c-141c dash 1 020 5- 1-35

TO 1C-141C-1

/ ^

f*

SECTION VOPERATING LIMITATION

PART I - GENERALTABLE OF CONTENTS

T E X T P A G E

I N T R O D U C T I O N 5 - 2

S P E C I F I C L I M I T A T I O N S 5 - 2

MINIMUM CREW REQUIREMENTS 5-2

I N S T R U M E N T M A R K I N G S 5 - 2

E N G I N E L I M I T A T I O N S 5 - 2

W E I G H T L I M I T A T I O N S 5 - 2

M A T R U N W A Y L I M I T A T I O N S 5 - 2

CENTER OF GRAVITY LIMITATIONS 5-3

CARGO LOADING L IMITATIONS 5 -3

C H A R T S P A G E

FIGURE 5-1 INSTRUMENT MARKINGS ... 5-15

FIGURE 5-2 ENGINE OPERATINGL I M I T A T I O N S 5 - 1 9

FIGURE 5-3 ZERO FUEL WEIGHTC H A R T 5 - 2 0

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 PROPERTIESA N D L I M I T S 5 - 2 5

FIGURE 5-8 MAXIMUM FLIGHT SPEEDVS ALTITUDE CHART-C L E A N 5 - 2 6

T E X T P A G E

W I N D G U S T L I M I T A T I O N S 5 - 3

S T A R T I N G L I M I T A T I O N S 5 - 3

T A X I I N G L I M I T A T I O N S 5 - 3

F U E L S Y S T E M L I M I T A T I O N S 5 - 4

FUEL GRADE PROPERTIES ANDL I M I T A T I O N S 5 - 4

A I R S P E E D L I M I T A T I O N S 5 - 5

A C C E L E R AT I O N L I M I TAT I O N S 5 - 6

B R A K E L I M I T A T I O N S 5 - 7

AERIAL REFUELING LIMITATIONS 5-7

C H A R T S P A G E

FIGURE 5-9 MAXIMUM FLIGHT SPEEDVS ALTITUDE CHART-SPOILERS EXTENDED 5-27

F I G U R E 5 - 1 0 B R A K E L I M I T S 5 - 2 8

FIGURE 5-11 MAXIMUM FLIGHT SPEEDVS ALTITUDE CHART-C L E A N 5 - 3 2

FIGURE 5-12 MAXIMUM FLIGHT SPEEDVS ALTITUDE CHART-SPOILERS EXTENDED 5-33

FIGURE 5-13 FLAP POSITION FORAIRDROP OF CARGO 5-34

FIGURE 5-14 OPERATING ENVELOPEFOR PARATROOPA I R D R O P 5 - 3 5

: ^ N

5-1

TO 1 C-141 C-1

INTRODUCTION.Section V covers all important limitations that must be observed during normal operation of the aircraft and engines.It is not to be construed that Section V contains ALL limitations, as some limitations are covered in sections dealingwith that particular specialized phase of flight. Conversely,the instrument markings illustrated should be closely studiedfor area of normal operation and limitations, as these limitations may not be mentioned in other sections of the book.

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

MINIMUM CREW REQUIREMENTS.The minimum flight crew complement to fly the aircraftunder normal conditions is a pilot, copilot, flight engineer,and scanner. Additional crew members will be added at thediscretion of the commander.

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

ENGINE LIMITATIONS.ENGINE OPERATING LIMITATIONS.

(See figure 5-2 for engine operating limitations.)

WEIGHT LIMITATIONS.The weight limitations chart (figure 5-3) shows the allowablecargo and fuel combinations for varying operating weights.The operating weight includes the crew, trapped fuel, trappedoil, usable oil and standard equipment; it does not includecargo or usable fuel.Normal Landing Fuel Weight (75,000 pounds) and NormalLanding Weight (257.500 pounds) should not be routinelyexceeded, but fuel need not be jettisoned solely to achievethese values. When landing at higher gross weights and fuelloads, refer to the sink rate schedule (figure 5-4) and observeproper taxi speeds and braking procedures.

(POUNDS)

NORMAL PLANNING

Max Ramp Weight A 325,000Max Flight Weight 323.100

Max Landing Weight A A 323,100

Max Zero Fuel Weight A 218,725

NOTEThe aircraft may be operated in excess of theabove weights up to emergency war planninglimits when authorized by MAJCOM.

257,50075,000

344,900343,000

343,000

239,000

NORMAL OR EMERGENCY WAR PLANNING

Normal Landing Weight L±\ Z?ANormal Landing Fuel Weight

M a x i m u m F u e l A 1 5 3 , 3 5 2M a x i m u m F u e l F o r F l i g h t 1 5 1 , 4 5 2

(after taxi and take-offfuel burnoff)

EMERGENCY WAR PLANNING (EWP)

Max Ramp Weight A AMax 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 mustbe serviced according to the following paragraph.

MAIN LANDING GEAR STRUT AND TIRE INFLATION PRESSURES FOR EWP GROSS WEIGHTS.Prior to increasing ramp gross weights above 325,000pounds, main landing gear tire pressures must be increasedto 210 PSI and the main landing gear strut pressures mustbe increased to maintain a 3-inch static strut extension. Inflation instructions are given on the identification plate locatedon the main landing gear and must be followed explicitlyto obtain the 3-inch strut extension. For a gross weight of344,900 pounds, the estimated strut inflation pressure is 2,560PSI.MAT RUNWAY LIMITATIONS.WEIGHT LIMITATIONS.When operating on aluminum mat covered runways the following weight limitations apply:

Maximum Ramp Weight LlS.

Maximum Landing Weight ZlA Zh\

A See figure 5-3.

L\±\ See figure 5-4 for allowable sink rates.RUNWAY SURFACE CONDITIONS.Aircraft operations shall be limited to mat runways withsurface smoothness comparable to standard runways. The

257,500 lbs

257.500 lbs

5-2

TO 1C-141C-1

^

f ^ \

^

sub-grade should be sufficiently compact to provide aminimum California Bearing Ratio (CBR) of 9 to a depthof 18 inches. The mat runway grade (undulations) shouldbe limited to 1.5 percent per 200 feet.TIRE PERFORMANCE.Aircraft operations on an aluminum mat runway will increase the frequency of tire tread damage and wear. Makingtaxi turns at slow speeds and small turning angles willreduce scrubbing ofthe nose tires.

U W U W U V I A / U W W

I CAUTION IAvoid passing over damaged mat panels or sections whenever possible. Damaged panels or sectionscould cause tire damage, or strike the aircraftequipment, or personnel in the area.

