TO 1C-141C-1

SECTION V OPERATING LIMITATION PART I - GENERAL

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TABLE OF CONTENTS
TEXT PA G E 5-2 5-2 TEXT WIND GUST PA G E L I M I TAT I O N S L I M I TAT I O N S L I M I TAT I O N S 5-3 5-3 5-3

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INTRODUCTION SPECIFIC L I M I TAT I O N S

S TA RT I N G TA X I I N G

MINIMUM CREW REQUIREMENTS 5-2 INSTRUMENT ENGINE WEIGHT MARKINGS 5-2 5-2 5-2

F U E L S Y S T E M L I M I TAT I O N S 5 - 4 FUEL GRADE PROPERTIES AND L I M I TAT I O N S AIRSPEED L I M I TAT I O N S 5-4 5-5

L I M I TAT I O N S L I M I TAT I O N S

M AT R U N WAY L I M I TAT I O N S 5 - 2 CENTER OF GRAVITY LIMITATIONS 5-3 C A R G O L O A D I N G L I M I TAT I O N S 5 - 3 AERIAL REFUELING LIMITATIONS 5-7 CHARTS PA G E CHARTS PA G E BRAKE L I M I TAT I O N S 5-7 A C C E L E R AT I O N L I M I TAT I O N S 5 - 6

FIGURE 5-1 INSTRUMENT MARKINGS ... 5-15 FIGURE 5-2 ENGINE OPERATING L I M I TAT I O N S FIGURE 5-3 ZERO FUEL WEIGHT CHART 5-19 5-20

FIGURE 5-9 MAXIMUM FLIGHT SPEED VS ALTITUDE CHARTSPOILERS EXTENDED 5-27 FIGURE 5-10 BRAKE LIMITS 5-28 FIGURE 5-11 MAXIMUM FLIGHT SPEED VS ALTITUDE CHARTCLEAN 5-32 FIGURE 5-12 MAXIMUM FLIGHT SPEED VS ALTITUDE CHARTSPOILERS EXTENDED 5-33 FIGURE 5-13 FLAP POSITION FOR AIRDROP OF CARGO 5-34 FIGURE 5-14 OPERATING ENVELOPE FOR PARATROOP AIRDROP

FIGURE 5-4 SINK RATE CHART 5-22 FIGURE 5-5 CENTER OF GRAVITY 5-23 FIGURE 5-6 CARGO LOADING LIMITS ... 5-24 FIGURE 5-7 FUEL GRADE PROPERTIES AND LIMITS 5-25 FIGURE 5-8 MAXIMUM FLIGHT SPEED VS ALTITUDE CHARTCLEAN 5-26
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5-35

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TO 1 C-141 C-1

INTRODUCTION.
Section V covers all important limitations that must be ob served during normal operation of the aircraft and engines. It is not to be construed that Section V contains ALL limita tions, as some limitations are covered in sections dealing with that particular specialized phase of ight. Conversely, the instrument markings illustrated should be closely studied for area of normal operation and limitations, as these limita tions may not be mentioned in other sections of the book.

NOTE The aircraft may be operated in excess of the above weights up to emergency war planning limits when authorized by MAJCOM. NORMAL OR EMERGENCY WAR PLANNING Normal Landing Weight L\ Z?A Normal Landing Fuel Weight 257,500 75,000

SPECIFIC LIMITATIONS.
Part II of Section V contains additional and/or specic limita tions that must be observed when transporting special or outsized type cargo. Part III contains airdrop limitations. Where instructions and limitations contained in Part II or III differ from the procedures and limitations contained in Part I, the Part II or III limitations shall apply.

Maximum Fuel A 153,352 Maximum Fuel For Flight 151,452 (after taxi and take-off fuel burnoff) EMERGENCY WAR PLANNING (EWP) Max Ramp Weight A A Max Flight Weight Max Landing Weight A A Max Zero Fuel Weight A A See Figure 5-3. LQ. See Figure 5-4 for allowable sink rates. NOTE Main landing gear strut and tire pressures must be serviced according to the following para graph. MAIN LANDING GEAR STRUT AND TIRE INFLA TION PRESSURES FOR EWP GROSS WEIGHTS. Prior to increasing ramp gross weights above 325,000 pounds, main landing gear tire pressures must be increased to 210 PSI and the main landing gear strut pressures must be increased to maintain a 3-inch static strut extension. Ina tion instructions are given on the identication plate located on the main landing gear and must be followed explicitly to obtain the 3-inch strut extension. For a gross weight of 344,900 pounds, the estimated strut ination pressure is 2,560 PSI. 344,900 343,000 343,000 239,000

MINIMUM CREW REQUIREMENTS.

The minimum ight crew complement to y the aircraft under normal conditions is a pilot, copilot, ight engineer, and scanner. Additional crew members will be added at the discretion of the commander.

INSTRUMENT MARKINGS.
(See gure 5-1 for instrument markings.)

ENGINE LIMITATIONS.
ENGINE OPERATING LIMITATIONS. (See gure 5-2 for engine operating limitations.)

WEIGHT LIMITATIONS.
The weight limitations chart (gure 5-3) shows the allowable cargo and fuel combinations for varying operating weights. The operating weight includes the crew, trapped fuel, trapped oil, usable oil and standard equipment; it does not include cargo or usable fuel. Normal Landing Fuel Weight (75,000 pounds) and Normal Landing Weight (257.500 pounds) should not be routinely exceeded, but fuel need not be jettisoned solely to achieve these values. When landing at higher gross weights and fuel loads, refer to the sink rate schedule (gure 5-4) and observe proper taxi speeds and braking procedures. (POUNDS) NORMAL PLANNING Max Ramp Weight A Max Flight Weight Max Landing Weight A A Max Zero Fuel Weight A 325,000 323.100 323,100 218,725

MAT RUNWAY LIMITATIONS.

WEIGHT LIMITATIONS. When operating on aluminum mat covered runways the fol lowing weight limitations apply: Maximum Ramp Weight LlS. Maximum Landing Weight ZlA Zh\ A See gure 5-3. L\\ See figure 5-4 for allowable sink rates. RUNWAY SURFACE CONDITIONS. Aircraft operations shall be limited to mat runways with surface smoothness comparable to standard runways. The 257,500 lbs 257.500 lbs

5-2

TO 1C-141C-1
The aircraft should be evacuated to a safe weather area if winds in excess of 70 knots are expected. If that is im possible, the aircraft will be moored.
U A I W W W M M M

sub-grade should be sufciently compact to provide a minimum California Bearing Ratio (CBR) of 9 to a depth of 18 inches. The mat runway grade (undulations) should be limited to 1.5 percent per 200 feet.

TIRE PERFORMANCE.
Aircraft operations on an aluminum mat runway will in crease the frequency of tire tread damage and wear. Making taxi turns at slow speeds and small turning angles will reduce scrubbing ofthe nose tires.
UWUWUVIA/UWW

f CAUTION ]
Have the control surfaces and points of attach ment checked per guidance in TO 1C-141B-2OOGE-00-1 before ight if the aircraft has been subjected to wind velocities exceeding: 70 knots with the flight control switches in the normal position. 25 knots with the flight control switches in the OFF position. At isolated locations, consult the mooring in structions contained in TO 1 C-141 B-2-00GE00-1 to determine if aircraft mooring is re quired. The use of engines to maneuver the aircraft during high wind is not recommended and should be avoided except under extreme circumstances. Foreign object damage (FOD) to the engines is highly probable.

I CAUTION I
Avoid passing over damaged mat panels or sec tions whenever possible. Damaged panels or sections could cause tire damage, or strike the aircraft equipment, or personnel in the area.

