C141 Performance Data

TO 1C-141B-1-1
FLIGHT MANUAL
USAF SERIES AIRCRAFT
F09603-78-C-1473
F09603-99-D-0382
APPENDIX I
PERFORMANCE
DATA
C-141B/C
THIS PUBLICATION IS
INCOMPLETE WITHOUT TO
1C-141B-1 or 1C-141C-1
COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF

ALL AIR FORCE PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT.
THIS PUBLICATION SUPERSEDES TO 1C-141B-1-1S-7, DATED 18 FEBRUARY 1998, TO 1C-141B1-1SS-8, DATED 19 APRIL 1999, TO 1C-141B-1-1S-9, DATED 3 NOVEMBER 1999, TO 1C-141B-11S-10, DATED 20 SEPTEMBER 2000.
DISTRIBUTION STATEMENT Distribution authorized to the Department of Defense and U.S. DoD
contractors only (Administrative or Operational Use) (1 June 2003). Other requests for this document
or questions concerning technical content should be referred to WR-ALC/LJET, Robins AFB GA
31098.
WARNING This document contains technical data whose export is restricted by the Arms Export
Control Act (Title 22, U.S.C., Sec. 2751 et seq.) or the Export Administration Act of 1979, as
amended (Title 50, U.S.C., App. 2401 et seq.) . Violators of these export laws are subject to severe
criminal penalties.
HANDLING AND DESTRUCTION NOTICE Comply with distribution statement and destroy by any
method that will prevent disclosure of the contents or reconstruction of the document.
PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE
1 JUNE 2003
TO 1C-141B-1-1
LIST OF EFFECTIVE PAGES
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

NOTE: The portion of the text affected by the changes is indicated by a vertical line in the margins
of the page. Changes to illustrations are indicated by miniature pointing hands. Changes
to wiring diagrams are indicated by shaded areas.
Dates of issue for original and changed pages are:
Original . . . . . . . . . . 0 . . . . . . . . . . . . . . . . 1 June 2003
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 334, CONSISTING OF THE FOLLOWING:

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USAF
TO 1C-141B-1-1
APPENDIX
.......
performance data
TABLE OF CONTENTS
PART 1.
INTRODUCTION ....................................................................................................................... 1-1
PART 2.
ENGINE DATA ......................................................................................................................... 2-1
PART 3.
TAKE-OFF AND CLIMB ........................................................................................................... 3-1
PART 4.
ENROUTE CLIMB .................................................................................................................... 4-1
PART 5.
RANGE ...................................................................................................................................... 5-1
PART 6.
ENDURANCE ............................................................................................................................ 6-1
PART 7.
DESCENT ................................................................................................................................. 7-1
PART 8.
APPROACH AND LANDING .................................................................................................... 8-1
PART 9.
AIRDROP DATA ....................................................................................................................... 9-1
PART 10. AIR REFUELING DATA ........................................................................................................... 10-1

PART 11. ABNORMAL CONFIGURATION DATA ................................................................................... 11-1
PART 12. MISSION PLANING ................................................................................................................. 12-1
i/(ii blank)
TO 1C-141B-1-1
PART 1.
INTRODUCTION
TABLE OF CONTENTS
Paragraph
Page
Abbreviations Used in the Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Basis for Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Pressure Altitude Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Airspeed and Altimeter Position Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Temperature and Speed Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-2
Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-3
LIST OF CHARTS
Figure
Title
Page
1-1
Abbreviations and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-4
1-2
ICAO Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-6
1-3
SMOE 1/
........................................................................
1-7
1-4
Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-8
1-5
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-9
1-6
True Mach Number - Calibrated Airspeed Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-10
1-7
True Mach Number - True Airspeed Conversion (For Mission Planning) . . . . . . . . . . . . . . . . . . . .
1-11
1-8
True Mach Number - True Airspeed Conversion (For Inflight Use) . . . . . . . . . . . . . . . . . . . . . . . . .
1-12
1-9
Altitude Pressure Table - Inches Hg. vs Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-13
1-10
Stall Speeds - Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-16
1-11
Stall Speeds - Gear Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-18
1-12
Shaker Onset Speeds (B-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-20
1-13
Buffet Boundary Stick Shaker Speed Envelope (B-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-21
1-14
Shaker Onset Speeds (C-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-22
1-1
TO 1C-141B-1-1
ABBREVIATIONS USED IN THE APPENDIX.
TEMPERATURE AND SPEED CONVERSION.
The abbreviations used throughout this Appendix are

defined in figure 1-1.
CONVERSION OF INDICATED OAT (TOTAL TEMPERATURE) TO TRUE OAT (AMBIENT TEMPERATURE).
BASIS FOR CHARTS.