CENTEROFGRAVITY LIMITATIONS.The center of gravity for any gross weight configuration,must fall within the percent of the mean aerodynamicchord (MAC) shown in the center of gravity limitationschart (figure 5-5). These limitations represent combinedstructural, stability, and control limitations that must beobserved to obtain safe and effective aircraft performance.Two center of gravity envelopes are shown on the centerof gravity chart. The solid line represents the allowableCG range during all flight conditions, while the dottedline shows the allowable CG for ground operations. Theaircraft may be loaded to the limits for ground operation, provided the fuel bumoff during taxi does not shiftthe overall aircraft CG outside the range allowed by thesolid line. The allowable cargo loading limits compatiblewith this CG range are shown on the cargo limits chartWhen the cargo load fails inside the range of the cargolimits chart (figure 5-6), and standard fuel managementis followed, the aircraft center of gravity should normally not exceed the allowable limits under any allowable flight conditions or attitudes.During aerial refuel operations, the normal fuel sequencemay not be maintained. All tanks may receive fuel simultaneously but to avoid exceeding the center of gravitylimits, pitch attitude must not exceed 8 degrees nose-upor nose-down until the refueling operation is tenninatedand the fuel has been transferred to normal sequence.See figure 5-6 /Q\ for infonnation concerning flightoperations with aiorwani center of gravity during refueloperation.CARGO LOADING LIMITATIONS.Cargo loading limitations are shown in figure 5-6. Details 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.The aircraft was designed to withstand 70-knot gusts fromany direction, the tail-on gust being the most severe.Above 70 knots, control damage may occur if the aircraft is not headed into the wind since design limits canbe exceeded.

The aircraft should be evacuated to a safe weather area ifwinds in excess of 70 knots are expected. If that is impossible, the aircraft will be moored.

U A I W W W M M M

f CAUTION ]Have the control surfaces and points of attachment checked per guidance in TO 1C-141B-2-OOGE-00-1 before flight if the aircraft has beensubjected 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-2-00GE-00-1 to determine if aircraft mooring is required.

The use of engines to maneuver the aircraft during highwind is not recommended and should be avoided exceptunder extreme circumstances. Foreign object damage (FOD)to the engines is highly probable.

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

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

I CAUTION Im m m v w w v w

• When possible, avoid braking to a stop in turnsfrom any taxi speed, since damage to the noselanding gear and/or supporting structure mayresult

• Before opening or closing the petal doors whiletaxiing, the aircraft commander must evaluatethe taxi conditions. If the taxi surface gradevaries excessively, the petal doors may contact the ground.

•. Do not taxi with the cargo ramp below thehorizontal position.

• Do not proceed aft of FS 1412 (ramp hinge)while the cargo doors are open and the aircraft 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.

Change 1 5-3

T01C-141C-1

4. Pivoting not allowed. (No severe nonsymmetricalbraking allowed.)

5. Avoid abrupt or symmetric braking during turns.6. Use low taxi speeds and/or shallow steering angle

for turns.

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/tankNo. 2 or No. 3 Main Tanks 14,100 lb/tankNo. 1 or No. 4 Aux. Tanks 16,700 lb/tankNo. 2 or No. 3 Aux. Tanks 11,000 lb/tankLH or RH Extended Range Tanks 26,800 lb/tank

MAXIMUM ALLOWABLE FUEL UNBALANCE.The maximum allowable fuel unbalance between opposite pairs of tanks (other tanks remain balanced) is:Ex tended Range Tanks 6 ,500 poundsO u t b o a r d A u x . Ta n k s 4 , 0 0 0 p o u n d sO u t b o a r d M a i n Ta n k s 2 , 7 0 0 p o u n d sInboard 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 attempted. The unbalances shown above are themnvitntim unbalances, for each pair of tanks individually, that can be trimmed to 1.2 Vs (landing configuration).

FUEL GRADE PROPERTIES ANDLIMITATIONS.The specified fuel for the C-141 is JP-4/Commercial JetB. Alternate fuels are defined as fuels which may besubstituted for the specified fuel with possible restriction to airplane performance. Alternate fuels will notcause permanent damage to the engine or fuel systems;however, they may require engine retrim. Figure 5-7 listsproperties and limitations of alternate grade fuels.Approved kerosene type alternate fuels will not adverselyaffect engine performance. The full take-off rating willbe more readily available with the denser kerosene typefuels; range will be at least as good as with JP-4.

| CAUTION ]Alternate fuels may not contain icing inhibitoradditives. See Figure 5-7. Precautions should betaken to avoid flight conditions where fuel temperature is lower then 6 degrees centigrade abovethe freeze point ofthe fuel.

The fuel temperature must not be lower than 6° C (10°F) above the freeze point of the fuel. In general, fueltemperatures will follow total air temperature, but with aconsiderable time lag. When the total air temperaturereaches six degrees above the fuel freeze point and remains there or at a colder temperature for two hours, usefuel from No. 1 and No. 4 main tanks. Transfer from theauxiliary tanks as necessary to keep the No. 1 and No. 4main tank fuel above 5,000 pounds until normal sequencing is possible. Engine bleed air fuel heaters provideprotection for engine components from waxy iced fuel;however, to ensure boost pump and engine fuel feed system performance the preceding precaution should be observed.OPERATIONS WITH JP-8 FUEL.JP-8 is a heavier (denser) fuel. JP-8 fuel weights rangefrom 6.45 lbs per gal, to 7.0 lbs per gal at 15 degreesCelsius (59 degrees Fahrenheit). For JP-8 fuel loading,use 6.75 lbs per gal. Use fuel conversion charts in TO1C-141B-2-00GE-O0-1 as applicable.

1. Fuel quantity indicating system accuracy shouldnot 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 performance charts were created using a baseline of 18,400BTU/LB. Therefore, current flight/fuel planning procedures will be adequate.Engine starting difficulty will increase with decreasingambient temperature. At colder temperatures, starting timesmay exceed starter duty cycle limits, or become impossible. Ground preheating of engines is recommended atambient temperatures below zero (0) degrees Fahrenheitto improve starting performance and reliability.

NOTECurrent starter duty cycle limitations in this sectionwill be observed.3. Engine emissions will include more smoke and

visible mist Engine emissions may reduce visibility atlower temperatures. Increased safety awareness by personnel inside and outside the aircraft will be required.

4. Frequency of engine torching may increase withdecreasing ambient temperature. Torching may be moreintense and/or produce more visible flame. Monitor startingEGT closely.

5. Fuel puddling in the engine turbine and exhaustcone sections and/or on the ground may increase withdecreasing ambient temperature.

NOTEIf fuel puddling is present or suspected, motoring the engine should aid in dissipating the fueland fumes. Use Clear Engine procedures in Section II. More than 15 seconds may be requiredto resolve fuel puddling. Do not exceed starterduty cycle limits.

5-4

TO 1C-141C-1

f ^

6. Air start envelope should not be reduced, howeveruse of fuel enrichment may be needed at higher altitudeseven if engine is not cold-soaked.

NOTEIf initial restart attempt is unsuccessful, consider changing altitude to increase outside airtemperature for subsequent attempt(s).

7. Starting engine exhaust gas temperature (EGT) maybe higher. Observe current engine temperature-lime limitations in this section.

8. Marginally performing ignition systems which willlight JP-4 fuel may have trouble igniting JP-8 at temperaturesbelow 40 degrees Fahrenheit. Replacing the faulty ignitionsystem component should fix the problem.

