go
vertically te the pressure altitude une, and then
horizontally to the right te read indicated torque.

• The example •we will use is: C—130E, OAT 1-20

degrees centigrade, 4,000 feet pressure altitude,
and 95 percent engines. Using this data, f ind the
max power torque.
Enter the chart at the bottom at +20 degree C and
follow the temperature une vertically te the 4,000
feet pressure altitude line. At this intersection,
proceed horizontally te the right to the percent
engines baseline, then follow the guideline down te
95 percent engine power and read the predicted
torque as indicated inch—pounds per engine. You
shoüld have found the answer to be 13,000
•inch-pounds. You would enter this figure in the
COMPUTATIONS Block of the TQLD Card.

RAM The data block at the top of the chart lists the
values of torque increase due to ram rise. Ram
rise is a value of torque increase created by the
forward speed ofi the aircraft. If outside air
temperature and altitude places the torque at the
upper limit, ram rise could cause torque limits te

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PERFORMANCE DATA CIQ-418—1O

WORKBOOK C-130 ATS
05/16/89

RAM (CONT) be exceeded. The Bleed Effect on Takeoff Power

Chart in your 1 Dash 1 shows the values of ali
bleed eLE and ali bieed on torque changes.

If takeoff performance is criticai, engine torque

readings should be checked prior te brake release
and compared with the chart values. Predicted
takeoff perforinance will not be achieved unless the
average static torque produced by the engines
equais that shown on the chart. If the predicted
torque isnot obtained, the takeoff should be
aborted. When takeoff is limited by criticai fieid
• length or obstacle ciearance, or when making a
maximum effort takeoff, ali Bleed Air Systerns
shouid be turned off to ensure maxirnum takeoff
power.

[
TAKEOFF Takeoff factor is determined from the Takeoff
FACTOR Factor Chart of the 1 Dash 1 for both normal and
reduced power. The difference in a normai (max
power) and a reduced power takeoff factor is that,
when you get to the baseline (971 degrees C), you
follow the guideiine down to the reduced TIT fbr
reduced power then down to the percent engine
baseiine as opposed to passing through the TIT area
without foliowing the guideiine for maxirnum power
takeoff factor. From the baseiine at percent
engine the procedures are the sarne: follow the
guideiines from the 100 percent b.4seline to the 95
percent baseline at the bottom of the page te read
takeoff factor. For this problem, we wiii use:
C-130E, OAT of + 27 degrees centigrade, pressure
altitude of 4,000 feet, 95 percent engines, and a
TIT of 971 degrees C.

Enter the chart at +27 degrees C and move

horizontaliy te the 4,000 pressure altitude une.
Read vertically down through the TIT grid to the
100 percent engine baseline, foilow the guidelines
te the 95 percent engine une, and read a normal
bleed takeoff factor of 2.8. Enter this
inforn’iation in the COMPUTATIONS Block of the
TOLD Card. • {
Page 34 REV 5 01/10/91
 PERFORMANCE DATA CIQ—418—10
WORXBOOK_________ C—130 ATS
05/16/89

r GROSS WEIGHT This information is presented in the Takeoff Gross

[ LIMITED
THREE-ENGINE
We•ight Limited by Three Engine Climb Performance
Chart. The gross weight limited by three—engine
CLIME performance is based on the following
PERFORMANCE configuration: 1) 50 percent flaps, 2) gear up,
3) maximum power on ali available engines,
4) incperative engine with propeller feathered,
5) normal obstacle clearance speed, and 6) out of
ground effect.

NOTE
The capability of the airplane to
climb prior to reaching obstacle
clearance speed is seriously reduced
while the gear is retracting (18
seconds) and the propelier is being
feathered-

From a previous chart, we had a takeoff factor

of 2.76. Additionally, we have a given pressure
altitude of 4,000 feet, OAT +27 degrees C (standard
day for 4,000 feet is 4-7 degrees C). Therefore,
the deita T is +20 degrees C. Also given for this
exampie is a C-130E aircraft with iOO percent
engines, gross weight of 130,000 pounds, and a
required rate of climb of 300 feet per minute.

Find:

a. Will thrée—engine ciimb capability limit the

takeoff gross weightof 130,000 pounds?

b. Maximum takeoff gross weight with external fuei

tanks and pylons removed. Hint: (drag index
with these .jtems removed is a -18).

c. Maximum takeoff gross weight for three-engine

climb with external tanks on and 95% engines.