CENTEROFGRAVITY LIMITATIONS.
The center of gravity for any gross weight conguration, must fall within the percent of the mean aerodynamic chord (MAC) shown in the center of gravity limitations chart (gure 5-5). These limitations represent combined structural, stability, and control limitations that must be observed to obtain safe and effective aircraft performance. Two center of gravity envelopes are shown on the center of gravity chart. The solid line represents the allowable CG range during all ight conditions, while the dotted line shows the allowable CG for ground operations. The aircraft may be loaded to the limits for ground opera tion, provided the fuel bumoff during taxi does not shift the overall aircraft CG outside the range allowed by the solid line. The allowable cargo loading limits compatible with this CG range are shown on the cargo limits chart When the cargo load fails inside the range of the cargo limits chart (gure 5-6), and standard fuel management is followed, the aircraft center of gravity should nor mally not exceed the allowable limits under any allow able ight conditions or attitudes. During aerial refuel operations, the normal fuel sequence may not be maintained. All tanks may receive fuel simul taneously but to avoid exceeding the center of gravity limits, pitch attitude must not exceed 8 degrees nose-up or nose-down until the refueling operation is tenninated and the fuel has been transferred to normal sequence. See gure 5-6 /Q\ for infonnation concerning ight operations with aiorwani center of gravity during refuel operation.

STARTING LIMITATIONS.
The starter may be operated for 1.5 minutes ON, 5 min utes OFF for any number of duty cycles. The OFF time, must be observed regardless of ON time.

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TAXIING LIMITATIONS.
Taxiing is limited to prepared taxi strips and/or prepared runways of established air bases.

I CAUTION I
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When possible, avoid braking to a stop in turns from any taxi speed, since damage to the nose landing gear and/or supporting structure may result Before opening or closing the petal doors while taxiing, the aircraft commander must evaluate the taxi conditions. If the taxi surface grade varies excessively, the petal doors may con tact the ground. . Do not taxi with the cargo ramp below the horizontal position. Do not proceed aft of FS 1412 (ramp hinge) while the cargo doors are open and the air craft is taxiing. Limitations above 318,000 pounds: Taxiing. 1. Smooth pavement only. 2. Use brakes as sparingly as possible. 3. Use shortest taxi distance possible.

CARGO LOADING LIMITATIONS.

Cargo loading limitations are shown in gure 5-6. De tails concerning the loading of cargo are contained in "Cargo Loading Instructions Manual", TO 1C-141B-9, TO 1C-141B-16 and TO 1-1B-40.

WIND GUST LIMITATIONS.

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The aircraft was designed to withstand 70-knot gusts from any direction, the tail-on gust being the most severe. Above 70 knots, control damage may occur if the air craft is not headed into the wind since design limits can be exceeded.

Change 1 5-3

T01C-141C-1 4. Pivoting not allowed. (No severe nonsymmetrical braking allowed.) 5. Avoid abrupt or symmetric braking during turns. 6. Use low taxi speeds and/or shallow steering angle for turns. The fuel temperature must not be lower than 6 C (10 F) above the freeze point of the fuel. In general, fuel temperatures will follow total air temperature, but with a considerable time lag. When the total air temperature reaches six degrees above the fuel freeze point and re mains there or at a colder temperature for two hours, use fuel from No. 1 and No. 4 main tanks. Transfer from the auxiliary tanks as necessary to keep the No. 1 and No. 4 main tank fuel above 5,000 pounds until normal sequenc ing is possible. Engine bleed air fuel heaters provide protection for engine components from waxy iced fuel; however, to ensure boost pump and engine fuel feed sys tem performance the preceding precaution should be ob served. OPERATIONS WITH JP-8 FUEL. JP-8 is a heavier (denser) fuel. JP-8 fuel weights range from 6.45 lbs per gal, to 7.0 lbs per gal at 15 degrees Celsius (59 degrees Fahrenheit). For JP-8 fuel loading, use 6.75 lbs per gal. Use fuel conversion charts in TO 1C-141B-2-00GE-O0-1 as applicable. 1. Fuel quantity indicating system accuracy should not be affected. 2. While the BTUs per pound for JP-8 (18,577) are lower than that of JP-4 (18,706), the range and per formance charts were created using a baseline of 18,400 BTU/LB. Therefore, current ight/fuel planning proce dures will be adequate. Engine starting difculty will increase with decreasing ambient temperature. At colder temperatures, starting times may exceed starter duty cycle limits, or become impos sible. Ground preheating of engines is recommended at ambient temperatures below zero (0) degrees Fahrenheit to improve starting performance and reliability. NOTE Current starter duty cycle limitations in this section will be observed. 3. Engine emissions will include more smoke and visible mist Engine emissions may reduce visibility at lower temperatures. Increased safety awareness by per sonnel inside and outside the aircraft will be required. 4. Frequency of engine torching may increase with decreasing ambient temperature. Torching may be more intense and/or produce more visible ame. Monitor starting EGT closely. 5. Fuel puddling in the engine turbine and exhaust cone sections and/or on the ground may increase with decreasing ambient temperature. NOTE If fuel puddling is present or suspected, motor ing the engine should aid in dissipating the fuel and fumes. Use Clear Engine procedures in Sec tion II. More than 15 seconds may be required to resolve fuel puddling. Do not exceed starter duty cycle limits.

FUEL SYSTEM LIMITATIONS.

MAXIMUM ALLOWABLE FUEL WEIGHTS. Do not exceed the following amounts of usable fuel: No. 1 or No. 4 Main Tanks 8,000 lb/tank No. 2 or No. 3 Main Tanks 14,100 lb/tank No. 1 or No. 4 Aux. Tanks 16,700 lb/tank No. 2 or No. 3 Aux. Tanks 11,000 lb/tank LH or RH Extended Range Tanks 26,800 lb/tank MAXIMUM ALLOWABLE FUEL UNBALANCE. The maximum allowable fuel unbalance between oppo site pairs of tanks (other tanks remain balanced) is: E x t e n d e d R a n g e Ta n k s 6 , 5 0 0 p o u n d s O u t b o a r d A u x . Ta n k s 4 , 0 0 0 p o u n d s O u t b o a r d M a i n Ta n k s 2 , 7 0 0 p o u n d s Inboard Main and Aux. Tanks 16,000 pounds
U W n A M M W W U U

I CAUTION I Fuel should be balanced before a landing is at tempted. The unbalances shown above are the mnvitntim unbalances, for each pair of tanks in dividually, that can be trimmed to 1.2 Vs (land ing conguration).

FUEL GRADE PROPERTIES AND LIMITATIONS.

The specied fuel for the C-141 is JP-4/Commercial Jet B. Alternate fuels are dened as fuels which may be substituted for the specied fuel with possible restric tion to airplane performance. Alternate fuels will not cause permanent damage to the engine or fuel systems; however, they may require engine retrim. Figure 5-7 lists properties and limitations of alternate grade fuels. Approved kerosene type alternate fuels will not adversely affect engine performance. The full take-off rating will be more readily available with the denser kerosene type fuels; range will be at least as good as with JP-4. | CAUTION ] Alternate fuels may not contain icing inhibitor additives. See Figure 5-7. Precautions should be taken to avoid ight conditions where fuel tem perature is lower then 6 degrees centigrade above the freeze point ofthe fuel. 5-4

TO 1C-141C-1
6. Air start envelope should not be reduced, however use of fuel enrichment may be needed at higher altitudes even if engine is not cold-soaked. 9. No special procedures need be taken for mixing different fuel types except as already noted in this manual. The rate of climb should be restricted lo the values shown in the following table, depending on the fuel used and the fuel temperature. (All gures estimated.) TYPE OF FUEL JP-4 FUEL TEMPERATURE, START OF MISSION Up to 125 F (52 C) 125 F to 135 F (52 to 57 C) Up to 135 F (57 C) Up to 135 F (57 C) RATE OF CLIMB Not Restricted Max rate of climb to 29,000 leet. Above 29,000 feet, 300 ft/min. Not Restricted Not Restricted

NOTE

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If initial restart attempt is unsuccessful, con sider changing altitude to increase outside air temperature for subsequent attempt(s). 7. Starting engine exhaust gas temperature (EGT) may be higher. Observe current engine temperature-lime limita tions in this section. 8. Marginally performing ignition systems which will light JP-4 fuel may have trouble igniting JP-8 at temperatures below 40 degrees Fahrenheit. Replacing the faulty ignition system component should x the problem.