9. No special procedures need be taken for mixingdifferent fuel types except as already noted in this manual.

The rate of climb should be restricted lo the values shownin the following table, depending on the fuel used and thefuel temperature. (All figures estimated.)

TYPE OFFUEL

FUEL TEMPERATURE,START OF MISSION RATE OF CLIMB

JP-4 Up to 125° F (52° C) Not Restricted125° F to 135° F(52° to 57° C)

Max rate of climbto 29,000 leet.Above 29,000feet, 300 ft/min.

JP-5 Up to 135° F (57° C) Not RestrictedJP-8 Up to 135° F (57° C) Not Restricted

p

Jlfi^^^***

AIRSPEED LIMITATIONS.The airspeed limits are shown in figures

CONFIGURATION

Clean - Landing Light/AuxLanding Light ExtendedLanding Gear ExtendedLanding Gear Operation

DOORS APetal Door OpenRamp Door OpenTroop Doors OpenAir DeflectorsAir Refueling DoorStabilizer Access Door

Take-off/Approach AFlaps

Landing Flaps AAny Configuration

Any Configuration

5-8 and 5-9.

LIMITATION

Do not exceed

Do not exceedDo not operatelanding gear aboveDo not exceed

Do not exceedDo not exceedDo not exceed

Do not exceed

Do not exceed

Do not exceed

SPEED

350 KCAS or Mach = 0.53

235 KCAS or Mach = 0.55200 KCAS or Mach = 0.48


350 KCAS or Mach = 0.825280 KCAS or Mach = 0.75200 KCAS or Mach = 0.48


174 knots Ground speed at Touchdown (maximum demonstrated in tiretest)147 KCAS is the maximum Speed forExtension Of The Spoilers To theGround Position (Not To Be Used Inflight.)

^A Limitations on specific doors are independent of other door

A These limitations also apply while flaps are being extendedpositions.

to or retracted from this position.

5-5

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 ZERO FUEL/FUELAND

GROSS WEIGHT APPLIESWEIGHTLIMITS *

SYMMETRICALPOSITIVE/NEGATIVE

UNSYMMETRICALPOSITIVE/NEGATIVE

Clean up to316,1001b.G.W.

Up torecommendedairspeed

Area AAreaB

2.52.25

-1.00.0

2.01.80

1.01.0

Clean 316,100to 323,1001b.G.W.


Area AAreaB

2.52.25

-1.00.0

1.801.80

1.01.0

Clean 323.100to 343,000 Ib.G.W.


AreaB 2.25 0.0 1.67 1.0

Clean upto 316,1001b.G.W.

Aboverecommendedairspeed

Area AAreaB

2.52.25

0.00.0

1.01.80

1.01.0

Clean 316,100to 323.1001b.G.W.


Area AAreaB

2.52.25

0.00.0

1.801.80

1.01.0

Clean 323.100to 343,000 Ib.G.W.


AreaB 2.25 0.0 1.67 1.0

SpoilersExtended upto 316,1001b.G.W.

Up ToSpoilerLimitSpeed

Area AAreaB

2.52.25

-1.00.0

2.01.8

1.01.0

SpoilersExtended316,100 to323,1001b.G.W.


Area AAreaB

2.52.25

-1.00.0

1.801.80

1.01.0

SpoilersExtended323,100 to343,000 Ib.G.W.


AreaB 2.25 0.0 1.67 1.0

FlapsExtended

Up To RapLimit Speed

Area AAreaB

2.01.8

0.00.0

1.01.0 ^ ^

AerialDelivery

Up To PetalDoorLimit Speed

Area AAreaB

2.01.8

0.00.0

1.01.0

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.

" * )

/ ~ \

^

^ )

5-6

f ^

Never exceed the structurally safe maneuver load factor forthe applicable flight conditions and for the aircraft load distribution.The aircraft can be safely maneuvered to the load factorsapplicable for the configuration shown without structuraldamage, provided reasonable pilot judgment is exercisedand the specified bank angles are not exceeded. As is trueof all large aircraft which utilize powered or power-boostedcontrol systems, more control power is available at highspeed than is actually required to attain the allowable loadfactor. It is therefore possible, through abrupt control application, to initiate an aircraft motion which requires an immediate movement of the control in the opposite direction andof approximately the same magnitude and rate in order tokeep the aircraft response within the defined limitations ofload factor, bank angle, sideslip angle, etc. At lower speeds,such abrupt conlrol application may result in airflow separation, buffet, and/or an accelerated stall condition. Such maneuvers are not recommended since excessive loadings maybe imposed upon the aircraft structure. Abrupt rudder inputcombined with rolling maneuvers or lateral gust can causevertical tail loads to exceed design limit strength. Large loadscan occur as a result of returning the rudder abruptly pastneutral while rolling out of a turn. Flying in turbulence,especially at low altitude, also adds to the load. Moderateloads from several sources combine to cause large verticaltail loads. Other vertical tail loads occur due to cyclic deflection of the rudder, resulting in amplified aircraft yaw response. To minimize vertical tail loads:

I. Minimize abrupt rudder inputs particularly whenflying in turbulence and/or when the aircraft is rolling.

WARNING

Use of asymmetrical thrust to increase yawangle is prohibited as excessive vertical tailloads can result if the aircraft is also yawedwith rudder.

2. Do not abruptly return rudder pedals past neutral.All deflections should be smooth and coordinated. Do notswap rudder pedals.

TO 1 C-141 C-1

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

PROHIBITED MANEUVERS.Aerobatics of any kind, intentional spins, excessively nosehigh stalls, steep dives and any other maneuvers resultingin excessive accelerations are strictly prohibited. Do not exceed a 60-degree angle of bank for any configuration. Donot exceed a 30-degree angle of bank at speeds above 0.825Mach or 350 KCAS, since recovery may result in exceedingthe 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, nonstandardfuel distributions will occur. The nonstandard fuel distributions cause increased structural loads due to both inboardand forward shifts in the wing fuel center of gravity. Inorder to minimize the impact on the loads which contributeto structural fatigue, it is recommended that aerial refuelingbegin prior to burnoff of fuel from the outboard main tanks,which corresponds to a standard sequence fuel weight ofapproximately 33,000 pounds. However, aerial refueling ispermissible at any beginning fuel weight.As soon as possible after refueling is completed, the fuelshould be pumped back into standard sequence so that normaloperation of the aircraft can be resumed. The following restrictions apply while the fuel is in a nonstandard sequence:Do not exceed 350 KCAS/Mach = 0.825.Maintain steady symmetrical flight with minimal controldeflections as required to maintain trim.

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

WEIGHT REGIME * CONFIGURATION SYMMETRICAL UNSYMMETRICAL

Area A C lean o r Spo i le rs Ex t .

Area B Clean or Spo i le rs Ext .

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

2.0

1.8

1.7

1.4

1.4

1.0

LANDING RATE OF SINK. GROUND HANDLING.