Tising Figure 3-10, you should have fojand the

answers to be:

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PERFORMANCE DATA CIQ-418-10
WORKBOOK C-130 ATS
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GROSS WEIGHT a. No, because the maximum permissible takeoff

LIMITED BY gross weight is 135,500 pounds. This is more
THREE-ENGINE than the airplane grosa weight.
CLINS
PERFORMANCE b. 137,500 pounds
(CONT)
c. 130,500 pounds

TAKEOFF The Takeoff Crosswind Chart presents head wind and

WINDS crosswind components in knots for wind direction of
zero to 90 degrees from the ruriway heading and wind
speed up to 60 knots. Notice that wind lines go
from zero to 60 knots and direction runs from zero
te 90 degrees.

Given: Takeoff runway 12, wind from 180 degrees at

20 knots gusting te 32 knots and a takeoff speed of
107 knots. Find: Runway cornponent, crosswind
component, and whether takeoff is in the
recommended zone at predicted takeoff speed. [
You should have determined that the wind angle was
60 degrees. [
Let’s return te the chart and follow through on the
procedure once more and carry it one step further.
We determine that the steady windcomponent is
10 knots and the crosswind component is 27.5 knots.
The crosswind component of 27.5 knots places us in
the caution zone. Our takeoff speed for this
problem was 107 knots. When you are in the caution
zone, you increase takeoff speed up te 10 knots in
an attempt to get out of the caution zone. Enter
the chart at the 27.5 knot point and follow the
une te the intersection of the 60 degree une and
the 107 knot point. From there, continue
vertically toward 117 knots, or 10 knots above our
original takeoff speed. You will notice that
117 knots is still in the caution area, 50 we would
increase our takeoff speed by the fui! 10 knots,
thus rnaking our new takeoff speed 117 knots.

At this peint, go back and recompute your takeoff

distances based on the new increased takeoff speed
of 117 knots.

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PERFOBMAI4CE DATA CIQ—413--l0
NORXBOOE C-130 ATS
05/16/89

MIN FLD Minimum fieid length for max effort takeoff is

LENGTE obtained from the chart of the sarne name. This
FOR MAX information is used only if a maximum effort
EFFORT takeoff is pianned and critical field length
TAICEOFF exceeds usabie runway length.

CRITIC~ Critical field length is the total runway distance

FIELO required to accelerate on ali engiries to critical
LENGTH engine failure speed, experience an engine failure,
then continue the takeoff or stop. For a safe
takeoff, the critical field iength must be no
~ greater than the length of runway available.

For our critical field iength problem we will use:

. C—130E with multi—disc 2,030 psi brakes;
145,000 gross weight; takeoff factor of 2.72;
runway 10,000 feet; 50 percent flaps; 2 percent
uphiii siope; drag index of zero; 20 knot
head wjnd; RCR 12; RSC 4.0; and anti-skid
operative. Turn to the first Criticai Field Length
. Chart in your 1 Dash 1. Determine the criticai
field length and the maximutu takeoff gross weight.
~ Your values should have been 8,750 feet and 152,000
pounds respectively.

NOTE
When computing critical fieid length
for reduced power, use the reduced
power takeoff factor and correct
distance for reduced power.

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PERPORI4ANCE DAfl’A CIQ-418-10

WORKBOOK C-130 ATS
05/16/89

REFUSAIJ SPEED Refusal speeds are presented in Section 3.

AND CRITICfl Variables used on sheets 1 and 2 are: takeoff
ENGINE factor, available runway length, gross weight,
FAILURE runway surf ace condition and covering, and wind.
SPEED
For our refusal speed problem use: C—1JOE with
multi—disc 2,030—psi brake system; gross weight
145,000 pounds; takeoff factor 2.70; runway
8,000 feet; flaps 50 percent; 20 knot head wind;
RCR 12; RSC 4.0; anti—skid operative. At this
tirnê f ind the refusal speed.

You should have determined that the corrected

refusal speed is 77 knots.

It is possible that an uncorrected refusal speed

might be greater than takeoff speed but the
corrections rnight reduce the refusal speed to a
value less than takeoff speed.
NOTE

Corrections on the refusal speed

chart are never applied to the
takeoff speed.