JP-5 JP-8

AIRSPEED LIMITATIONS.
The airspeed limits are shown in gures 5-8 and 5-9.

CONFIGURATION Clean - Landing Light/Aux Landing Light Extended

LIMITATION Do not exceed Do not exceed Do not operate landing gear above Do not exceed

SPEED 350 KCAS or Mach = 0.53 235 KCAS or Mach = 0.55 200 KCAS or Mach = 0.48 200 KCAS or Mach = 0.48

Landing Gear Extended Landing Gear Operation DOORS A Petal Door Open Ramp Door Open Troop Doors Open Air Deectors Air Refueling Door Stabilizer Access Door Take-off/Approach A Flaps Landing Flaps A

Do not exceed Do not exceed Do not exceed

Do not exceed Do not exceed

350 KCAS or Mach = 0.825 280 KCAS or Mach = 0.75 200 KCAS or Mach = 0.48

185 KCAS or Mach = 0.45 174 knots Ground speed at Touch down (maximum demonstrated in tire test) 147 KCAS is the maximum Speed for Extension Of The Spoilers To the Ground Position (Not To Be Used In ight.)

Jl^^^***

Any Conguration

Any Conguration

Do not exceed

A Limitations on specic doors are independent of other door positions. ^ A These limitations also apply while aps are being extended to or retracted from this position.

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TO 1 C-141 C-1

ACCELERATION LIMITATIONS.
The aircraft is designed to the following limit load factors for intentional maneuvers. Do not exceed the load factors listed below.

CONFIGURATION AND GROSS WEIGHT

Clean up to 316,1001b. G.W. Clean 316,100 to 323,1001b. G.W. Clean 323.100 to 343,000 Ib. G.W. Clean up to 316,1001b. G.W. Clean 316,100 to 323.1001b. G.W. Clean 323.100 to 343,000 Ib. G.W. Spoilers Extended up to 316,1001b. G.W. Spoilers Extended 316,100 to 323,1001b. G.W. Spoilers Extended 323,100 to 343,000 Ib. G.W. Flaps Extended Aerial Delivery

APPLIES
Up to recommended airspeed Up to recommended airspeed Up to recommended airspeed Above recommended airspeed Above recommended airspeed Above recommended airspeed Up To Spoiler Limit Speed Up To Spoiler Limit Speed Up To Spoiler Limit Speed Up To Rap Limit Speed Up To Petal Door Limit Speed

ZERO FUEL/FUEL WEIGHT LIMITS *

Area A AreaB

SYMMETRICAL POSITIVE/NEGATIVE
2.5 2.25 -1.0 0.0

UNSYMMETRICAL POSITIVE/NEGATIVE 2.0 1.0

1.80 1.0

Area A AreaB

2.5 2.25

-1.0 0.0

1.80 1.80

1.0 1.0

"*)

AreaB

2.25

0.0

1.67

1.0

Area A AreaB

2.5 2.25

0.0 0.0

1.0 1.80

1.0 1.0

Area A AreaB

2.5 2.25

0.0 0.0

1.80 1.80

1.0 1.0

AreaB

2.25

0.0

1.67

1.0

/ ~ \
Area A AreaB 2.5 2.25 -1.0 0.0 2.0 1.8 1.0 1.0

Area A AreaB

2.5 2.25

-1.0 0.0

1.80 1.80

1.0 1.0

AreaB

2.25

0.0

1.67

1.0

Area A AreaB Area A AreaB

2.0 1.8 2.0 1.8

0.0 0.0 0.0 0.0

1.0 1.0 1.0 1.0

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The symmetrical limitations listed above apply to wings-level maneuvers and coordinated turns. The unsymmetrical limitations apply to rolls. Reference Weight Limitations Chart, Figure 5-3.

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TO 1 C-141 C-1
Never exceed the structurally safe maneuver load factor for the applicable ight conditions and for the aircraft load dis tribution. The aircraft can be safely maneuvered to the load factors applicable for the conguration shown without structural damage, provided reasonable pilot judgment is exercised and the specied bank angles are not exceeded. As is true of all large aircraft which utilize powered or power-boosted control systems, more control power is available at high speed than is actually required to attain the allowable load factor. It is therefore possible, through abrupt control applica tion, to initiate an aircraft motion which requires an immedi ate movement of the control in the opposite direction and of approximately the same magnitude and rate in order to keep the aircraft response within the dened limitations of load factor, bank angle, sideslip angle, etc. At lower speeds, such abrupt conlrol application may result in airow separa tion, buffet, and/or an accelerated stall condition. Such ma neuvers are not recommended since excessive loadings may be imposed upon the aircraft structure. Abrupt rudder input combined with rolling maneuvers or lateral gust can cause vertical tail loads to exceed design limit strength. Large loads can occur as a result of returning the rudder abruptly past neutral while rolling out of a turn. Flying in turbulence, especially at low altitude, also adds to the load. Moderate loads from several sources combine to cause large vertical tail loads. Other vertical tail loads occur due to cyclic deec tion of the rudder, resulting in amplied aircraft yaw re sponse. To minimize vertical tail loads: I. Minimize abrupt rudder inputs particularly when ying in turbulence and/or when the aircraft is rolling.

DESCENTS.
The design limit rate of descent is 20,000 feet per minute.

PROHIBITED MANEUVERS.
Aerobatics of any kind, intentional spins, excessively nose high stalls, steep dives and any other maneuvers resulting in excessive accelerations are strictly prohibited. Do not ex ceed a 60-degree angle of bank for any conguration. Do not exceed a 30-degree angle of bank at speeds above 0.825 Mach or 350 KCAS, since recovery may result in exceeding the maximum speed or acceleration limits.

BRAKE LIMITATIONS.
Refer to Section III, Part I for Brake Limitations.

AERIAL REFUELING LIMITATIONS.

During and immediately after aerial refueling, nonstandard fuel distributions will occur. The nonstandard fuel distribu tions cause increased structural loads due to both inboard and forward shifts in the wing fuel center of gravity. In order to minimize the impact on the loads which contribute to structural fatigue, it is recommended that aerial refueling begin prior to burnoff of fuel from the outboard main tanks, which corresponds to a standard sequence fuel weight of approximately 33,000 pounds. However, aerial refueling is permissible at any beginning fuel weight. As soon as possible after refueling is completed, the fuel should be pumped back into standard sequence so that normal operation of the aircraft can be resumed. The following re strictions apply while the fuel is in a nonstandard sequence: Do not exceed 350 KCAS/Mach = 0.825. Maintain steady symmetrical ight with minimal control deections as required to maintain trim.

WARNING
Use of asymmetrical thrust to increase yaw angle is prohibited as excessive vertical tail loads can result if the aircraft is also yawed with rudder. 2. Do not abruptly return rudder pedals past neutral. All deections should be smooth and coordinated. Do not swap rudder pedals.

ACCELERATIONS.
Do not exceed the limit load factors listed below.

WEIGHT REGIME *

CONFIGURATION

SYMMETRICAL 2.0 1.8 1.7

UNSYMMETRICAL 1.4 1.4 1.0

Area A Clean or Spoilers Ext. Area B Clean or Spoilers Ext.

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Areas A and B Flaps Extended * Reference Weight Limitations Chart, Figure 5-3. LANDING RATE OF SINK.

GROUND HANDLING.

In ordinary operations the fuel will be transferred back to Follow limitations above 318,000 pounds presented in paraa normal sequence prior to landing impact. However, if it graph "Fuel System Limitations", becomes necessary to land the aircraft while the fuel is in a nonstandard sequence, do not exceed a rate of sink of 360 feet per minute at landing impact.