In ordinary operations the fuel will be transferred back to Follow limitations above 318,000 pounds presented in para-a normal sequence prior to landing impact. However, if it graph "Fuel System Limitations",becomes necessary to land the aircraft while the fuel is ina nonstandard sequence, do not exceed a rate of sink of360 feet per minute at landing impact.

5-7

T01C-141C-1

SECTION VOPERATING LIMITATIONS

PART II - AIRDROP LIMITATIONSTABLE OF CONTENTS

T E X T P A G E

I N T R O D U C T I O N 5 - 8

A I R D R O P L I M I T A T I O N S 5 - 8

T E X T P A G E

PARATROOP AIRDROP LIMITATIONS 5-9

INTRODUCTION.This part of Section V provides limitations that must beobserved while performing airdrops. These limitations assume that the aircraft is properly configured, and are to beused in conjunction with those contained in Part I of thissection.

AIRDROP LIMITATIONS.1. For platform loads between 25,000 and 42,000

pounds, the ramp skid blocks and the ramp end cover mustbe installed (alternate mission kit No. II and No. 12).

2. For platform loads of 2,500 to 42,000 pounds, referto TO 1C-141B-1, ADS Speed Envelope, for the aircraftspeed envelope and minimum aircraft gross weight.

3. The aircraft has the capability to airdrop from 130KCAS to 200 KCAS; however, 180 KCAS is the maximumrecommended airspeed.

NOTE• When conducting airdrop missions at airspeeds

above 180 KCAS, limit flight in airdrop configuration to a minimum time commensurate withmission requirements.

• Refer to figure 5-13 and TO 1C-141B-1-1 (forairdrop of platforms) to determine the properflap setting for the aircraft gross weight withinthe speed regime specified above. This flap setting will give a deck angle of approximatelytwo degrees nosc-up.

• RefertoTO 1C-141B-1-1 to determine the proper flap setting for the aircraft gross weight anddrop altitude for Container Delivery Systemdrops al airspeeds within the regime specifiedabove. This flap setting will give a deck angleof approximately five degrees nose-up. Whenever possible, the drop will be performed at anairspeed which will provide at least a 30% margin above stall; however, when aircraft grossweight and drop altitude requirements will notpermit using the speed with 30% stall margin,the drop speed providing a 25% margin abovestall may be used to complete the mission. TOI C-141 B-1-1 provides a quick reference for determination of maximum gross weights (at droplime) at 1.3 Vs/1.25 Vs drop speeds and variousdrop altitudes. All of the airdrop charts are basedon the aircraft at zero degrees of bank.

4. The single platform load limits are 2,500 minimumto 42,000 pounds maximum. Refer to Section VII of TO1C-141B-9 for detailed platform limits.

5. The minimum airdrop altitude is 300 feet abovethe terrain.

6. The maximum speed for opening the doors (petal,troop, air deflector and jump platforms) is 200 KCAS.

7. Airdrop operations should not be attempted in severe turbulence. If flight through severe turbulence occurswith the petal doors open an aircraft form entry is requiredfor structural inspection.

^ )

5-8

TO 1 C-141 C-1

(if**'

^

WARNING

• Using abrupt elevator control to prevent pitchupmay result in horizontal tail and aft body damage.

• Speeds above 180 KCAS in the airdrop configuration are not recommended. Long periods offlight at these speeds should be avoided dueto considerable buffeting and vibration throughout the airplane. This buffeting is very pronounced during opening and closing of the petaldoors.

• At speeds below 160 KCAS, large sideslipangles become available due to added rudderboost pressure.

• Avoid use of excessive sideslip angles since petal door damage may result at angles in excessof 10 degrees.

Flap-speed relationships during airdrop configuration mustnot exceed the following:

NOTEFor certain special missions, these calculationsare not required. Authority for this exceptionis vested in the MAJCOM.

PARATROOP AIRDROPLIMITATIONS.Conditions or limits for paratroop airdrops are as follows(figure 5-14):

-1. Airspeeds of 128 to 135 KCAS will be used.

2. Flaps will be extended from 75% to 90% to obtaina 0- to 3.5-degree deck angle. An airspeed of 130 KCASwith 75% flaps is recommended.

3. No static line jumps will be made over the cargoramp.

4. No jumps through the troop doors will be madeunless the petal doors are closed, jump platforms are lockedin place, and the air deflectors are extended.

KCAS MAXIMUM FLAPS180-200 50%165-179 70%

BELOW 165 88%

WARNING

WARNING

Prior to airdrop of single/sequential platform ) calculations will be made to determinethe aircraft's CG after each platform(s) hasexited to ensure that CG flight limits are notexceeded. Prior to container airdrop, calculations will be made to ensure that the aircraftCG flight limits are nol exceeded for any release of containers al CARP.

Normally the troop doors should not be openedwhen the ramp and petal doors arc open. Ifit becomes absolutely necessary lo open thetroop doors in this configuration, use extremecaution to prevent personal injury.

5. No more than 45 paratroops may be dropped fromany single anchor cable.

HALO PARATROOP AIRDROP (RAMP).Halo paratroop drops may be made over the ramp providedthe troop doors are closed and static lines are not used.

(f

5-9

T01 C-141 C-1


PART IIIA - SSCBM AND MINUTEMAN MISSILE/TRIDENT MISSILETABLE OF CONTENTS

T E X T P A G E

I N T R O D U C T I O N 5 - 1 0

W E I G H T L I M I T A T I O N S 5 - 1 0


T E X T P A G E

A I R S P E E D L I M I T A T I O N S 5 - 1 0

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

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

WEIGHT LIMITATIONS.The following weight limitations must be observed whentransporting the Minuteman Missile/Trident Missile:

CONDITION

CONDITION WEIGHT LIMITATION(POUNDS)

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 L±i

318,000

317,723

317,723

257,500239,558

92,000

81,687

92,000

84,235

78,442

WEIGHT LIMITATION(POUNDS)

M a x i m u m F u e l L o a d - F l i g h t A 8 3 , 9 5 0

M a x i m u m F u e l L o a d - F l i g h t A 7 8 , 0 6 5

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.

CENTER OF GRAVITY LIMITATIONS.The CG of SSCBM and Minuteman/Trident must be keptbetween fuselage stations 918 and 940. Figure 5-5 reflectsthe allowable center of gravity envelope for an aircraft transporting the SSCBM and Minuteman Missile/Trident Missile.

CONFIGURATION APPLIES

C lean Up to 410 KCAS/Mach = 0 .89

Spoilers Extended Up to Recommended SpeedFlaps Extended Up to Flap Limit Speed

AIRSPEED LIMITATIONS.Figure 5-11 and 5-12 reflect the limiting airspeeds whentransporting the SSCBM and Minuteman Missile/TridentMissile.