TAKEQFF AND The normal and rnaxirnum effort Takeoff and Obstacle
QBSTACISE Clearance Speeds Chart will be used next. You will
CLEARANCE note the speeds are the sarne for three— and
SPEEDS CHART. four-engine takeoff. The f].apsetting for takeoff
is 50 percent. For normal takeoffs, when air
minirnum control speed (one—engine inoperative, in
ground effect) is greater than the chart takeoff
speed, use the air minimum control speed for
takeoff speed. The obstacle clearance speed for
this condition is the chart obstacle clearance
speed or air minirnum control speed (one—engine
inoperative, in ground effect), whichever is
greater.

The Takeoff and Obstacle Clearance Speeds Chart

is self-explanatory. However, when you add in the air
minimum control speed (one engine inoperative), it
becomes sornewhat cornplicated. Be sure to review

[
Page 38 REV 5 01/10/91
PERFORMANCE DATA CIQ—418—10
WORKBOOK C—130 ATS
05/16/89

TAKEOFF AND the explanatory inforniation in the front of

OBSTACLE Chapter 3 prior to using the charts. The Takeoff
CLEARANCE and Obstacle Clearance Speeds Chart has two areas
SPEEDS CHART of takeoff information: maximum effort information
(CQNT) in the lower portion of the chart and normal
takeoff speeds in the upper area.

For our chart performance problem we will use

C—130E, 143,000 gross weight, flaps 50 percent,
pressure altitude 4,000 feet, and OAT +25°C. FIND:
Normal takeoff and obstacle clearance speed,
air miniinum control speed, one engine inoperative,
in ground effect.

You should have computed air minimum control speed

to be 83.5 RIAS. This speed is less than the
takeoff speed (which was 111 RIAS) and also less
than the obstacle clearance speed (which was
124.5 RIAS). Therefore, the minimum control speed
is not limiting since it is lower than both the
takeoff speed and the obstacle clearance speed.

TAKEQFF Takeoff distance is the total distance required to

DISTANCE accelerate from brake release to takeoff speed,
lift of E and cliinb to a 50-foot height. This
distance is a function of gross weight, takeof E
factor, runway slope, wind, RSC, E lap setting, and
drag index.
NOTE

When computing reduced power takeoff

ground run/distance, use reduced
power takeof E factor.

Find the corrected takeoff ground run distance

given the following: C-130E, takeoff factor 1.81,
143,000 gross weight, + 2 percent uphill siope,
20 knât head wind, RSC 4.0, flaps 50 percent,
drag index + 80.

You should have determined the takeof E ground run

distance to be 4,200 feet. We enter this in the
GROUND RUN Slock cri the TOLD Card.

Page 39 REV 5 01/10/91

 1

PERFORMANCE DATA CIQ-418-l0

WORKBOOK C-130 ATS
05/16/89

ACCELERATION Dragging brakes, excess wing flap defiection, low

CHECIÇ power output, and similar factors will reduce the
TINE rate of acceleration. The acceleration check
shouid be made between brake release and either
120, 110, 100, 90, 80, 70, or 60 knots. Use the
highest of these speeds which will not exceed
refusal speed —10 knots. A 3-knot tolerance is
applied te the check speed to determine the
minimum acceptable airspeed. The charts also show
the effect of power settings, runway siope, wind,
and drag index on acceleration time. Te obtain
the true time, a correction grid for altitude
(SMOE) is provided.
You can also determine refusal distance by
multiplying the refusal speed (TAS) by the true
time and a constant of .845 (.845 is the average
speed in knots converted to feet per second)
Increased takeoff distance due to using higher
than computed takeoff speeds may be computed in
the sarne manner. (Use pianned takeoff speed
converted te TAS in the formula.) [
NOTE
When calculating time for
power, use reduced power
reduced
takeoff
[
factor.
Find true time to accelerate to check speed given
the following: C—1JOE, 4 engines operating,
4,000 feet altitude, OAT + 27 degrees C, takeoff
factor 2.80, 145,000 pounds gross weight,
5,000. feet runway availabie, refusal speed 92 lUAS,
check~i~éd 80 knots, wind 20 knot head wind,
levei runway, drag index zero.
You should have found the true time of
26.2 seconds. . [
LE
[
Page 40 REV 5 01/10/91
E
E
 PER.FORMANCE DATA CIQ-418-lO
WORKBOOK C-.130 ATS
05 / 16 / 89