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T01C-141C-1

SECTION V OPERATING LIMITATIONS PART II - AIRDROP LIMITATIONS TABLE OF CONTENTS

TEXT INTRODUCTION AIRDROP L I M I TAT I O N S PA G E 5-8 5-8
RefertoTO 1C-141B-1-1 to determine the prop er ap setting for the aircraft gross weight and drop altitude for Container Delivery System drops al airspeeds within the regime specied above. This ap setting will give a deck angle of approximately ve degrees nose-up. Whenev er possible, the drop will be performed at an airspeed which will provide at least a 30% mar gin above stall; however, when aircraft gross weight and drop altitude requirements will not permit using the speed with 30% stall margin, the drop speed providing a 25% margin above stall may be used to complete the mission. TO I C-141 B-1-1 provides a quick reference for de termination of maximum gross weights (at drop lime) at 1.3 Vs/1.25 Vs drop speeds and various drop altitudes. All of the airdrop charts are based on the aircraft at zero degrees of bank. 4. The single platform load limits are 2,500 minimum to 42,000 pounds maximum. Refer to Section VII of TO 1C-141B-9 for detailed platform limits. 5. The minimum airdrop altitude is 300 feet above the terrain. 6. The maximum speed for opening the doors (petal, troop, air deector and jump platforms) is 200 KCAS. 7. Airdrop operations should not be attempted in se vere turbulence. If ight through severe turbulence occurs with the petal doors open an aircraft form entry is required for structural inspection.

TEXT

PA G E

PARATROOP AIRDROP LIMITATIONS 5-9

INTRODUCTION.
This part of Section V provides limitations that must be observed while performing airdrops. These limitations as sume that the aircraft is properly congured, and are to be used in conjunction with those contained in Part I of this section.

AIRDROP LIMITATIONS.
1. For platform loads between 25,000 and 42,000 pounds, the ramp skid blocks and the ramp end cover must be installed (alternate mission kit No. II and No. 12). 2. For platform loads of 2,500 to 42,000 pounds, refer to TO 1C-141B-1, ADS Speed Envelope, for the aircraft speed envelope and minimum aircraft gross weight. 3. The aircraft has the capability to airdrop from 130 KCAS to 200 KCAS; however, 180 KCAS is the maximum recommended airspeed.

NOTE
When conducting airdrop missions at airspeeds above 180 KCAS, limit ight in airdrop congu ration to a minimum time commensurate with mission requirements. Refer to figure 5-13 and TO 1C-141B-1-1 (for airdrop of platforms) to determine the proper ap setting for the aircraft gross weight within the speed regime specied above. This ap set ting will give a deck angle of approximately two degrees nosc-up.

5-8

TO 1 C-141 C-1 WARNING NOTE For certain special missions, these calculations are not required. Authority for this exception is vested in the MAJCOM.

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Using abrupt elevator control to prevent pitchup may result in horizontal tail and aft body dam age. Speeds above 180 KCAS in the airdrop configu ration are not recommended. Long periods of ight at these speeds should be avoided due to considerable buffeting and vibration through out the airplane. This buffeting is very pro nounced during opening and closing of the petal doors. At speeds below 160 KCAS, large sideslip angles become available due to added rudder boost pressure. Avoid use of excessive sideslip angles since pet al door damage may result at angles in excess of 10 degrees. Flap-speed relationships during airdrop conguration must not exceed the following: KCAS 180-200 165-179 BELOW 165 WARNING Prior to airdrop of single/sequential plat form^) calculations will be made to determine the aircraft's CG after each platform(s) has exited to ensure that CG ight limits are not exceeded. Prior to container airdrop, calcula tions will be made to ensure that the aircraft CG ight limits are nol exceeded for any re lease of containers al CARP . MAXIMUM FLAPS 50% 70% 88%

PARATROOP AIRDROP LIMITATIONS.

Conditions or limits for paratroop airdrops are as follows (gure 5-14): -1. Airspeeds of 128 to 135 KCAS will be used. 2. Flaps will be extended from 75% to 90% to obtain a 0- to 3.5-degree deck angle. An airspeed of 130 KCAS with 75% aps is recommended. 3. No static line jumps will be made over the cargo ramp. 4. No jumps through the troop doors will be made unless the petal doors are closed, jump platforms are locked in place, and the air deectors are extended. WARNING Normally the troop doors should not be opened when the ramp and petal doors arc open. If it becomes absolutely necessary lo open the troop doors in this conguration, use extreme caution to prevent personal injury. 5. No more than 45 paratroops may be dropped from any single anchor cable. HALO PARATROOP AIRDROP (RAMP). Halo paratroop drops may be made over the ramp provided the troop doors are closed and static lines are not used.

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T01 C-141 C-1

SECTION V OPERATING LIMITATIONS PART IIIA - SSCBM AND MINUTEMAN MISSILE/TRIDENT MISSILE TABLE OF CONTENTS
TEXT INTRODUCTION WEIGHT L I M I TAT I O N S PA G E 5-10 5-10 TEXT AIRSPEED L I M I TAT I O N S PA G E 5-10

A C C E L E R AT I O N L I M I TAT I O N S 5 - 11

CENTER OF GRAVITY LIMITATIONS 5-10

INTRODUCTION.
This part of Section V provides interim limitations that must be observed when transporting the SSCBM and Minuteman Missile/Trident Missile. These limitations are to be used in conjunction with those contained in Part I of this section. Aircraft 50227 through 50258 are the only aircraft that can transport the SSCBM and Minuteman Missile/Trident Mis sile.

CONDITION

WEIGHT LIMITATION (POUNDS)

Maximum Fuel Load-Flight A 83,950 Maximum Fuel Load-Flight A 78,065 lA Allowable sinking speed 6 FPS (360 ft/min.) Lkh. Allowable sinking speed 8.5 FPS (510 ft/min.) L& Cargo load up to and including 86,207 lb. A Cargo load over 86,207 Ib.

WEIGHT LIMITATIONS.
The following weight limitations must be observed when transporting the Minuteman Missile/Trident Missile: CONDITION Maximum Ramp Maximum Flight Maximum Landing L\ Normal Landing Z& Maximum Zero Fuel SSCBM and Minuteman Maximum Weight SSCBM and Minuteman Minimum Weight Trident Missle Maximum Weight Maximum Fuel Load-Ramp 2A Maximum Fuel Load-Ramp Li WEIGHT LIMITATION (POUNDS) 318,000 317,723 317,723

CENTER OF GRAVITY LIMITATIONS.

The CG of SSCBM and Minuteman/Trident must be kept between fuselage stations 918 and 940. Figure 5-5 reects the allowable center of gravity envelope for an aircraft trans porting the SSCBM and Minuteman Missile/Trident Missile. CONFIGURATION APPLIES

257,500 239,558 92,000 81,687 92,000 84,235 78,442

Clean Up to 410 KCAS/Mach = 0.89 Spoilers Extended Up to Recommended Speed Flaps Extended Up to Flap Limit Speed

AIRSPEED LIMITATIONS.
Figure 5-11 and 5-12 reect the limiting airspeeds when transporting the SSCBM and Minuteman Missile/Trident Missile.

5-10

TO 1 C-141 C-1

RECOMMENDED TURBULENT AIR PENETRATION. ACCELERATION LIMITATIONS.

^^ The following airspeeds are recommended when operations The aircraft is designed to the following limit load factors arc necessary in turbulence and thunderstorms: for intentional maneuvers. Do not exceed: APPLIES CONFIGURATION UNSYMM ETRIC/ SYMMETRICAL MAXIMUM/MINIMI MAXIMUM/MINIMUM 240 KCAS or Mach = 0.75 Clean-Rough Air Spoilers Extended 225 KCAS or Mach = 0.75
2.25 2.25 1.8 0 0 0 1.8 1.8 1.0 1.0 1.0 1.0

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5-1 1

TO 1C-141C-1

SECTION V OPERATING LIMITATIONS PART IIIB - POSEIDON MISSILE TABLE OF CONTENTS

TEXT INTRODUCTION WEIGHT L I M I TAT I O N S PA G E 5-12 5-12 TEXT PA G E

CENTER OF GRAVITY LIMITATIONS 5-12 AIRSPEED L I M I TAT I O N S 5-12

INTRODUCTION.
This part of Section V provides limitations that must be observed on all aircraft when transporting the Poseidon Mis sile Airlift Support (with Short or Long Missile in Liner). These limitations are to be used in conjunction with those contained in Part I and II of this section.