The performance data presented in this Appendix are
applicable to the TF33-P-7 engine using JP-4 fuel
weighing 6.5 pounds per gallon. Unless an ICAO
Standard Day is specified, it may be assumed that
the data are valid for all temperature conditions. The
term "Std Day" used in some line labels means an
ICAO standard day. (See figure 1-2.)
Because of ram effect, total temperature must be

corrected to obtain OAT (figure 1-4). Temperatures
presented in this appendix are OAT or as indicated
on the chart.
CAUTION
The Total Temp gauge shall not be used for

take-off calculations since heat radiation can
cause considerable error.
PRESSURE ALTITUDE DEFINITION.

In actual air at a given true altitude, the pressure
may differ from standard air values. If the
atmospheric pressure is measured at the aircraft
level, an altitude corresponding to this pressure
can be determined from a standard air table. This
altitude is known as the pressure altitude of the
aircraft. It is also the altitude recorded by the
altimeter if the altimeter has no instrument error
and is set to 29.92. The altimeter will read true
altitude when in a standard atmosphere and set at
29.92. It will read higher or lower than the true
altitude in a non-standard atmosphere. Most of the
charts are based on pressure altitude and are so
titled. Some data are presented only for standard
conditions, and in these cases the altitude scales
are merely titled "ALTITUDE." For such charts use
pressure altitude.
AIRSPEED AND ALTIMETER POSITION

CORRECTIONS.
The CADC compensates for airspeed and altimeter
position errors. All Mach number data shown in the
Appendix are true Mach numbers. Airspeeds are shown
as calibrated airspeeds or true airspeeds. The calibrated
airspeed scales are increased by 3 knots to account
for the difference between the airspeed observed by
the pilots and the actual speed of the aircraft. At
groundspeeds between 100 and 60 knots, when near
maximum reverse thrust is used, all pitot-static
instruments may operate erratically, and airspeed
indicators may go to 50 knots.
1-2
TEMPERATURE CONVERSION CHART.

To convert temperatures in degrees Centigrade to
degrees Fahrenheit or Fahrenheit to Centigrade, use
figure 1-5.
MACH NUMBER-AIRSPEED CONVERSION.
Figure 1-6 provides a conversion between true Mach
number and calibrated airspeed. True Mach number
may be converted to true airspeed with figures 1-7
and 1-8.
PRESSURE ALTIMETER SETTING CONVERSION CHART.
Figure 1-9 converts take-off or landing field
barometric pressure to field pressure altitude when
only altimeter setting and actual field elevation is
known. Enter the table at the left with the field
altimeter setting to the nearest tenth (first decimal).
Proceed horizontally to the right until the column
indicating the second decimal of the altimeter setting
is reached. The number read in this column should
be applied as a correction to the actual field elevation,
to obtain field pressure altitude.
1/
A chart of SMOE ( 1/
) is provided in figure 1-3.
This chart is used in converting KCAS to true air
speed.
TO 1C-141B-1-1
STALL SPEEDS
Figure 1-10 and 1-11 show stall speeds in the various
angles of bank and flap configurations.
STICK SHAKER ONSET SPEEDS AND STICK
SHAKER ENVELOPES (C-141B)
shaker onset occurs is influenced by aircraft configuration.

Refer to figures 9-18 for Shaker Onset Speeds.
Example.
Given:
Mach Number = 0.58

Pressure Altitude = 30,000 feet
Figure 1-12 shows stick shaker speeds, in the various

angles of bank and flap configurations. The speed
envelope or buffet boundary for stick shaker operation
is presented in figure 1-13 for various altitudes, gross
weights and Mach numbers. In the cruise configuration,
stick shaker and natural buffet occur simultaneously
for Mach numbers up to 0.70. At higher Mach numbers,
natural buffet occurs earlier. With flaps extended natural
buffet will always precede the stick shaker.
Gross Weight = 250,000 pounds