r REDUCED When mazimum aircraft capability is not required,

[ POWER
PROCEDURES takeoff and clintb—out
reduced power, TIT lessmay be accomplished
than 971 degrees C,at and
torque less than 19,600 inch—pounds. The purpose
of this procedure is to minimize engine wear when
aircraft performance is not critical. A TIT
setting of 850 degrees C is the minimum setting
recommended for takeoff unless maxiinuni allowable
torque of 19,600 inch-pounds will be exceeded. We
have looked at the computation of maxirnum ar normal
power. Now we will look at the differences between
computing normal power TOLD and computing reduced
power TOLD. Because these two methods of computing
TOLD are sosimilar, we will only address the
differences for each.

TORQUE Torque is obtained firam the Takeoff Torque Setting

Chart in the front ofi Chapter 3 of the 1 Dash 1
(both normal and reduced power information) .For
normal (maxintuni power), you pass through the TIT
information on the chart, and, for reduced power,
you hit the TIT baseline then follow the guideline
back down to the reduced power line then ga
vertically up the chart. From this paint, both
procedures are the sarne.
Find: torque per engine given C-1JOE, 100 percent
engines, pressure altitude 2,000 feet,
OAT +10 degrees C, TIT 900 degrees C.

You should have computed 12,500 inch—pounds of

torque per engine with normal bleeds.

In earlier portions of this lesson, we passed on

through the TIT baseline. This time we hit the
baseline and fallowed it down the guideline to our
reduced TIT ofi 900 degrees C, then vertically
again. From here on we used the sarne procedure as
the earlier one to compute normal torque.

Page 41 REV 5 01/10/91

PERFORMANCE DATA CIQ-4l8-10
WORFZBOOK C-130 ATS
05/16/89

TORQUE Let’s examine the procedure we just completed. Once

(CONT) again ehter the Takeoff Torque Setting Chart at
the bottom at +10 degrees C and followthe une
vertically to the 971 degrees C baseline. Then,
follow the guideline down to the 900 degrees C
une. At this point, stop for a moment and hold
your position on the chart. Continue te follow the
vertical une back down te the bottom edge and read
the temperature. You should read +39 degrees C.

This new temperature of +39 degrees C represents

the OAT that would produce the torgue of 12,500
inch-pounds at normal (or max) power. If we enter
the chart at the new temperature of +39 degrees C
and proceed as we would to find normal power
takeoff torque setting, we will compute the sarne
answer as when we started with +10 degrees C and
folJ.owed the reduced power procedure—— 12,500
inch—pounds.

Taking this reasoning process one step further, we

have just convinced the performance charts that the
OAT is +39 degrees C instead of +10 degrees C. In
other words, if the temperatura was really
+39 degrees C, then the max torgue the engines
would produce would be 12,500 inch—pounds.

TAICEOFF The reduced power takeoff factor is found on

FACTOR using a similar procedure. Once determined, this
reduced power takeoff factor may then be used for
determining critical field length, refusal speed,
climb-out factor for four—engine climb—out flight
path, normal takeoff distance, and four—engine
acceleration check time.

TIT Normally in MAC we would select either 900 degrees

C or 932 degrees C as our reduced power setting,
900 degrees C if we were going te stay local for a
pattern profile, or 932 degrees C if were going to
climb out and transition te another airport. [
Paga 42 REV 5 01/10/91

.1
 PERFORMANCE DATA CIQ—418-1O
WORKBOOK C130 ATS
05/16/89

TIT NOTE
(CONT)
Reduced power takeoffs should not be
performed when it is necessary to
operate the anti-icing system during
takeoff.

The reduced power TIT that you have seiected wili

be entered within the TIT Block on your TOLD Card
iinmediately under the takeoff factor and torque,
ali three under the REDUCED POWER heading.

TAICEOFF Aithough takeoff and climb-out may be accomplished

r CROSS WEIGHT aS reduced power, in the event of an engine
[ LIMITED BY
THREE-ENGINE failure, throttles
immediate].y placed on ali remaining
at max engines are
power. Therefore,
CLIME reduced power computations for three—engine climb
PERFORMANCE would serve only to display the reduction in
aircraft capability and would serve no useful
purpose. Therefore, gross weight limited by
three-engine ciimb should be computed based on the
takeoff factor computed for normal (max power)
power takeoff.