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 factorsarc necessary in turbulence and thunderstorms: for intentional maneuvers.

f * \

f

Do not exceed:CONFIGURATION

Clean-Rough Air

APPLIES


SYMMETRICALMAXIMUM/MINIMUM

UNSYMMMAXIMUM/

ETRIC/MINIMI

Spoilers Extended 225 KCAS or Mach = 0.75 2 . 2 5 02 . 2 5 0

1.81.8

1.01.0

1 . 8 0 1.0 1.0

^

/f^\

5-11

TO 1C-141C-1


PART IIIB - POSEIDON MISSILETABLE OF CONTENTS

T E X T P A G E

I N T R O D U C T I O N 5 - 1 2


T E X T P A G E



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

WEIGHT LIMITATIONS.The following weight limitations shall be observed whentransporting the Poseidon Missile Airlift Support with Shortor Long Missile in Liner:

CONDITION

Maximum Ramp

Maximum Flight

Maximum Landing L±\

Normal Landing lA

Maximum Zero Fuel Poseidon MissleAirlift Support and Missle

Maximum Weight

Maximum Fuel Load-Ramp

Maximum Fuel Load-Flight

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

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

WEIGHT LIMITS(POUNDS)

309,900

308,000

308,000

257,500

220,000

82,000

89,900

88,000

CENTER OF GRAVITY LIMITATIONS.Figure 5-5 reflects the allowable center of gravity envelopefor an aircraft transporting the Poseidon Missile Airlift Support with Missile.

AIRSPEED LIMITATIONS.Norma) Flight Speeds apply except when aircraft grossweight is below 232,000 pounds due to fuel burnoff, then:

M a x i m u m 3 4 0 K C A S o r M a c h = 0 . 8 2 5

RECOMMENDED TURBULENT AIR PENETRATION.The following airspeeds are recommended when operationsare necessary in turbulence and thunderstorms:

CONFIGURATION

Clean-Rough Air

Spoilers Extended -Rough Air

LIMITING SPEED



NOTEIn the clean configuration for operation in severe turbulence, do not exceed:

250 KCAS to 37,100 FT: Mach = 0.775 above.

* * )

5-12

TO 1C-141C-1


PART INC - DEEP SUBMERGENCE RESCUE VEHICLETABLE OF CONTENTS

T E X T P A G E

I N T R O D U C T I O N 5 - 1 3


T E X T P A G E



INTRODUCTION.This part of Section V provides limitations that must beobserved on all aircraft when transporting the Deep Submergence Rescue Vehicle (DSRV) which is carried on AircraftNo. I of the complete DSRV System which requires threeaircraft. These additional limitations are applicable only tothe aircraft with the DSRV. The other two aircraft (Nos.2 and 3) shall use the normal limitations as reflected inPart I of Section V. These limitations are to be used in conjunction with those contained in Part I of this section.

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

CONDITION

CONDITION

Maximum Ramp

Maximum Flight

Maximum Landing lA

WEIGHT UMITS(POUNDS)

318,000

316,100

316,100

Normal Landing

Maximum Zero Fuel

DSRV Maximum Weight

ZiA Allowable touchdown velocity(sinking speed)

WEIGHT LIMITS(POUNDS)

257,500

215,000

73,000

Figure 5-4

CENTER OF GRAVITY LIMITATIONS.Figure 5-5 reflects the allowable center of gravity envelopefor an aircraft transporting the DSRV.

AIRSPEED LIMITATIONS.Normal Flight Speeds apply.

RECOMMENDED TURBULENT AIR PENETRATION.Normal recommended turbulent air penetration proceduresand airspeeds apply.

5-13

TO 1C-141C-1


PART IV - 74% DESIGN LIMIT LOADTABLE OF CONTENTS

. ^ \

T E X T P A G E

I N T R O D U C T I O N 5 - 1 4



TEXT

MANEUVER LOAD FACTORLIMITATIONS

PAGE

5-14

O T H E R L I M I T A T I O N S 5 - 1 4

INTRODUCTION.This part of Section V provides limitations that must beobserved on aircraft as directed by the C-141 System ProgramOffice (SPO). These are intended to ensure that the maximumload experienced by the airframe is 74% of the design limitload, and will be directed as necessary by the SPO. Theseare to be used in conjunction with those contained in PartsI and II of this manual.

WEIGHT LIMITATIONS.The following weight limitations will be followed when 74%restrictions have been mandated by the SPO:CONDITION WEIGHT LIMITS

(POUNDS)M a x i m u m R a m p 3 2 5 , 0 0 0

M a x i m u m F l i g h t 3 2 3 , 1 0 0

M a x i m u m Z e r o F u e l 2 0 5 , 0 0 0

AIRSPEED LIMITATIONS.AIRSPEED LIMITS

305 KCAS/0.75 Mach410 KCAS/0.80 Mach190 KCAS/0.48 Mach

230 KCAS

CONDITIONMaximum CruiseAbsolute Maximum VelocityTake-off/Approach ConfigurationSevere Turbulence

MANEUVER LOAD FACTOR LIMITATIONS.

1. In clean configuration up to max cruise velocity:The maximum acceleration in symmetrical maneuvers is2.0G and the minimum is -LOG; the maximum unsymmetri-

cal maneuver acceleration is 1.44G and the minimum is 1 .OG;the maximum bank angle is 46 degrees.

2. In clean configuration from maximum cruise velocity to absolute maximum velocity: The maximum acceleration in symmetrical maneuvers is 1.8G and the minimumis 0.0G; the maximum in unsymmetrical maneuvers is LOGand the minimum is LOG; the maximum bank angle is 0degrees.

3. In flaps extended configuration: The maximum acceleration in symmetrical maneuvers is 1.7G and the minimum is 0.0G; the maximum in unsymmetrical maneuversis 1.44G and the minimum is LOG; the maximum bank angleis 46 degrees.

OTHER LIMITATIONS.1. Avoid areas of known or forecasted severe turbu

lence.

2. Aerial refueling training shall be performed withzero cargo weight.

3. For missions with flight segments below 6,000 feetAGL (excluding normal take-off and approach) the followingrestrictions also apply:

a. Missions with segments below 1,000 feet AGLshall be performed with zero cargo weight. Airdrop missionsmay be performed below 1,000 feet AGL to a minimumof 600 feet AGL, providing aircraft is configured for airdropprior to descending below 1,000 feet AGL.

b. Maximum velocity below 2,000 feet AGL andabove 1,000 feel AGL shall be 230 KCAS.

c. Maximum velocity below 1,000 feet AGL shallbe 200 KCAS.

4. Avoid abrupt or large conlrol inputs.

/^Si

^

5-14

TO 1C-141C-1

INSTRUMENT MARKINGS ALL APPROVED FUEL GRADES

^

AIRSPEED TAPE - COLOR WHITE, RANGE 50 TO500 KNOTS. DISPLAY 100 KNOT ( ± 50KTS) INNUMBERED IN 20 KT INTERVALS.

. —COMMAND AIRSPEED MARKER - COLORMAGENTA. RANGE 70 TO 500 KNOTS.

D AIRSPEED DEVIATION WORM. COLOR WHITE.FROM -25 TO +25 KNOTS IN 5 KNOTINTERVALS.