CENTER OF GRAVITY LIMITATIONS.

Figure 5-5 reects the allowable center of gravity envelope for an aircraft transporting the Poseidon Missile Airlift Sup port with Missile.

AIRSPEED LIMITATIONS.
Norma) Flight Speeds apply except when aircraft gross weight is below 232,000 pounds due to fuel burnoff, then: Maximum 340 KCAS or Mach = 0.825

WEIGHT LIMITATIONS.
The following weight limitations shall be observed when transporting the Poseidon Missile Airlift Support with Short or Long Missile in Liner:

CONDITION
Maximum Ramp Maximum Flight Maximum Landing L\ Normal Landing lA

WEIGHT LIMITS (POUNDS)

309,900 308,000 308,000 257,500 220,000 82,000 89,900 88,000

RECOMMENDED TURBULENT AIR PENETRATION.

The following airspeeds are recommended when operations are necessary in turbulence and thunderstorms:

CONFIGURATION
Clean-Rough Air Spoilers Extended Rough Air

LIMITING SPEED
240 KCAS or Mach = 0.75 225 KCAS or Mach = 0.75

Maximum Zero Fuel Poseidon Missle Airlift Support and Missle Maximum Weight Maximum Fuel Load-Ramp Maximum Fuel Load-Flight

NOTE
In the clean conguration for operation in se vere turbulence, do not exceed: 250 KCAS to 37,100 FT: Mach = 0.775 above.

A Allowable sinking speed 5 FPS (300 ft/min.) A Allowable sinking speed 8.5 FPS (510 ft/min.)

**)

5-12

TO 1C-141C-1

SECTION V OPERATING LIMITATIONS PART INC - DEEP SUBMERGENCE RESCUE VEHICLE TABLE OF CONTENTS
TEXT INTRODUCTION WEIGHT L I M I TAT I O N S PA G E 5-13 5-13 TEXT PA G E

CENTER OF GRAVITY LIMITATIONS 5-13 AIRSPEED CONDITION L I M I TAT I O N S 5-13

INTRODUCTION.
This part of Section V provides limitations that must be observed on all aircraft when transporting the Deep Submer gence Rescue Vehicle (DSRV) which is carried on Aircraft No. I of the complete DSRV System which requires three aircraft. These additional limitations are applicable only to the aircraft with the DSRV. The other two aircraft (Nos. 2 and 3) shall use the normal limitations as reected in Part I of Section V. These limitations are to be used in con junction with those contained in Part I of this section.

WEIGHT LIMITS (POUNDS)

257,500 215,000 73,000 Figure 5-4

Normal Landing Maximum Zero Fuel DSRV Maximum Weight ZiA Allowable touchdown velocity (sinking speed)

WEIGHT LIMITATIONS.
The following weight limitations shall be observed when transponing the Deep Submergence Rescue Vehicle (DSRV):

CENTER OF GRAVITY LIMITATIONS.

Figure 5-5 reects the allowable center of gravity envelope for an aircraft transporting the DSRV.

CONDITION
Maximum Ramp Maximum Flight Maximum Landing lA

WEIGHT UMITS (POUNDS)

318,000 316,100 316,100

AIRSPEED LIMITATIONS.
Normal Flight Speeds apply.

RECOMMENDED TURBULENT AIR PENETRATION.

Normal recommended turbulent air penetration procedures and airspeeds apply.

5-13

TO 1C-141C-1

SECTION V OPERATING LIMITATIONS PART IV - 74% DESIGN LIMIT LOAD TABLE OF CONTENTS
TEXT INTRODUCTION WEIGHT AIRSPEED L I M I TAT I O N S L I M I TAT I O N S PA G E 5-14 5-14 5-14 cal maneuver acceleration is 1.44G and the minimum is 1 .OG; the maximum bank angle is 46 degrees. 2. In clean conguration from maximum cruise veloc ity to absolute maximum velocity: The maximum accelera tion in symmetrical maneuvers is 1.8G and the minimum is 0.0G; the maximum in unsymmetrical maneuvers is LOG and the minimum is LOG; the maximum bank angle is 0 degrees. 3. In aps extended conguration: The maximum ac celeration in symmetrical maneuvers is 1.7G and the mini mum is 0.0G; the maximum in unsymmetrical maneuvers is 1.44G and the minimum is LOG; the maximum bank angle is 46 degrees. OTHER L I M I TAT I O N S 5-14 TEXT MANEUVER LOAD FACTOR LIMITATIONS PAGE 5-14 . ^ \

INTRODUCTION.
This part of Section V provides limitations that must be observed on aircraft as directed by the C-141 System Program Ofce (SPO). These are intended to ensure that the maximum load experienced by the airframe is 74% of the design limit load, and will be directed as necessary by the SPO. These are to be used in conjunction with those contained in Parts I and II of this manual.

WEIGHT LIMITATIONS.
The following weight limitations will be followed when 74% restrictions have been mandated by the SPO: CONDITION Maximum Maximum Maximum Ramp Flight Zero Fuel WEIGHT LIMITS (POUNDS) 325,000 323,100 205,000

/^Si

OTHER LIMITATIONS.
1. Avoid areas of known or forecasted severe turbu lence. 2. Aerial refueling training shall be performed with zero cargo weight. 3. For missions with ight segments below 6,000 feet AGL (excluding normal take-off and approach) the following restrictions also apply: a. Missions with segments below 1,000 feet AGL shall be performed with zero cargo weight. Airdrop missions may be performed below 1,000 feet AGL to a minimum of 600 feet AGL, providing aircraft is congured for airdrop prior to descending below 1,000 feet AGL. b. Maximum velocity below 2,000 feet AGL and above 1,000 feel AGL shall be 230 KCAS. c. Maximum velocity below 1,000 feet AGL shall be 200 KCAS. 4. Avoid abrupt or large conlrol inputs.

AIRSPEED LIMITATIONS.
CONDITION Maximum Cruise Absolute Maximum Velocity Take-off/Approach Conguration Severe Turbulence AIRSPEED LIMITS 305 KCAS/0.75 Mach 410 KCAS/0.80 Mach 190 KCAS/0.48 Mach 230 KCAS

MANEUVER LOAD FACTOR LIMITA TIONS.

1. In clean conguration up to max cruise velocity: The maximum acceleration in symmetrical maneuvers is 2.0G and the minimum is -LOG; the maximum unsymmetri5-14

TO 1C-141C-1

INSTRUMENT MARKINGS

ALL APPROVED FUEL GRADES

AIRSPEED TAPE - COLOR WHITE, RANGE 50 TO 500 KNOTS. DISPLAY 100 KNOT ( 50KTS) IN NUMBERED IN 20 KT INTERVALS. . COMMAND AIRSPEED MARKER - COLOR MAGENTA. RANGE 70 TO 500 KNOTS. D AIRSPEED DEVIATION WORM. COLOR WHITE. FROM -25 TO +25 KNOTS IN 5 KNOT INTERVALS. NORMAL LOW ALTITUDE MANEUVERING AIRSPEED.