Find: Bank angle where shaker onset
Mach number for natural aircraft buffet
occurs before stick shaker
Solution: Bank angle = 51 degrees
STICK SHAKER ONSET (C-141C)
Natural buffet = 0.81

The stall warning computer has been removed and the
stall warning function is now embedded in both Automatic
Flight Control Processors. A new algorithm has been
developed to calculate shaker onset. The speed at which
Speeds in the pattern are determined from the approach

speed, derived from figure 8-8, for the selected flap
configuration for landing.
1-3
TO 1C-141B-1-1
ABBREVIATIONS AND DEFINITIONS

Abbreviation
Definition
ACN/PCN
AGL
ALT
ARCP
AUW
BDP
CBR
CG, cg
CFL
CFP
CL TO
COF
C
DER
EGT
EPR
Aircraft Classification Number/Pavement Classification Number

Above Ground Level
Altitude
Air Refueling Control Point
All Up Weight
Begin Descent Point
California Bearing Ratio
Center of Gravity - (in percent of mean aerodynamic chord, MAC)
Critical Field Length (Feet)
Computerized Flight Plan
Climb To
Climbout Factor
Degrees Centigrade
Departure End of Runway
Exhaust Gas Temperature
Engine Pressure Ratio - (The ratio of engine turbine exit pressure to
compressor inlet pressure)
Equivalent Single Wheel Load
Degrees Fahrenheit
Flight Level
Feet Per Minute
Feet
Acceleration Due to Gravity
Gross Weight
Gross Weight Limited by 3 Engine Climb Performance
Gross Weight Limited by 4 Engine Climb Performance
Gross Weight Limited by Critical Field Length
Gross Weight Limited by Obstacle Clearance
Gross Weight Screen Height
Mercury
International Civil Aviation Organization
Total Temperature - Outside Air Temperature plus Temperature Rise Caused
by Ram Effect
Constant
Lift Over Drag Ratio
Pounds
Pounds Per Hour
Loading Classification Number
Landing
Long Range Cruise
Mean Aerodynamic Chord
Military Rated Thrust
Mean Sea Level
Percent of the engine low-pressure compressor rotor revolutions per minute
(for this aircraft 100%N1 is 6,796 revolutions per minute)
Percent of the engine high-pressure compressor rotor revolutions per minute
(for this aircraft 100%N2 is 9,655 revolutions per minute)
Nautical Miles (6,076 ft)
ESWL
F
FL
FPM, fpm
FT, ft
g
GW
GW 3 ENG
GW 4 ENG
GWCFL
GWOBST
GW(SCREEN)
Hg
ICAO
IOAT
K
L/D
LB, lb
LB/HR
LCN
LDG
LRC
MAC
MRT
MSL
%N1
%N2
NM
Figure 1-1. (Sheet 1 of 2)

1-4
TO 1C-141B-1-1
ABBREVIATIONS AND DEFINITIONS

Abbreviation
Definition
NRT
Normal Rated Thrust - (Maximum allowable thrust for continuous operation

determined by EPR setting)
Outside Air Temperature - (The actual ambient air temperature)
Obstacle
Obstacle
Pressure Altitude
Pounds Per Hour
Rate of Climb (Feet per minute)
Runway Available (Feet)
Runway Condition Reading
Runway Length (Feet)
Revolutions Per Minute (For this aircraft, the revolutions per
minute of the engine high/low pressure compressor rotor)
Runway Surface Covering
Seconds (Time)
Standard Instrument Departure
Sea Level Altitude
Touch and Go
Touchdown
Temperature Deviation front Standard Day
Thrust Factor
Take-off Factor
Take-off Rated Thrust
Zero Fuel Weight
OAT
OBS
OBST
PA
PPH
R/C
RA
RCR
RL
RPM. rpm
RSC
Sec
SID
SL
T & GO
TD
TEMP DEV
TF
TOF
TRT
ZFW
SPEEDS:
CAS
EAS
IAS
M
TAS
V APP
VB(MAX)
V CEF
V GO
V HR
VL
V MCA
V MCG
V MCO
V MFR
VMS
VR
V ROT
VS
V SHO
X-Wind
Calibrated Airspeed (Indicated airspeed corrected for

installation error) (Corrected by CADC)
Equivalent Airspeed (CAS corrected for compressibility error)
Indicated Airspeed. The airspeed displayed by the airspeed
indicator (Standby airspeed)
Mach Number
True Airspeed (EAS corrected for air density)
Approach Speed
Maximum Braking Speed
Critical Engine Failure Speed
GO Speed
Restricted Level Flight Speed
Dive Speed Limit
Air Minimum Control Speed
Ground Minimum Control Speed
Minimum Climbout Speed
Minimum Flap Retract Speed
Minimum Spoiler Speed
Refusal Speed
Rotation Speed
Stall Speed
Shaker Onset Speed
Crosswind