NORMAL LOW ALTITUDE MANEUVERINGAIRSPEED.

M i-4QO| MACH display RANGE .400 TO .999MACH. MACH DISPLAY COLORS ARE:

VERTICAL VELOCITY SCALE - COLOR VALID -WHITE. INVALID =RED. INDICATES RATE OFCLIMB OR DESCENT. SCALE NORMALLY SHOWSRANGE OF ± 1.5 X 1000 FEET PER MINUTE.

I VERTICAL VELOCITY THERMOMETER - COLORWHITE. RANGE -1.5 TO +1.5 (X1000 fpm).

l£j VERTICAL VELOCITY UPPER/LOWERREADOUT ± 1.5 TO 9.9 (X1000 fpm)

MACHBOX

COLORREADOUT

COLOR

MACH = < 0.78 WHITE WHITE

MACH => > 0.78 ^0.80 YELLOW YELLOW

MACH = > 0.80 <0.825 RED YELLOW

MACH = > 0.825 RED RED

03107001D

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

5-15

T01C-141C-1

INSTRUMENT MARKINGS ALL APPROVED FUEL GRADES

CONSTANT SPEED DRIVE OILTEMPERATURE INDICATOR

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

180°C - MAXIMUM

ENGINE OIL TEMPERATURE INDICATOR

-70 TO 120°C - NORMAL120°C - MAXIMUM

ENGINE OIL PRESSURE INDICATOR35 PSI - MINIMUM

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

60 PSI MAXIMUM

PERCENT RPM

APU EXHAUST GASTEMPERATURE INDICATOR

170 TO 700°C - NORMAL OPERATION700 TO 730°C - CAUTION730 'C - MAXIMUM

EXHAUST GASTEMPERATURE

ENGINE TACHOMETER (Nt)"™™ 25 TO 93% - NORMAL

OPERATION101% - MAXIMUM

ENGINE TACHOMETER (N2)54 TO 99% - NORMALOPERATION104% - MAXIMUM

O'TO 485-C - NORMALOPERATION485° TO 555 °C - CAUTION555" C - MAXIMUM D3186101

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

5-16

TO 1 C-141 C-1

y$'i|K'K:

fel' ' .'«s*%«Mi■ f i g ^ , ^ r w w ^ i " ^ : , 1 %

r* ,i ?i *.

- >J ,1 <■ a .

AC VOLTMETER110 Volts • Minimum110 To 120 Volts - Normal120 Volts-Maximum

AC LOADMETER

| 0To 1.0-Normal] 1.0 To 1.2-CautionI 1.2 - Maximum

^

r V $ %s)

,4 < fj*<

DC VOLTMETER20 Volts • Minimum

] 20 To 25 Volts -Caution25 To 30 Volts - Normal30 Volts • Maximum

DC LOADMETER

| 0To 1.0-Normal] 1.0 To 1.5-CautionI 1.5-Maximum

With emergency generator selected thelimits under No Load conditions are:

AC Voltmeter 116 ± 3 VACDC Voltmeter 28 ±3 VDCFrequency Meter 41118 CPS

FREQUENCY METER

9 38° OPS • MinimumI 380 To 394 CPS-Caution

| 394 To 406 CPS-NormalI 408 To 420 CPS-Caution

■ 420 CPS - Maximum

Figure 5-1. (Sheet 3 of 4)

141A-1-X3ID-J31-2

5-17

TO 1 C-141 C-1

^'f.5' 'f$'W'

r^r *r~^£:-TfS^.';^^ ZVW.

'"•0&■'■'■ "'i ':■■■''■■■,:j-, ' S ?l f f i » i l ^ - v

sipfcfitrJIlPP^

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 DIFFERENTIALPRESSURE INDICATOR

8.6 PSI - Maximum■ / ) ^ \

141A-I-X3D-131-3


5-18

TO 1C-141C-1

f ^ENGINE OPERATING LIMITS

TF33-P-7 FUEL GRADE JP-4

^

(f -

/ ^

OPERATING CONDITION OPERATING LIMITS

THRUST SETTING (MINUTES)

MAXIMUMOBSERVED

EXHAUST GASTEMPERATURE (°C)

OIL PRESSURE(PSIG)

NORMAL©

MAXIMUMOIL TEMPERATURE

(°C)®TRT EPR

GO-AROUND EPRREDUCED EPR

555 40-55 120

MILITARY 3 0 ® 510 40-55 120

NORMAL RATED CONTINUOUS © 485 40-55 120

IDLE CONTINUOUS 3 4 0 © 35 MINIMUM 120

STARTING 455 . . .ENGINE

ACCELERATION 555 40-55 120

REVERSE 555 40-55 120

© 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 NORMALRATED 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 ALANDING SHOULD BE MADE AS SOON AS POSSIBLE. WHEN SHUTTING THE ENGINE DOWN FOR THIS REASON, ALLOW A COOLING PERIOD OF 5 MINUTES AT IDLE PRIOR TO SHUTDOWN IF ENGINE CONDITIONS ANDFLIGHT CIRCUMSTANCES PERMIT.

(D PROVIDING ENGINE OPERATION IS OTHERWISE NORMAL, NO MINIMUM OIL INLET TEMPERATURE NEED BEOBSERVED BEFORE COMMENCING TAKE-OFF.

© THE MINIMUM OIL PRESSURE AT IDLE IS 35 PSI. ON DECELERATION, OIL PRESSURE MAY DROP TO 30 PSIWITH WARNING LIGHT ON. THIS IS ACCEPTABLE PROVIDED OIL PRESSURE RETURNS TO 35 PSI OR ABOVEWITHIN TEN MINUTES OF STABILIZED OPERATION. NORMAL OIL PRESSURE LIMITS FOR CONTINUOUS ENGINE 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 THECOMPLETION OF THE FLIGHT PREFERABLY AT A REDUCED THROTTLE SETTING. OIL PRESSURE BELOW 35PSI OR ABOVE 60 PSI IS UNSAFE AND REQUIRES THAT THE ENGINE BE SHUT DOWN OR A LANDING BEMADE AS SOON AS POSSIBLE, USING MINIMUM THRUST REQUIRED TO SUSTAIN FLIGHT.

MOMENTARY OIL PRESSURE INDICATIONS BETWEEN 55 AND 60 PSI FOLLOWING RAPIDADVANCE OF THROTTLES TO TAKE-OFF OR GO-AROUND POWER IS PERMISSIBLE PROVIDED 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.

#*>

Figure 5-2. Engine Operating Limits

5-19

T01C-141C-1

ZERO FUEL WEIGHT CHART

/ ~ \

SAMPLE PROBLEM

1 . G i v e n : O p e r a t i n g W e i g h t = 1 5 0 , 0 0 0 p o u n d s ^Fuel Weight = 140,000 pounds

2. Find: Maximum cargo and maximum ramp gross weight for normal operations (2.5G) and emergency waroperations (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 . F o r n o r m a l o p e r a t i o n s : " ^

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

# *

pCM en

CM CM CM CM CM »■*

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 andparts ol the airframe are influenced by a percentage of available strength used during landing. Forthis reason landing at high gross weights and/or high fuel weights should not be planned as a routineprocedure.