CRITICAL Criticai field length is the total runway distance

L FIELO required to accelerate on ali engines to critical
LENGTH engine failure speed, ezcperience an engi.ne failure,
then continue the takeoff or stop.

Find the reduced power critical field length given

the foiiowing: C—130Ewith multi-disc, 2,030 psi
brakes, 130,000 gross weight, TIT 900 degrees C,
takeoff factor 1.80, flaps 50 percent, runway siope
+ 2 percent, drag index zero, 20—knot head wind,
RCR 23, RSC zero, anti-skid operative. You should
have found a critical field iength of 3,700 feet.
Enter this in the CRITICAL FIELD LENGTH Block of
the TOLD Card.

Page 43 REV 5 01/10/91

 [
PERFORMANCE DATA CIQ-418--10
WORKBOOK c-130 ATS
05/16 / 89

[
REFUSAIJ Refusal speed is based on the runway available. It
SPEED AND is defined as the maxirnum speed to which the
CRITICAL aircraft can accelerate with engines at maximum ar
ENGINE reduced power and then stop within the runway
FAILURE available, with two engines (syrnmetrical power) in
SPEED reverse, one engine in ground idie, one propeiler
windxnilling, and maximum anti—skid braking. 1±
refusal speed exceeds computed takeoff speed, then
use the takeoff speed as the refusal speed.

Refusal speed for reduced power takeoff is

computed in the sarne manner as refusal speed for
normal power takeoff. Use the reduced power
takeoff factor and follow the sarne procedures
as we did when we computed refusal speed for norrnal
power takeoff.

As before, critical engine failure speed may be

fourxd from the Refusal Speed Chart by substituting
critical field length for available runway length.

TAKEOFF AND Takeoff speed and obstacle clearance speeds are

OBSTACLE not aí fected by the power setting being used.
CLEARANCE These speeds are based on aircraft gross weight and
SPEEDS configuration. However, takeoff speed may be
adjusted (increased) for various reasons such as
crosswinds.
tIND: takeoff speed and obstacle clearance speeds
given the following: C—130E, reduced takeoff
power aí 900 degrees C, 50 percent flaps, and
120,000 gross weight.
Use the chárt a the top of the page labeled NORMAL
TAKEOFF. Enter at the 120,000 gross weight une,
follow the une vertically until it intersects the
takeoff une, and then move laterally to the left
edge and read 101 UAS. Go back ta the
120,000—pounds une and continue vertically until
you intersect the obstacle une, then praceed
laterally to the left and read 113 lUAS.

Page 44 R~V 5 01/10/91

E
1
PERFORMA.NCE DATA CIQ-4i8-10
WORKBOOK C130 ATS
05/16/8 9

MINIMUM Minimum control speeds are the minimum speeds that

CONTROL directional control can be maintained for a set of
SPEEDS specified conditions. Reduced power is not a part
of the basic definition of minimum control speeds.
Minimum contrai speeds for three and two engines
specify maximum power on the operating engines.

TAKEOFF Takeoff ground run is a function of gross weight,

GROUND RIJN takeoff factor, runway siope, flap setting, RCR,
RSC, wind, and drag index.
When computing reduced power takeoff ground run,
simply enter Takeoff Distance Chart with the
. reduced power takeoff factor and follow the sarne
. procedures we learned previously in this lesson.

ACCELERATION The Acceleration Check Time Chart shows the effects

TIME of power setting, runway siope, wind, and drag
CHECK index on accelëration time. You will learn
more about this in the mission qualification
course.

LANDING Landing performance closely paraileis takeoff

SPEEDS performance, and the variables of aircraft gross
weight. configuration, runway condition, and
atmospheric conditions have similar effects on
landing performance as on takeoff performance.