1-5
TO 1C-141B-1-1
ICAO STANDARD ATMOSPHERE TABLE

PRESSURE
ALTITUDE
-FEET
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
9,000
10,000
11,000
12,000
13,000
14,000
15,000
16,000
17,000
18,000
19,000
20,000
21,000
22,000
23,000
24,000
25,000
26,000
27,000
28,000
29,000
30,000
31,000
32,000
33,000
34,000
35,000
36,000
37,000
38,000
39,000
40,000
41,000
42,000
43,000
44,000
45,000
46,000
47,000
48,000
49,000
50,000
DENSITY
RATIO r r = s
0
1.0000
.9711
.9428
.9151
.8881
.8617
.8359
.8106
.7860
.7620
.7385
.7156
.6932
.6713
.6500
.6292
.6090
.5892
.5699
.5511
.5328
.5150
.4976
.4806
.4642
.4481
.4325
.4173
.4025
.3881
.3741
.3605
.3473
.3345
.3220
.3099
.2981
.2844
.2710
.2583
.2462
.2346
.2236
.2131
.2031
.1936
.1845
.1758
.1676
.1597
.1522
Standard Sea Level Air:

T = 15C (59F)
TEMPERATURE
DEG C
1.0000
1.0148
1.0299
1.0454
1.0611
1.0773
1.0937
1.1107
1.1279
1.1456
1.1637
1.1822
1.2011
1.2204
1.2404
1.2607
1.2814
1.3028
1.3247
1.3470
1.3701
1.3935
1.4176
1.4424
1.4678
1.4939
1.5207
1.5480
1.5763
1.6051
1.6348
1.6656
1.6969
1.7292
1.7624
1.7963
1.8315
1.8753
1.9210
1.9677
2.0155
2.0646
2.1148
2.1662
2.2189
2.2729
2.3282
2.3848
2.4428
2.5022
2.5631
15.000
13.019
11.037
9.056
7.075
5.094
3.113
1.132
-.850
-2.831
-4.812
-6.794
-8.775
-10.756
-12.737
-14.718
-16.700
-18.681
-20.662
-22.643
-24.624
-26.605
-28.587
-30.568
-32.549
-34.530
-36.511
-38.492
-40.473
-42.455
-44.436
-46.417
-48.398
-50.380
-52.361
-54.342
-56.324
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
-56.500
DEG F
59.0
55.4
51.9
48.3
44.7
41.2
37.6
34.0
30.5
26.9
23.3
19.8
16.2
12.6
9.1
5.5
1.9
-1.6
-5.2
-8.8
-12.3
-15.9
-19.5
-23.0
-26.6
-30.2
-33.7
-37.3
-40.9
-44.4
-48.0
-51.6
-55.1
-58.7
-62.2
-65.8
-69.4
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
-69.7
Po = 14.70 lb/sq in. = 29.921 in. of Hg