VERTICAL VELOCITY SCALE - COLOR VALID WHITE. INVALID =RED. INDICATES RATE OF CLIMB OR DESCENT. SCALE NORMALLY SHOWS RANGE OF 1.5 X 1000 FEET PER MINUTE. I VERTICAL VELOCITY THERMOMETER - COLOR WHITE. RANGE -1.5 TO +1.5 (X1000 fpm). lj VERTICAL VELOCITY UPPER/LOWER READOUT 1.5 TO 9.9 (X1000 fpm)

MACH MACH = < 0.78 M i-4QO| MACH display RANGE .400 TO .999 MACH. MACH DISPLAY COLORS ARE: MACH => > 0.78 ^0.80 MACH = > 0.80 <0.825 MACH = > 0.825

BOX COLOR WHITE YELLOW

READOUT COLOR WHITE YELLOW YELLOW

RD E RD E

RD E
03107001D

Figure 5-1. Instrument Markings (Sheet 1 of 4)

5-15

T01C-141C-1

INSTRUMENT MARKINGS

ALL APPROVED FUEL GRADES

CONSTANT SPEED DRIVE OIL TEMPERATURE INDICATOR

| -50 TO 135C - NORMAL ] 135 TO 180 C - CAUTION 180C - MAXIMUM

ENGINE OIL TEMPERATURE INDICATOR

-70 TO 120C - NORMAL 120C - MAXIMUM

ENGINE OIL PRESSURE INDICATOR

35 PSI - MINIMUM ] 35 TO 40 PSI - CAUTION | 40 TO 55 PSI - NORMAL ] 55 TO 60 PSI - CAUTION 60 PSI MAXIMUM

APU EXHAUST GAS TEMPERATURE INDICATOR

170 TO 700C - NORMAL OPERATION 700 TO 730C - CAUTION 730 'C - MAXIMUM

PERCENT RPM

EXHAUST GAS TEMPERATURE

" 25 TO 93% - NORMAL OPERATION 101% - MAXIMUM

ENGINE TACHOMETER (Nt)

ENGINE TACHOMETER (N2)

54 TO 99% - NORMAL OPERATION 104% - MAXIMUM

O'TO 485-C - NORMAL OPERATION 485 TO 555 C - CAUTION 555" C - MAXIMUM D3186101

Figure 5-1. Instrument Markings (Sheet 2 of 4) 5-16

TO 1 C-141 C-1

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.'s*% M i i"^:,1%

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AC VOLTMETER 110 Volts Minimum 110 To 120 Volts - Normal 120 Volts-Maximum

AC LOADMETER | 0To 1.0-Normal ] 1.0 To 1.2-Caution I 1.2 - Maximum

rV $

%s)

,4 < fj*<

DC VOLTMETER 20 Volts Minimum ] 20 To 25 Volts -Caution 25 To 30 Volts - Normal 30 Volts Maximum ^

DC LOADMETER | 0To 1.0-Normal ] 1.0 To 1.5-Caution I 1.5-Maximum

With emergency generator selected the limits under No Load conditions are: AC Voltmeter 116 3 VAC DC Voltmeter 28 3 VDC Frequency Meter 41118 CPS

FREQUENCY METER 9 38 OPS Minimum I 380 To 394 CPS-Caution | 394 To 406 CPS-Normal I 408 To 420 CPS-Caution 420 CPS - Maximum
141A-1-X3ID-J31-2

Figure 5-1. (Sheet 3 of 4)

5-17

TO 1 C-141 C-1

r^r *r~^:-TfS^.';^^ ZVW.

"&''i"',:j- ^ ^ '0 :'' '
^'f.5' 'f$'W'

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FUEL PRESSURE INDICATOR 50 PSI - Maximum

HYDRAUUC PRESSURE INDICATOR I^^H 2850To3150 PSI-Normal 3400 PSI Maximum

THERMAL EXPANSION NOT CONSIDERED.

UQUID OXYGEN QUANTITY INDICATOR 2.5 LITERS-DANGER (OXYGEN SUPPLY ALMOST DEPLETED)

CABIN ALTITUDE AND DIFFERENTIAL PRESSURE INDICATOR 8.6 PSI - Maximum / ) ^ \

141A-I-X3D-131-3

Figure 5-1. (Sheet 4 of 4)

5-18

TO 1C-141C-1

ENGINE OPERATING LIMITS

f ^
TF33-P-7 FUEL GRADE JP-4

OPERATING CONDITION
THRUST SETTING MAXIMUM OBSERVED EXHAUST GAS TEMPERATURE (C)

OPERATING LIMITS
OIL PRESSURE (PSIG) NORMAL MAXIMUM OIL TEMPERATURE

(MINUTES)

^
TRT EPR GO-AROUND EPR REDUCED EPR MILITARY NORMAL RATED IDLE STARTING ENGINE ACCELERATION REVERSE 30 CONTINUOUS CONTINUOUS 555 510 485 340 455 555 555

(C)
120 120 120 120

40-55 40-55 40-55 35 MINIMUM ... 40-55 40-55

(f^/ ^

120 120

THIS TEMPERATURE IS NOT A LIMIT. IT IS GIVEN AS A GUIDE TO INDICATE THE EGT, WHICH, IF EXCEEDED, MAY SIGNIFY AN ENGINE MALFUNCTION. THE EGT LIMITS FOR THROTTLE SETTINGS BELOW NORMAL RATED THRUST ARE THE SAME AS THE TEMPERATURE LIMIT FOR NORMAL RATED THRUST. WHENEVER THE EGT EXCEEDS 565" C FOR ANY TIME. EITHER THE ENGINE SHOULD BE SHUT DOWN OR A LANDING SHOULD BE MADE AS SOON AS POSSIBLE. WHEN SHUTTING THE ENGINE DOWN FOR THIS REA SON, ALLOW A COOLING PERIOD OF 5 MINUTES AT IDLE PRIOR TO SHUTDOWN IF ENGINE CONDITIONS AND FLIGHT CIRCUMSTANCES PERMIT. (D PROVIDING ENGINE OPERATION IS OTHERWISE NORMAL, NO MINIMUM OIL INLET TEMPERATURE NEED BE OBSERVED BEFORE COMMENCING TAKE-OFF. THE MINIMUM OIL PRESSURE AT IDLE IS 35 PSI. ON DECELERATION, OIL PRESSURE MAY DROP TO 30 PSI WITH WARNING LIGHT ON. THIS IS ACCEPTABLE PROVIDED OIL PRESSURE RETURNS TO 35 PSI OR ABOVE WITHIN TEN MINUTES OF STABILIZED OPERATION. NORMAL OIL PRESSURE LIMITS FOR CONTINUOUS EN GINE OPERATION AT POWER SETTING ABOVE IDLE RPM IS 40 TO 55 PSI. OIL PRESSURE (ABOVE IDLE RPM) FROM 35 TO 40 PSI AND 55 TO 60 PSI ARE UNDESIRABLE AND SHOULD BE TOLERATED ONLY FOR THE COMPLETION OF THE FLIGHT PREFERABLY AT A REDUCED THROTTLE SETTING. OIL PRESSURE BELOW 35 PSI OR ABOVE 60 PSI IS UNSAFE AND REQUIRES THAT THE ENGINE BE SHUT DOWN OR A LANDING BE MADE AS SOON AS POSSIBLE, USING MINIMUM THRUST REQUIRED TO SUSTAIN FLIGHT.

MOMENTARY OIL PRESSURE INDICATIONS BETWEEN 55 AND 60 PSI FOLLOWING RAPID ADVANCE OF THROTTLES TO TAKE-OFF OR GO-AROUND POWER IS PERMISSIBLE PRO VIDED PRESSURE RETURNS TO BETWEEN 40 AND 55 PSI DURING CLIMBOUT. ANY POWER SETTING ABOVE NRT WILL BE LIMITED TO 30 MINUTES. ANY POWER SETTING ABOVE MRT WILL BE LIMITED TO 5 MINUTES.