Page 45 REV 5 01/10/91

 [
•PERFORMRNCE DATA
WORIÇBOOK
CIQ—418—1O
C-130 ATS
4
05/16/89

LANDING The aircraft is designed for 100 percent flap

SPEEDS landings.. However, variable flap settings may be
(CDNT) used for ali landings. During landings with flap
settings less than 50 percent, caution must be
exercised. Because ef the high angle of attack at
touchdown, it is possible for the aft end of the
fuselage te contact the ground. There will be no
appreciable stall warning. Also, stali and float
characteristics due te 10w pitch stop are
unpredictable. However, landings with zero
percent flaps may be accomplished safely.
Landing speeds are divided into three segments:
approach, threshold, and touchdown. These segrnents
are pre5ented in flap configurations of 100, 50,
and zero percent. Landing speeds are computed from
Threshold and Touchdown Speed Charts in Chapter 8.
Find: approach, threshold, touchdown speeds,
landing distance frorn 50 feet, and landing ground
[
reli. Use the data given in Chapter 8, page 8-4.
You sheuld have determined the threshold speed to
be 129.5 KIAS. We get the approach speed by adding
[
10 krzots to the computed threshoid speed, thus
arriving at 139.5 KIAS. The touchdown speed
is 111.5. Normally when we compute takeoff or
approach speed te be any fraction of a knot, we
reund uo te the next whole knot when we make the
entry on the TOLD Card.
You should have cornputed the landing distance te be
5,550 feet and the landing greund rel.1 to be 3,250.

NOTE
Should obstacles located near the
end of the runway be such that the
50—foot height must be exceeded, the
effect of the additional height must
be considered. Because this
conditien is not covered by the
charts, sufficient margin must be
allowed based on the pilot’s
judgement and experience.

Page 46 REV 5 01/10/91

[
 PERFORMA.NCE DATA CIQ—418—lO
WORKBOOK ___ C—130 ATS
05/16/8 9

r AIR MINIMUM FIND: Air minimum contrai speed in and out of

[ SPEEDS
ground effect for one and two engines inoperative.
Given: C-130E, gross weight 120,000, pressure
altitude 4,000 feet, OAT + 20 degrees C.

Enter the one engine inoperative chart at ÷ 20

degrees C and move vertically until we intersect
the 4,000 feet pressure altitude une. Then,
moving lateraJ.ly to the left, we read 86 TUAS.

Following the sarne procedure using the Two Engines

Inoperative Chart, we read 117 TUAS.

Using the sarne procedure and the Air Minimum

Contrai Speed Out of Ground Effect Chart, we read
90 TUAS for one engine inoperative and 119 LUAS for
two engines inoperative out of ground effect.

CR03 3W IND The Crosswind Chart in Chapter 8, Figure 8—1, is an

CHART/ exact duplication of the Crosswind Chart in Chapter
MAXIMUM 3, Figure 3-11 which we used previously to compute
Li REC0MMENDED
CR033 WIND
takeoff crosswind data. If you look at the name of
the chart along the side, it is labeied “minimum
COMPONENT takeoff/touchdown speed -knots IAS.”
FOR LANDING
The Minimum Recommended Crosswind for Landing
Chart in Chapter 8, Figure 8-2, presents the
rnaximum recommended crosswind that can be subjected
to the aircraft on the ground and still rnaintain
directional contrai during landing roli. The
maximum landing crosswind is a function of gross
weight, RCR, 3-degree bank angle into the wind, and
rudder defiection. Maximum rudder deflection may
be used, but neither brakes nor asymmetric power
are applied. The smailer values of crosswind from
the Crosswind Chart ar the Maximum Recommended
Crosswind Component Chart should be used as your
limiting crosswind component for ianding.

Page 47 REV 5 01/10/91

.1

PERFORMANCE DATA CIQ—4 18—lO

WORICBOOK C-130 ATS
05/16/89

PRACTICE OUIZ

In the space below list runway (head wind) component, using your
1 Dash 1 and the following:
Given: C—130E, runway 12, wind froru 180 at 20 knots.
Find:

12. Runway (head wind) component =

In the space below list reduced power torque using your 1 Dash 1
and the following:
Given: C—130E, OAT of +1 degree C, TIT of 900 degrees C, pressure
altitude ——2,000 feet, 100 percent engines, normal bleed.
Find:

13. Reduced power torque =

In the space below list takeoff factor, using your 1 Dash 1 and
the following:
Given: C-130E, OAT of +10 degrees C, maximum power, 95 percent
engines, pressure altitude 4,000 feet.
-—

Find:

14. Takeoff factor =

In the space below list takeoff/obstacle clearance speed using

your 1 Dash 1 and the following:
Given: C-130E, 142,000 pounds gross weight, normal takeoff.