3 The accelerometer is designed lo monitor in-flight parameters only and is not to be used for hardlanding determinations.

650

260 270 2 8 0 2 9 0 3 0 0 3 1 0 3 2 0 3 3 0 3 4 0 3 5 0AIRCRAFT 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

[CENTER OF GRAVITY (CG)

360

f j ^

320

280

o

oa.s

oUJ

in<nooca

240

200

160

J ^

12014

^ ^ ^ ^ : ± £ #2 2 2 6

CENTER OP GRAVITY - PERCENT M.A.C.

Figure 5-5. Center of Gravity

MIB-I-X0/0-13S

5-23

TO 1 C-141 C-1

CARGO LOADING LIMITS

The CG. of Ihe cargo load should fallwithin the limits shown in the chart. Finalloading must be checked for the particularaircralt using the weight and balance data.TO 1-1B-40.

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

^ k

Details concerning the loading of cargo arecontained in "Cargo Landing Manual" TO1C-141B-9.

100

(0Q

OQ.e

o<o_ lo<3rr<

eo

60

40

20

t o t bid H I j b 35 SS ^44t Si tt jg *ft-^4 * 2Z- T - ^ i f f tui •Lin t!t{

3 3

2 *™

j t o

I sJOJO

3<

]oJ oj zjtt lt

2*^3?

{ S o i l

INf fl U l l

S o lBIJJ3

tp lg f fi Sl o gSl r ra

p i

33 «3*jBcoIi

t o

<w,CO3 ;LL

0 .s<rru.oQZ :UJ :

t<:

j|< 15

±211 —3 » S tS o

l l -3 t it K^ S£ # S -

i c c l++' 1LL+++So.! '21

g O t - t S j

I f < | l l J # r■"T*

II iJ i t

Ttfr **il r fi

2 0 0 4 0 0 6 0 0 8 0 0 1 0 0 0 1 2 0 0

CARGO CG - FUS STA - INCHES

1400 1600

141B-1-XCVO-136

Figure 5-6. Cargo Loading Limits

5-24

T01C-141C-1

^ FUEL GRADE PROPERTIES AND LIMITS

USE FUELTYPE

GRADE NATOSYMBOL

U.S.MIL SPEC

UNITED KINGDOM SPEC &

COMMERCIAL

SPECIFICGRAVITY(MAX-.INAT60°F)

FREEZEPOINT

°C(°F)LIMITS

SpecifiedFuel

Wide CutGasoline

JP-4 F-40 MIL-DTL-5624 DERD2486 0.802-0.751 -58 (-72)

CommercialJetB

ASTMD1655-59T 0.802-0.751 -50(-58) *®

AlternateFuel

Kerosene

JP-5 F-44 MIL-DTL-5624 DERD2498 0.845-0.788 -46 (-51)

JP-5B F42 DERD2488 0.845-0.788 -40 (-40)

JP-8 F-34 UIIL-DTL-83132 DERD2494 0.840-0.775 -47 (-53) 0©Commercial

JetA-1F-34

DERD24940.840-0.775 -50(-58)

< ^ >ASTM

D1655-59T

CommercialJet A

F-30

DERD2482

0.840-0.775 -40 (-40)* @

ASTMD1655-59T

(T) Avoid flying at altitudes where indicated fuel temperature is lower than 6° C above the freezepoint of the fuel.

(T) Prior to using commercial fuel, obtain freeze point from vendor or airline supplying the fuel, thenfollow limit 2 above. The aircraft commander should exercise caution if he suspects or observesimproper fuel handling procedures. If there is any indication that cleanliness is not up tostandard, 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, confirm 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 SPEEDvs

ALTITUDE CHART-CLEANSTANDARD DAY

/\ Speeds in excess of thoserepresented by this line are notrecommended due to buffetboundary and lateral controllimitations.

2. For operation in severe turbulence, do not exceed 270 KCASor M s 0.825, refer to Section VIIfor recommended procedure.

UJUJu.

UJo3

50

1 MAXIMUM SPEED

40

WERE*'O^iNrillllllflMhlilHbUUMMbNUbDmBBaBaBBaKg^ £$g?4"T'*]"^ || i|iTij II iiiiiBHatiTHWHfflPffrrfasraaasa^ffieaa30 i "I ' ilmiff ■ ii'lnlliiJHliJIIiillli'illiAJmThJiiiy liJliJtJIttfJojjiM Stdl Mmm" a

M U H /

10 m 4L ijii

IfflrrrWJ0 s k m i

160 200 2 4 0 2 8 0 3 2 0CALIBRATED AIRSPEED-KNOTS

360 400 440

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

PROHIBITED.Figure 5-8.

i4iB-i-xon-i3a

5-26

TO 1C-141C-1

( fMAXIMUM FLIGHT SPEED VS ALTITUDE

CHART - SPOILERS EXTENDEDSTANDARD DAY

For operation in severe turbulence, do notexceed 270 KCAS or M = 0.75.Refer to Section VII for recommended procedure.

UJ

uia3

160 2 0 0 2 4 0 2 8 0

CALIBRATED AIRSPEED-KNOTS

320 360

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. OPERATIONIN THIS AREA IS PERMISSIBLE IN MODERATE TURBULENCE.

PROHIBITED.141B-1XCVD-139

Figure 5-9.

5-27

TO 1 C-141 C-1

MODEL: C-141BTF33-P-7 ENGINES

DATE: FEBRUARY 1968DATA BASIS: ESTIMATED

BRAKE LIMITSMINIMUM BRAKE COOLING TIME

" ^

CAUTION ZONE6 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, delaysubsequent take-off 8 minutes for eachone million ft-lb in excess of 6 million.If stop exceeds 6 million ft-lb and animmediate take-off is mandatory, theremay not be sufficient brake energy tomake a rejected take-off should it become necessary. If the take-off ismade, the brakes should be cooledas prescribed in note 5 on sheet 3.

CAUTION ZONE18 TO 27 MILLION FT-LB

1. Clear runway; do not set brakes.2. Request fire fighting equipment.

Hydraulic fluid fire and blown fuseplugs are possible.

3. Chock nose gear.4. Evacuate aircraft by moving forward

from the main crew entrance to avoidmain 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 hydraulicleaks.

9. Delay subsequent take-off for 2 hoursor until hand can be held on brakehousings.

DANGER ZONEOVER 27 MILLION FT-LB

1. Clear runway; do not set brakes.2. Request fire fighting equipment.

Hydraulic fluid fire and blown fuseplugs are imminent.

3. Chock nose gear.4. Evacuate aircraft by moving forward

from the main crew entrance to avoidmain 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.