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Figure 5-2. Engine Operating Limits

5-19

T01C-141C-1

ZERO FUEL WEIGHT CHART

/ ~ \ SAMPLE PROBLEM 1. Given: Operating Weight = 150,000 pounds ^

Fuel Weight = 140,000 pounds 2. Find: Maximum cargo and maximum ramp gross weight for normal operations (2.5G) and emergency war operations (2.25G). 3. Solution: a. Enter the Zero Fuel Weight (ZFW) chart at 140,000 pounds of fuel. Read up to the Normal Operations (2.5G) line, then across to a ZFW of 185,000 pounds. b. For normal operations: "^

Maximum Cargo = ZFW - Operating Weight = 185,000 - 150,000 = 35,000 pounds Maximum Ramp Gross Weight= ZFW + Fuel = 185,000 + 140,000 = 325,000 pounds c. Again enter the ZFW chart at 140,000 pounds of fuel. Read up to the Emergency War Operations (2.25G) line, then across to a ZFW of 204,900 pounds. d. For emergency war operations: Maximum Cargo = ZFW - Operating Weight = 204,900 - 150,000 = 54,900 pounds Maximum Ramp Gross Weight = ZFW + Fuel = 204,900 + 140,000 = 344,900 pounds

Figure 5-3. Zero Fuel Weight Chart (Sheet 1 of 2)

5-20

TO 1 C-141 C-1

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C M C M C M C M C M C M

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SQNnOd 000L - 1HDI3M HBRd 0H3Z 5-21

TO 1 C-141 C-1

SINK RATE CHART

ALLOWABLE TOUCHDOWN VELOCITY (SINKING SPEED) 1 Use the lower touchdown speed allowed alter consideration of both aircraft weight and fuel weight. 2 Adherence lo normal landing procedures will preclude exceeding limit sink speeds at any gross weight or luel loading. It should be understood, however, that the life of the landing gear and parts ol the airframe are inuenced by a percentage of available strength used during landing. For this reason landing at high gross weights and/or high fuel weights should not be planned as a routine procedure. 3 The accelerometer is designed lo monitor in-ight parameters only and is not to be used for hard landing determinations. 650

/ * %

260

270

280

290

300

310

320

330

340

350

AIRCRAFT LANDING WEIGHT - 1,000 POUNDS i4,A.i.x3/t-.34 Figure 5-4. Sink Rate Chart
5-22

TO 1 C-141 C-1

[
360
320

CENTER OF GRAVITY (CG)

280

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200

160

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120

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14 22 26
MIB-I-X0/0-13S

CENTER OP GRAVITY - PERCENT M.A.C.

Figure 5-5. Center of Gravity

5-23

TO 1 C-141 C-1

CARGO LOADING LIMITS

The CG. of Ihe cargo load should fall within the limits shown in the chart. Final loading must be checked for the particular aircralt using the weight and balance data. TO 1-1B-40. Details concerning the loading of cargo are contained in "Cargo Landing Manual" TO 1C-141B-9.

A Loadings forward of this line may result in higher than normal stick force gradient during aerial reluel operations until the fuel is redistributed to normal sequences.

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200

400

600

800

1000

1200

1400

1600

CARGO CG - FUS STA - INCHES

141B-1-XCVO-136

Figure 5-6. Cargo Loading Limits

5-24

T01C-141C-1

FUEL GRADE PROPERTIES AND LIMITS

USE

FUEL TYPE

GRADE

NATO SYMBOL F-40

U.S. MIL SPEC MIL-DTL-5624

UNITED KING DOM SPEC & COMMERCIAL DERD2486

SPECIFIC GRAVITY (MAX-.IN AT60F) 0.802-0.751

FREEZE POINT C(F) -58 (-72)

LIMITS

JP-4 Specied Wide Cut Fuel Gasoline Commercial JetB JP-5 JP-5B JP-8 Alternate Kerosene Fuel Commercial JetA-1

ASTM D1655-59T F-44 F42 F-34 UIIL-DTL-83132 MIL-DTL-5624 DERD2498 DERD2488 DERD2494 DERD2494 ASTM D1655-59T DERD2482

0.802-0.751

-50(-58)

*
0
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0.845-0.788 -46 (-51) 0.845-0.788 -40 (-40) 0.840-0.775 -47 (-53)

F-34

0.840-0.775

-50(-58)

Commercial Jet A

F-30 ASTM D1655-59T 0.840-0.775 -40 (-40)

(T) Avoid flying at altitudes where indicated fuel temperature is lower than 6 C above the freeze point of the fuel. (T) Prior to using commercial fuel, obtain freeze point from vendor or airline supplying the fuel, then follow limit 2 above. The aircraft commander should exercise caution if he suspects or observes improper fuel handling procedures. If there is any indication that cleanliness is not up to standard, a fuel sample should be taken in a glass container and observed for fogginess, presence of water or rust. (3) Does not include icing inhibitor additives. (4) May not contain icing inhibitor additives, conrm presence or absence with fuel source.

Figure 5-7. Fuel Grade Properties and Limits

Change 1 5-25

TO 1 C-141 C-1

MAXIMUM FUGHT SPEED vs ALTITUDE CHART-CLEAN

STANDARD DAY

/\ Speeds in excess of those represented by this line are not recommended due to buffet boundary and lateral control limitations. 2. For operation in severe turbu lence, do not exceed 270 KCAS or M s 0.825, refer to Section VII for recommended procedure.

5 0 1 MAXIMUM SPEED 4 0 u.
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NrillllllflMhlilHbUUMMbNUbDmBBaBaBBaKg^ $g?4 3 "T'*]"^ || i|iTij II iiiiiBHatiTHWHfPffrrfasraaasa^feaa 0 i "I ' ilmiff ii'lnlliiJHliJIIiillli'illiAJmThJiiiy liJliJtJIttfJojjiM Stdl M

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IfrrrWJ 0 160 200 240 280 320 CALIBRATED AIRSPEED-KNOTS

360

skmi
400 440

MANEUVER LOAD FACTOR LIMITS ARE -LOG TO 2.5G FOR GROSS WEIGHTS WITHIN AREA A OF FIGURE 5-3. LOAD FACTOR LIMITS ARE 0.0G TO 2.25G FOR GROSS WEIGHTS WITHIN AREA B OF FIGURE 5-3. OPERATION IN THIS AREA IS PERMISSIBLE IN MODERATE TURBULENCE. MANEUVER LOAD FACTOR LIMITS ARE 0.0G TO 2.5G FOR GROSS WEIGHTS WITHIN AREA A OF FIGURE 5-3. LOAD FACTOR LIMITS ARE 0.0G TO 2.25G FOR GROSS WEIGHTS WITHIN AREA B OF FIGURE 5-3. OPERATION IN THIS AREA IS PERMISSIBLE IN LIGHT TURBULENCE EXCEPT AS LIMITED BY/i\. OPERATION IN MODERATE TO SEVERE TURBULENCE MAY RESULT IN EXCESSIVE GUST LOADS. PROHIBITED. i4iB-i-xon-i3a

Figure 5-8. 5-26

TO 1C-141C-1

(f

MAXIMUM FLIGHT SPEED VS ALTITUDE CHART - SPOILERS EXTENDED

STANDARD DAY

For operation in severe turbulence, do not exceed 270 KCAS or M = 0.75. Refer to Section VII for recommended procedure.

U J

ui a 3

160

200

240

280

320

360

CALIBRATED AIRSPEED-KNOTS

MANEUVER LOAD FACTOR LIMITS ARE -LOG TO 2.SQ FOR GROSS WEIGHTS WITHIN AREA A OF FIGURE 5-3. LOAD FACTOR LIMITS ARE 0.0G TO 2.25G FOR GROSS WEIGHTS WITHIN AREA B OF FIGURE 5-3. OPERATION IN THIS AREA IS PERMISSIBLE IN MODERATE TURBULENCE. PROHIBITED.
141B-1XCVD-139

Figure 5-9. 5-27

TO 1 C-141 C-1 " ^

MODEL: C-141B TF33-P-7 ENGINES DATE: FEBRUARY 1968 DATA BASIS: ESTIMATED

BRAKE LIMITS
MINIMUM BRAKE COOLING TIME

CAUTION ZONE 6 TO 18 MILLION FT-LB If stop does not exceed 6 million ft-lbs, no special procedure is required. If stop exceeds 6 million ft-lbs, delay subsequent take-off 8 minutes for each one million ft-lb in excess of 6 million. If stop exceeds 6 million ft-lb and an immediate take-off is mandatory, there may not be sufcient brake energy to make a rejected take-off should it be come necessary. If the take-off is made, the brakes should be cooled as prescribed in note 5 on sheet 3.

CAUTION ZONE 18 TO 27 MILLION FT-LB 1. Clear runway; do not set brakes. 2. Request re ghting equipment. Hydraulic uid re and blown fuse plugs are possible. 3. Chock nose gear. 4. Evacuate aircraft by moving forward from the main crew entrance to avoid main wheels. 5. Leave immediate vicinity. 6. Do not approach aircraft for 3/4 hour. 7. Enter KE/Brake In Aircraft Forms. 8. Inspect for tire bead seat damage IAW TO 4T-1-3 and check for hydraulic leaks. 9. Delay subsequent take-off for 2 hours or until hand can be held on brake housings.