Find:

15. Takeoff/obstacle clearance speed = _______/_______ lUAS

Pag& 48 REV 5 01/10/91

[
 PERFORMANCE DATA CIQ-418-10
WORKBOQK C-130 ATS
05/16/89

r In the space below list approach/threshold/tOUChdOWn speed, using

[ your 1 Dash 1 and the following:
Given: C—130E, 120,000 pounds gross weight, 100 percent flaps,
normal landing.

Find:

16. Approach/threshOld/tOUChdOWn speed = ____/ /____ KIAS

In the space below list landing distance over 50 ft obstacle using

your 1 Dash 1 and the following:
Given: C—130E, 120,000 pounds gross weight, standard temperature,
[
L
pressure altitude —— 2,000 feet, zero drag index,
100 percent flaps, multi-disc brakes at 2030 psi,
anti—skid operative, 2 eng rev, 2 eng ground idle.

Find:
17. Landing distance over 50 ft obstacle = feet

In the space below list landing ground roil using pages in your
1 Dash 1 and the following:
Given: C—130E, 120,000 pounds gross weight, standard ternperature,
pressure altitude --2,000 feet, zero drag index,
100 percent flaps, multi—disc brakes at 2030 psi,
anti-skid operative, 2 eng rev, 2 eng ground idle.

Find:
18. Landing ground roil - feet

Page 49 REV 5 01/10/91

PERPORMANCE DATA CIQ—418-10
LESSON OUIZ C-130 ATS
05/15/89

1. The torque values presented in T.O. 1C—130B—1—1. are for:

a. Takeoff speed, with air conditioning and pressurization
bleed on.

b. Takeoff speed, with air conditioning on and

pressurization off.

c. Zero speed, with air conditioning and pressurization

bleeds on.

d. Zero speed, with air conditioning on and pressurization

off.

2. The RSC reporting is based on which of the fol!owing?

a. A 1/2-inch is an RSC of 10.
b. A 1/2-inch is an RSC of 20.
c. One inch is an RSC of 10.
d. One inch is an RSC of 20.

3. Refusa]. speed is based on which of the following?

a. Critical field length

b. Takeoff speed

c. Air minimum control speed

d. Runway avaiJ.able

4. Which of the following is the reason for the reduced power

procedure?

a. Miniinize engine wear

b. Minimize engine life
c. Maximize airframe life

d. Maximize fue]. consuiaption

Page 50 REV 5 01/10/91

1
PERFORMANCE DATA CIQ—418-1O
LESSON 01HZ C—130 ATS
05/16/89

5. Which of the following defines takeoff ground run?

a. Distance from brake release to.lift-off point

b. Distance required to accelerate to refusal speed

c. Muitiply refusal speed by true time and a constarft

of .845

d. Total runway distance required to accelerate on ali

four engines to critical engine failure speed,
experience an engine failure, then continue the takeoff
or stop

6. Which oneof the foiiowing is a true statement regarding the

MAC Form 130 (TOLD Card)?

a. New data is required for pressure altitude changes of

5,000 feet, or gross weight changes of 1,000 pounds, or
temperature changes of 15 degrees.

b. New data is required for pressure altitude changes of

5,000 feet, or gross weight changes of 1,000 pounds, or
teinperature changes of 5 degrees.

c. New data is reguired for pressure altitude changes of

1,000 feet, or gross weight changes of 5,000 pounds, or
temperature changes of 5 degrees.

d. New data is required for pressure altitude changes of

5,000 feet, or gross weight changes of 5,000 pounds, or
temperature chanc~es of 15 degrees.