w = 0.07651 lb/cu ft
Figure 1-2.
1-6
SPEED OF
SOUND KNOTS
661.7
659.5
657.2
654.9
652.6
650.3
647.9
645.6
643.3
640.9
638.6
636.2
633.9
631.5
629.1
626.7
624.3
621.9
619.4
617.0
614.6
612.1
609.6
607.2
604.7
602.2
599.7
597.2
594.7
592.1
589.5
587.0
584.4
581.8
579.2
576.7
574.0
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
573.8
MILLIBARS
1013.2
977.3
942.1
908.2
875.0
843.2
812.1
781.9
752.5
724.3
696.9
670.2
644.4
619.4
595.3
572.0
549.3
527.3
505.9
485.6
465.6
446.3
428.0
410.1
392.8
375.9
360.0
344.4
329.2
314.9
301.1
287.5
274.6
262.1
249.9
238.4
227.2
216.7
206.6
196.7
187.6
178.8
170.3
162.2
150.8
147.3
140.5
134.1
127.7
121.6
115.8
PRESSURE
RATIO IN. Hg
P/ P = d
O
29.92
28.86
27.82
26.82
25.84
24.90
23.98
23.09
22.22
21.39
20.58
19.79
19.03
18.29
17.58
16.89
16.22
15.57
14.94
14.34
13.75
13.18
12.64
12.11
11.60
11.10
10.63
10.17
9.72
9.30
8.89
8.49
8.11
7.74
7.38
7.04
6.71
6.40
6.10
5.81
5.54
5.28
5.03
4.79
4.57
4.35
4.15
3.96
3.77
3.59
3.42
1.0000
.9644
.9298
.8962
.8637
.8320
.8014
.7716
.7428
.7148
.6877
.6614
.6360
.6113
.5874
.5643
.5420
.5203
.4994
.4791
.4595
.4406
.4223
.4046
.3876
.3711
.3552
.3398
.3250
.3107
.2970
.2837
.2709
.2586
.2467
.2353
.2243
.2138
.2038
.1942
.1851
.1764
.1681
.1602
.1527
.1455
.1387
.1322
.1260
.1201
.1144
1 in. Hg = 70.727 lb/sq ft = 0.49116 lb/sq in.

r 0 = 0.002378 slugs/cu ft
TO 1C-141B-1-1
SMOE
1.30
1.20
LT
1,
00
0
PR
14
13
16
12
15
14
1.18
11
13
1.16
10
12
1.14
11
DAY
10
9
1.10
STD
1.12
1.08
1.06
1.04
1.02
1.00
0.98
0.96
DENSITY ALTITUDE - 1000 FEET
1.22
15
ES
S.
A
1.26
1.24
16
FT
.
1.28
-1
0.94
0.92
0.90
60
40
20
20
40
60
TEMPERATURE - C
Figure 1-3.
1-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TEMPERATURE CORRECTION
DATE: JUNE 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
-120
-100
TRUE OAT - C
-80
AT -
DO
ATE
C
I
IND
-80
-70
-60
-40
00
-60
-50
.
ESS
PR
-40
-30
36
OV
30
20
-10
15
10
10
20
B
DA
AN 35
FT
25
-20
-20
T
AL
,0
-1
5
SL
30
40
20
40
150
PR
ES
S.
TAL
200
1,
00
0
FT
40
250
35
30
CALIBRATED AIRSPEED - KNOTS
20
100
25 0
2 5
1
10
300
5
SL
350
Figure 1-4.
1-8
10
0
-10
TEMP DEV FROM STD - C
-20
TO 1C-141B-1-1
F=(9/5)+32
C=5/9(F-32)
TEMPERATURE CONVERSION
-60
130
-50
-40
-30
-50
-40
-30
DEGREES CENTIGRADE
-20 -10
0
10
20
30
40
50
60
30
40
50
60
120
110
100
90
80
70
60
DEGREES FAHRENHEIT
50
40
30
20
10
0
-10
-20
-30
-40
-50
-60
-70
-80
-60
-20
-10
0
10
20
DEGREES CENTIGRADE
Figure 1-5.
1-9
TO 1C-141B-1-1
MODEL C-141B
TF33-P-7 ENGINES
TRUE MACH NUMBERCALIBRATED

AIRSPEED CONVERSION
DATE: JUNE 1963

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
420
400
380
360
FT
340
AL
T
S.L -1,0
00
.
280
10
ES
S.
300
PR
260
20
320
240
30
220
200
40
180
50
160
140
120
100
0.1
0.2
0.3
0.4
0.5
TRUE MACH NUMBER
Figure 1-6.
1-10
0.6
0.7
0.8
0.9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TRUE MACH NUMBERTRUE AIRSPEED CONVERSION
DATE: JUNE 1963

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
(FOR MISSION PLANNING)
0.9
0F
0
1,0
T UP
AL
S. AND
S
E
PR 36 0
STANDARD DAY
3
25
20
15
10
5
.
S.L
0.8
TRUE MACH NUMBERS
0.7
0.6
0.5
0.4
0.3
220
260
300
340
380
420
460
500
540
TRUE AIRSPEED - KNOTS
Figure 1-7.
1-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TRUE MACH NUMBERTRUE AIRSPEED CONVERSION
DATE: JUNE 1963