DANGER ZONE OVER 27 MILLION FT-LB 1. Clear runway; do not set brakes. 2. Request re ghting equipment. Hydraulic uid re and blown fuse plugs are imminent. 3. Chock nose gear. 4. Evacuate aircraft by moving forward from the main crew entrance to avoid main wheels. 5. Leave immediate vicinity. 6. Enter KE/Brake in Aircraft Forms. 7. After brakes have cooled, have in spected per TO 4B1 -2-373. 8. Have tires removed and checked per TO 4T-1-3.

20

40

80 100

TIME - MINUTES

Figure 5-10. (Sheet 1 of 4) 5-28

TO 1 C-141 C-1 MODEL: C-141 B TF33-P-7 ENGINES DATE: JANUARY 1968 DATA BASIS: ESTIMATED Sral DANGER ZONE l^ (OVER 27 MILLION FT-LB) CAUTION ZONE (18 TO 27 MILLION FT-LB) CAUTION ZONE (6 TO 18 MILLION FT-LB) NORMAL ZONE (0 TO 6 MILLION FT-LB)

BRAKE LIMITS
ZERO FLAPS

f ^
^

1. To obtain brake application speed: Subtract full value of headwind component; and full value, of tailwind component. 2. Spoilers deployed. 3. Maximum anti-skid braking. 4. Take-off cooling procedure: Make normal take-off. After lift-off, landing gear should remain extended for a cooling period equal to 2 minutes for each one million ft-lb in excess of 6 million ft-lb. Leaving gear in extended position for cooling results in re duced obstacle clearance capabilities. 5. Use actual number of brakes. 40

36

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160 180 200 220 240 260 280 300 320 340 8 7 6 GROSS WEIGHT - 1,000 POUNDS BRAKESz

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20 0-20-40-60 RUNWAY TEMPERATURE- C

REVERSE THRUST

Figure 5-10. (Sheet 2 of 4)

5-29

TO 1 C-141 C-1 MODEL: C-141 B TF33-P-7 ENGINES DATE: FEBRUARY 1968 DATA BASIS: ESTIMATED

BRAKE LIMITS
1 Flaps "take-off/approach* or "landing". . 2. Spoilers deployed.
Use actual number of brakes.

3. Maximum anti-skid braking. D A N G E R Z O N E 4 To obtain brake application speed: 1 (OVER 27 MILLION FT-LB) Subtract full value of headwind component, rsrai CAUTION MILLION FT-LB)5. add full value of tailwind component. ]a-m (18 TO 27 ZONE Take-off cooling procedure: (A) Make normal take-off 1 1 CAUTION ZONE (B) After lift-off, landing gear should remain extended for a cooling period 1 ' (6 TO 18 MILLION FT-LB) equal to 2 minutes for each one million ft-lb in excess of 6 million ft-lb. (C) Leaving gear in extended position for cooling per (B) results in reduced MTJ NORMAL ZONE ^ (0 TO 6 MILLION FT-LB) obstacle clearance capabilities.

< ~ x

160

200 240 280 320 GROSS WEIGHT -1,000 POUNDS

360876OOO60 40 20 0 -20-40-60 BRAKES uj uj UJ RUNWAY TEMPERATURE - C

O N

REV THRUST

Figure 5-10. (Sheet 3 of 4)

5-30

TO 1 C-141 C-1

f#*

PRESSURE ALTITUDE 1,000 FEET

RUNWAY SLOPE PERCENT Figure 5-10. (Sheet 4 of 4)

WIND COMPONENT KNOTS

SPOILER PANELS NOT DEPLOYED

5-31

TO 1 C-141 C-1

MAXIMUM FLIGHT SPEED V S ALTITUDE CHART-CLEAN

AF65-227 THRU 65-258 LOADED WITH THE SSCBM AND MINUTEMAN MISSILE/TRIDENT MISSILE STANDARD DAY
DATA BASIS: ESTIMATED DATE: FEBRUARY 1966 C-141A TF33-P-7

IN THE CLEAN CONFIGURATION FOR OPERATION IN SEVERE TURBULENCE, DO NOT EXCEED. 250 KCAS TO 37,100 FT: M = 0.775 ABOVE

&

5
<

120

160

200

240

280

320

360

400

AIRSPEED-KNOTS CAS

MANEUVER LOAD FACTOR LIMITS ARE0.0GTO2.25G. OPERATION IN THIS AREA IS PERMISSIBLE IN MODERATE TURBULENCE.

NOT RECOMMENDED.

MANEUVER LOAD FACTOR LIMITS ARE 0.OG TO 2.25 G. OPERATION IN THIS AREA ABOVE THE RECOMMENDED SPEED LIMIT IS PERMISSIBLE IN MILD TURBULENCE, BUT MAY RESULT IN EX CESSIVE GUST LOADS IN MODERATE TO SEVERE TURBULENCE.

141A-1-X3/3-141

Figure 5-/7. 5-32

TO 1 C-141 C-1

MAXIMUM FLIGHT SPEED VS ALTITUDE CHART - SPOILERS EXTENDED

DATA BASIS: ESTIMATED DATE:FEBRUARY 1966 C-141A TF33-P-7

AF65-227 THRU 65-258 LOADED WITH THE SSCBM AND MINUTEMAN MISSILE/TRIDENT MISSILE STANDARD DAY

< P

f^

120

160

200

240

280

AIRSPEED-KNOTS CAS

IN THE SPOILER CONFIGURATION FOR OPERATION IN SEVERE TURBULENCE, DO NOT EXCEED 230 KCAS TO 39,100 FT: M = 0.75 ABOVE.

MANEUVER LOAD FACTOR LIMITS ARE 0.0G TO 2.25 G. OPERATION IN THIS AREA IS PERMISSIBLE IN MODERATE TURBULENCE

NOT RECOMMENDED.

141A-t-X3/3>142

Figure 5-12.

5-33

TO 1C-141C-1

MODEL: C-141B TF33-P-7 ENGINES DATE: OCTOBER 1968 DATA BASIS: C-141A CATEGORY II FLIGHT TEST

FLAP POSITION FOR AIRDROP OF CARGO

1 This data provides al least a 30 percent margin above stall speed 2. This will give approximately 2* nose up deck angle. 3. Flap speed relationships during airdrop conguration must not exceed the following: A 200

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30

40

50

60

FLAP POSITION - PERCENT

Figure 5-13. Flap Position for Airdrop of Cargo

5-34

TO 1 C-141 C-1

C,

OPERATING ENVELOPE FOR PARATROOP AIRDROP

DATA BASIS: FLIGHT TEST DATE: AUGUST 1980 C-141B TF33-A-7

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^

1. THE FLAP LIMIT LINES ON THE LEFT SIDE OF THE CHART REPRESENT THE SPEEDS FOR THE ASSOCIATED GROSS WEIGHTS THAT WILL GIVE A DECK ANGLE OF APPROXIMATELY 0*.

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THE FLAP LIMIT LINES ON THE RIGHT SIDE OF THE CHART REPRESENT THE SPEEDS FOR THE ASSOCIATED GROSS WEIGHTS THAT WILL NEVER BE LESS THAN 1.3V STALL THESE SPEEDS WILL GIVE A NOSE UP ANGLE OF APPROXI MATELY 3* TO 3 1/2*. 0* TO 3 LINES ARE BASED ON 75% FLAPS. 3* TO 3 1/2* WILL REQUIRE AN INTERMITTENT FLAP SETTING UP TO THE 90% FLAP LIMIT.

0.5s

DECK ANGLE - NOSE UP 1.0 1.5 2.0"

2.5

3.0"

3.5

128 150

160

170

180 190 200 210 GROSS WEIGHT 1000 POUNDS

220

230

240

Figure 5-14. Operating Envelope for Paratroop Airdrop

5-35/(5-36 Blank)