2 0 4 0 8 0 1 0 0

TIME - MINUTES


5-28

TO 1 C-141 C-1

f ^

^

MODEL: C-141 BTF33-P-7 ENGINES

DATE: JANUARY 1968DATA BASIS: ESTIMATED

Sral DANGER ZONEl™™^ (OVER 27 MILLION

FT-LB)CAUTION ZONE(18 TO 27 MILLIONFT-LB)CAUTION ZONE(6 TO 18 MILLIONFT-LB)NORMAL ZONE(0 TO 6 MILLIONFT-LB)

^

BRAKE LIMITSZERO FLAPS

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 extendedfor a cooling period equal to 2 minutes for each onemillion ft-lb in excess of 6 million ft-lb. Leavinggear in extended position for cooling results in reduced obstacle clearance capabilities.

5. Use actual number of brakes.40

36 COOz3oa.

32

u.z

28 -1-1sUJ

24

UJ ** u.< ore ■*20

oc £jLjui UJa. x> m

16 a ©ui ASgU 3

12 UJ £§ o* HUI OC0 U J

8 < u,oc UJm oc> *-"<

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

UJO

UJCM

(9UJ

2 0 0 - 2 0 - 4 0 - 6 0RUNWAY

TEMPERATURE- C

REVERSE THRUST

Figure 5-10. (Sheet 2 of 4)5-29

TO 1 C-141 C-1

MODEL: C-141 BTF33-P-7 ENGINES

DATE: FEBRUARY 1968DATA BASIS: ESTIMATED

1.2.3.

■ D A N G E R Z O N E 41 (OVER 27 MILLION FT-LB)

rsrai CAUTION ZONE]a-m (18 TO 27 MILLION FT-LB)5.

1 1 CAUTION ZONE1 ' (6 TO 18 MILLION FT-LB)

MTJ NORMAL ZONE^™ (0 TO 6 MILLION FT-LB)

BRAKE LIMITS

Use actual numberof brakes.

Flaps "take-off/approach* or "landing".Spoilers deployed.Maximum anti-skid braking.To obtain brake application speed:Subtract full value of headwind component,add full value of tailwind component.Take-off cooling procedure:(A) Make normal take-off(B) After lift-off, landing gear should remain extended for a cooling periodequal 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 reducedobstacle clearance capabilities.

■< ~ x

160 2 0 0 2 4 0 2 8 0 3 2 0GROSS WEIGHT -1,000 POUNDS

3 6 0 8 7 6 O O O 6 0 4 0 2 0 0 - 2 0 - 4 0 - 6 0BRAKES uj uj UJ RUNWAY TEMPERATURE - °C

O N «REV THRUST


TO 1 C-141 C-1

f # *

PRESSURE ALTITUDE -1,000 FEET

RUNWAYSLOPE -PERCENT

WINDCOMPONENT -KNOTS

SPOILERPANELS NOTDEPLOYED


TO 1 C-141 C-1

MAXIMUM FLIGHT SPEEDVS

ALTITUDE CHART-CLEANAF65-227 THRU 65-258 LOADED WITH THE SSCBM

AND MINUTEMAN MISSILE/TRIDENT MISSILE STANDARD DAY

DATA BASIS: ESTIMATEDDATE: FEBRUARY 1966C-141ATF33-P-7 IN THE CLEAN CONFIGURATION FOR OPERATION IN SEVERE TURBULENCE,

DO NOT EXCEED. 250 KCAS TO 37,100 FT: M = 0.775 ABOVE

&

Q

5<

1 2 0 1 6 0 2 0 0 2 4 0 2 8 0 3 2 0 3 6 0 4 0 0

AIRSPEED-KNOTS CAS

MANEUVER LOAD FACTOR LIMITSARE0.0GTO2.25G. OPERATIONIN THIS AREA IS PERMISSIBLE INMODERATE TURBULENCE.

NOT RECOMMENDED.

MANEUVER LOAD FACTOR LIMITSARE 0.OG TO 2.25 G. OPERATIONIN THIS AREA ABOVE THE RECOMMENDEDSPEED LIMIT IS PERMISSIBLE IN MILDTURBULENCE, BUT MAY RESULT IN EXCESSIVE GUST LOADS IN MODERATE TOSEVERE TURBULENCE.

Figure 5-/7.

141A-1-X3/3-141

5-32

TO 1 C-141 C-1

<P

MAXIMUM FLIGHT SPEEDVS

ALTITUDE CHART - SPOILERS EXTENDEDDATA BASIS: ESTIMATED

DATE:FEBRUARY 1966C-141ATF33-P-7

AF65-227 THRU 65-258 LOADED WITH THE SSCBMAND MINUTEMAN MISSILE/TRIDENT

MISSILE STANDARD DAY

f^

120 160 2 0 0 2 4 0 2 8 0

AIRSPEED-KNOTS CAS

( ^

IN THE SPOILER CONFIGURATION FOR OPERATION INSEVERE TURBULENCE, DO NOT EXCEED 230 KCAS TO39,100 FT: M = 0.75 ABOVE.

MANEUVER LOAD FACTOR LIMITS ARE 0.0GTO 2.25 G. OPERATION IN THIS AREA ISPERMISSIBLE IN MODERATE TURBULENCE

NOT RECOMMENDED.

141A-t-X3/3>142

Figure 5-12.

5-33

TO 1C-141C-1

MODEL: C-141BTF33-P-7 ENGINES

DATE: OCTOBER 1968DATA BASIS:C-141A CATEGORY IIFLIGHT TEST

FLAP POSITION FORAIRDROP OF CARGO

1 This data provides al least a 30 percent margin above stall speed2. This will give approximately 2* nose up deck angle.3. Flap speed relationships during airdrop configuration must not

exceed the following: A

200

N JvHlv;N)i:N}>iSbS[>:

3 0 4 0 5 0 6 0FLAP POSITION - PERCENT

Figure 5-13. Flap Position for Airdrop of Cargo

5-34

TO 1 C-141 C-1

C,

f ^DATA BASIS: FLIGHT TESTDATE: AUGUST 1980C-141BTF33-A-7

OPERATING ENVELOPE FORPARATROOP AIRDROP

^

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

f THE FLAP LIMIT LINES ON THE RIGHT SIDE OF THE CHART REPRESENT THESPEEDS FOR THE ASSOCIATED GROSS WEIGHTS THAT WILL NEVER BE LESSTHAN 1.3V STALL THESE SPEEDS WILL GIVE A NOSE UP ANGLE OF APPROXIMATELY 3* TO 3 1/2*.

0* TO 3» LINES ARE BASED ON 75% FLAPS. 3* TO 3 1/2* WILL REQUIRE ANINTERMITTENT FLAP SETTING UP TO THE 90% FLAP LIMIT.

128

DECK ANGLE - NOSE UP0 . 5 s 1 . 0 ° 1 . 5 ° 2 . 0 " 2.5° 3.0" 3.5°

150 160 170 1 8 0 1 9 0 2 0 0 2 1 0GROSS WEIGHT • 1000 POUNDS

220 230 240

Figure 5-14. Operating Envelope for Paratroop Airdrop

5-35/(5-36 Blank)

c-141c dash 1 020 5- 1-35

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