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
(FOR INFLIGHT USE)
NOTE
IOAT must be converted to true OAT.
0.9
0.8
C
TA
O
UE -60
TR
-40
-20
TRUE MACH NUMBERS
0.7
20
40
0.6
0.5
0.4
0.3
220
260
300
380
340
Figure 1-8.
1-12
420
460
500
540
TO 1C-141B-1-1
ALTITUDE PRESSURE TABLE

INCHES Hg Vs FEET
Inches
0.00
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
28.0
28.1
28.2
28.3
28.4
28.5
28.6
28.7
28.8
28.9
29.0
29.1
29.2
29.3
29.4
29.5
29.6
29.7
29.8
29.9
30.0
30.1
30.2
30.3
30.4
30.5
30.6
30.7
30.8
30.9
31.0
1824
1727
1630
1533
1436
1340
1244
1148
1053
957
863
768
673
579
485
392
298
205
112
20
-73
-165
-257
-348
-440
-531
-622
-712
-803
-893
-983
1814
1717
1620
1523
1427
1330
1234
1139
1043
948
853
758
664
570
476
382
289
196
103
10
-82
-174
-266
-358
-449
-540
-631
-721
-812
-902
-992
1805
1707
1610
1513
1417
1321
1225
1129
1034
938
844
749
655
560
467
373
280
187
94
+1
-91
-183
-275
-367
-458
-549
-640
-730
-821
-911
-1001
1795
1698
1601
1504
1407
1311
1215
1120
1024
929
834
739
645
551
457
364
270
177
85
-8
-100
-192
-284
-376
-467
-558
-649
-740
-830
-920
-1010
1785
1688
1591
1494
1398
1302
1206
1110
1015
919
825
730
636
542
448
354
261
168
75
-17
-110
-202
-293
-385
-476
-567
-658
-749
-839
-929
-1019
1776
1678
1581
1484
1388
1292
1196
1100
1005
910
815
721
626
532
439
345
252
159
66
-26
-119
-211
-303
-394
-485
-576
-667
-758
-848
-938
-1028
1766
1668
1572
1475
1378
1282
1186
1091
995
900
806
711
617
523
429
336
242
149
57
-36
-128
-220
-312
-403
-494
-585
-676
-767
-857
-947
-1037
1756
1659
1562
1465
1369
1273
1177
1081
986
891
796
702
607
514
420
326
233
140
47
-45
-137
-229
-321
-412
-504
-594
-685
-776
-866
-956
-1046
7446
1649
1552
1456
1359
1263
1167
1072
976
881
787
692
598
504
410
318
224
131
38
-54
-146
-238
-330
-421
-513
-604
-694
-785
-875
-965
-1055
1737
1639
1542
1446
1350
1254
1158
1062
967
872
777
683
589
495
401
308
215
122
29
-63
-156
-248
-339
-431
-522
-613
-703
-794
-884
-974
-1064

1-13
TO 1C-141B-1-1
Thousandths of an inch
Inches of Mercury
Millibars
0.001
0.002
0.003
0.004
0.005
0.006
0.007
0.008
0.009
0.0
0.1
0.1
0.1
0.2
0.2
0.2
0.3
0.3
BAROMETRIC READINGS FROM *MILLIBARS TO INCHES

Millibars
Inches
940
27.76
27.79
27.82
27.85
27.88
27.91
27.94
27.96
27.99
28.02
950
28.05
28.08
28.11
28.14
28.17
28.20
28.23
28.26
28.29
28.32
960
28.35
28.38
28.41
28.44
28.47
28.50
28.53
28.56
28.59
28.61
970
28.64
28.67
28.70
28.73
28.76
28.79
28.82
28.85
28.88
28.91
980
28.94
28.97
29.00
29.03
29.06
29.09
29.12
29.15
29.18
29.21
990
29.23
29.26
29.29
29.32
29.35
29.38
29.41
29.44
29.47
29.50
1000
29.53
29.56
29.59
29.62
29.65
29.68
29.71
29.74
29.77
29.80
1010
29.83
29.85
29.88
29.91
29.94
29.97
30.00
30.03
30.06
30.09
1020
30.12
30.15
30.18
30.21
30.24
30.27
30.30
30.33
30.36
30.39
1030
30.42
30.45
30.47
30.50
30.53
30.56
30.59
30.62
30.65
30.68
1040
30.71
30.74
30.77
30.80
30.83
30.86
30.89
30.92
30.95
30.98
1050
31.01
31.04
31.07
31.10
31.12
31.15
31.18
31.21
31.24
31.27