7. Which of the foiiowing best describes normal bleed?

a. Ciimb with engine bleed air vaives closed
b. When bieed air is used to operate the wing and tail
anti—icing

c. When bieed air is used to operate the air conditioning

and pressurizatiofl

d. When bleed air is used to operate~the air conditioning

and pressurization and the Wing and Tail Anti-icing
System

Page 51 REV 5 01/10/91

PERFORMANCE DATA CIQ-418—1O
LESSON QUIZ C—130 ATS
05/16/89

8. Which of the following aircraft configurations is a

characteristic of a maximum—range descent?

a. Throttles at flight idie with gear extended and flaps

retracted

b. Throttles at flight id].e with gear retracted and flaps

extended

c. Throttles at flight idie with gear and flaps extended

d. Throttles at flight idie with gear and flaps retracted

9. Runway available is a basis for computing which of the

following?

a. Takeoff speed

b. Refusal speed
c. Air minimum control speed in ground effect

d. Obstacle clearance speed

10. if critical field length exceeds usable runway length for a

reduced power takeoff, what is required?
a. Ground run is extended by the wind component plus
10 knots.

b. Reduced power may be used.

c. Normal power data should be compared.

d. Runway length becomes critical length.
11~ Wind gusts may cause a temporary increase in airspeed;
therefore, rotation and takeoff speeds are corrected by what
value?

a. Increased by gust value minus 10 knots

b. Decreased by gust value plus 10 knots

c. Increased by gust value not to exceed 10 knots

d. No correction required

Page 52 REV 5 01/10/91

 PERFORMANCE. DATA CIQ-418—1O
LESSON OUIZ C-130 ATS
05/16/89

12. In the event minimuin contrai speed (one engine inoperative in

[ ground. effect) is higher than takeoff. speed, what
is required?
a. Apply the fuli wind gust factor.

b. Use minimum control for takeoff speed.

c. No correction is required.

d. Appiy 1/2 of the wind gust factor.

13. What is the minimum recommended TIT for reduced power

operation in accordance with MACR 55-1307

a. 950 degrees C
b. 900 degrees C
c. 850 degrees C

d. 800 degrees C

14. What correction is required if landing speeds are increased by

the gust coinponent?
a. No corrections are required.
b. Minimum contrai speeds inust be computed.

c. Runway length must be cornputed.

d. Landing distance and ground roli must be corrected.

Page 53 REV 5 01/10/91

PERFORMANCE DATA CIQ—418--10
LESSON ~ C-130 ATS
05/16/89

In the space beiow iist critica! fieid length, refusal speed, and
takeoff/obstaCle clearance speed using your 1 Dash 1 and the
foiiowing:

Given: C-130E, muiti—disc brakes 2030 psi, anti—skid operative,

RCR dry, 50 percent flaps, takeoff factor = 3.0, runway
length is 8,000 feet, 120,000 pounds gross weight.

Find:

15. Critical fieid length = ______________ feet

16. Refusal speed = _____________ feet
17. Normal takeoff/obstacle clearance speed = _____/_____ lUAS

In the space below list air minimum control speed out of ground
effect ane engine inoperative, using your 1 Dash 1 and the
foliowing:

Given: C-l3OE, OAT +19 degrees C, pressure altitude —— 4,000 feet.

Find:

18. Air minimuju contrai speed out of ground effect one engine
inoperative = MAS

In the space below list takeoff distance, using your 1 Dash 1 and
the foilowing:
Given: C-130E, takeoff factor of 2.0, 50 percent fiaps,
four engines, 140,000 pounds gross weight.

Find:

19. Takeoff distance = feet

Page 54 REV 5 01/10/91

PERFORMANCE DATA CIQ-418-10
OUIZ FEEDBACX C-130 ATE
05/16/89

PRACTICE OUIZ
Ouestion Number Correct Response

1. a

2. d

3.

4. a

5. d

6. a

7. d

8.
9. d

lo.
11. b
12. 10 KIAS
13. 13,500 inch—pcunds

14. 2.1

15. 110/124 lUAS

16. 130/120/104 lUAS

17. 3,400 feet

18. 1,850 feet

Page 55 REV 5 01/10/91

PERFORMANCE DATA CIQ—418—10
OÍJIZ FEEDEACE . C-130 ATS
05/16/89

LESSObT QUIZ

Question Number Correct Response

1. c

2. c

3. ci
4. a
5. a
6.

7.

8. ci

9. b

10. 1D

11. a
12. b

13. b
14. d

15. 4,200 féet

16. 117 KIAS
17. 100.5/113 KIAS

IS. 90 lUAS

3,900 feet

Lesson/Se~ment Test/Questions
CIQ—418—IOA 1,2,3,4,5,7,8,9,10,11,12,13,14

CIQ—418—1OB 6,15,16,17,18,19

Page 56 REV 5 01/10/91