1-14
TO 1C-141B-1-1
ALTITUDE CONVERSION TABLE (METERS X 3.2808 = FEET)

METERS
FEET
METERS
FEET
METERS
FEET
METERS
FEET
10
33
1,900
6,234
5,486
17,998
9,100
29,855
20
66
2,000
6,562
5,500
18,044
9,144
30,000
30
98
2,100
6,890
5,600
18,372
9,200
30,183
45
148
2,134
7,001
5,700
18,701
9,300
30,511
50
164
2,200
7,218
5,791
18,999
9,400
30,840
61
200
2,300
7,546
5,800
19,029
9,449
31,000
92
302
2,400
7,874
5,900
19,357
9,500
31,168
100
328
2,438
7,999
6,000
19,685
9,600
31,496
123
404
2,500
8,202
6,096
20,000
9,700
31,824
153
502
2,600
8,530
6,100
20,013
9,754
32,001
183
600
2,700
8,858
6,200
20,341
9,800
32,152
200
656
2,743
8,999
6,300
20,669
9,900
32,480
214
702
2,800
9,186
6,400
20,997
10,000
32,808
244
801
2,900
9,514
6,401
21,000
10,059
33,002
250
820
3,000
9,842
6,500
21,325
10,100
33,136
274
899
3,048
10,000
6,600
21,653
10,200
33,464
300
984
3,100
10,170
6,700
21,981
10,300
33,792
305
1,001
3,200
10,499
6,800
22,309
10,363
33,999
350
1,148
3,300
10,827
6,900
22,638
10,400
34,120
400
1,312
3,353
11,001
7,000
22,966
10,500
34,448
450
1,476
3,400
11,155
7,010
22,998
10,600
34,776
457
1,499
3,500
11,483
7,100
23,294
10,668
35,000
500
1,640
3,600
11,811
7,200
23,622
10,700
35,105
550
1,804
3,658
12,001
7,300
23,950
10,800
35,433
600
1,968
3,700
12,139
7,315
23,999
10,900
35,761
610
2,001
3,800
12,467
7,400
24,278
10,973
36,000
650
2,133
3,900
12,795
7,500
24,606
11,000
36,089
700
2,297
3,962
12,999
7,600
24,934
11,100
36,417
750
2,461
4,000
13,123
7,620
25,000
11,200
36,745
762
2,500
4,100
13,451
7,700
25,262
11,278
37,001
800
2,625
4,200
13,779
7,800
25,590
11,300
37,073
850
2,789
4,267
13,999
7,900
25,918
11,400
37,401
900
2,953
4,300
14,107
7,925
26,000
11,500
37,729
914
2,999
4,400
14,436
8,000
26,246
11,583
38,002
950
3,117
4,500
14,764
8,100
26,574
11,600
38,057
1,000
3,281
4,572
15,000
8,200
26,903
11,700
38,385
1,100
3,609
4,600
15,092
8,230
27,001
11,800
38,713
1,200
3,937
4,700
15,420
8,300
27,231
11,887
38,999
1,219
3,999
4,800
15,748
8,400
27,559
11,900
39,042
1,300
4,265
4,877
16,000
8,500
27,887
12,000
39,370
1,400
4,593
4,900
16,076
8,535
28,002
12,100
39,698
1,500
4,921
5,000
16,404
8,600
28,215
12,192
40,000
1,524
5,000
5,100
16,732
8,700
28,543
12,200
40,026
1,600
5,249
5,182
17,001
8,800
28,871
12,300
40,354
1,700
5,577
5,200
17,060
8,839
28,999
12,400
40,682
1,800
5,905
5,300
17,388
8,900
29,199
12,497
41,000
1,829
6,001
5,400
17,716
9,000
29,527
12,500
41,010

1-15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
STALL SPEEDS
GEAR DOWN
DATE: MAY 1983

DATA BASIS:FLIGHT TEST
BANK ANGLE - DEGREES
50
40
30
20
G
1, RO
00 SS
0
PO WE
UN IGH
14
0
DS T16
0
18
20 0
0
22
0
24
0
26
0
28
30 0
32 0
0
34 34
5 0
60
10
45
7
35
40
6
30
25
20
15
10
5
SL

1-16
REFERENCE NUMBER
PR
ES
S.
AL
T1
50 ,000
FT
TO 1C-141B-1-1
STALL SPEEDS
GEAR DOWN
260
240
200
20
180
30
25
160
140
35
40
PR
ES
S.
AL
TSL
1,0
00
5
10
15
220
120
45
50
100
9
80
10
0
75
50
REFERENCE NUMBER
25
EN
C
ER
0
G
-P
N
TTI
PS
A
FL
2
1
0
0.1
0.2
0.3
0.4
0.5
MACH NUMBER

1-17
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
STALL SPEEDS
DATE: MAY 1983

DATA BASIS: FLIGHT TEST
GEAR UP
50
40
30
20
G
1, RO
00 SS
0
PO WE
UN IGH
14
DS T16 0
0
18
20 0
0
22
24 0
0
26
0
28
30 0
32 0
0
34 34
5 0
60
10
45
7
35
40
6
30
25
20
15
10
5
SL

1-18
REFERENCE NUMBER
PR
ES
S.
AL
T1
50 ,000
FT
TO 1C-141B-1-1
STALL SPEEDS
GEAR UP
V
STALL
260
240
SL
10
180
20
15
PR
ES
S.
AL
T-
200
30
25
160
35
140
40
45
1,0
00
220
120
50
100
FL
AP
LIM
IT
80
SP
EE
0
50
75
10
REFERENCE NUMBER
25
EN
C
ER
0
G
-P
N
TTI
PS
A
FL
3
2
1
0
0.1
0.2
0.3
0.4
MACH NUMBER
0.5
0.6
0.7

1-19
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SHAKER ONSET SPEEDS

(B-MODEL)
DATE:MAY 1983
NOTE
Applicable only for speeds below
Mach 0.25.
200
FLAPS-UP
GEAR UP
GLE
AN
ANK
EE
EGR
180
45
-D
160
30
140
15
0
120
FLAPS - 75 PERCENT
GEAR UP
ENGL
BASELINE
160
S
REE
45
DEG
KA
BAN
30
140
120
15
0
100
100
80
160
FLAPS - LANDING
GEAR DOWN
EES
EGR
45
140
E-D
NGL
A
ANK
120
30
15
100
140
180
220
260
300
GROSS WEIGHT - 1,000 POUNDS
Figure 1-12.
1-20
340
80
20 30 40
CG - PERCENT MAC
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
BUFFET BOUNDARY STICK

SHAKER SPEED ENVELOPE
(B-MODEL)
NOTE
1.
2.
0.9
Solid curve indicates region (below 0.70 MACH) where both stick shaker
operation and natural buffet occur simultaneously. the dashed curve
indicates where natural buffet occurs prior to stick shaker.
Flaps and gear up.
0.8
NATURAL
BUFFET
35
40
45
0.6
NATURAL BUFFET
AND STICK SHAKER
SIMULTANEOUSLY
0.5
30
25
0.4
20
15
10
0.3
SL LT .A T
ESS 0 F
PR 1,00
2.00
50
40
30
20
10
0
ANGLE OF BANK - DEGREES
60
1.55
1.30
1.15
1.06
LOAD FACTOR - G'S
0.2
G
-1, ROS
00 S
0 P WE
OU IG
H
14 ND T
0
S
16
0
180
20
220 0
240
260
28
3000
320
340
345
MACH NUMBER
0.7
1.02
1.00
Figure 1-13.
1-21
TO 1C-141B-1-1
MODEL: C-141C
TF33-P-7 ENGINES
SHAKER ONSET SPEEDS

GEAR UP
DATE: MAY 2000

DATA BASIS: AIRCRAFT
AIRCRAFT FLIGHT TEST
(C-MODEL)
60
30
34
20
10
G
1,0RO
00 SS W
PO E
UNIGH
DS -T
40
18
0
20
0
22
0
24
0
26
0
28
0
30
0
32
0
34
0
14
16
50
0
9
45
50
35
40
25
5
20
4
15
10
SL
DE
LTITU
RE A EET
U
S
S
PRE 1,000 F
2
1

1-22
REFERENCE NUMBER
30
TO 1C-141B-1-1
SHAKER ONSET SPEEDS

GEAR UP
(C-MODEL)
SL
240
200
20
25
180
30
35
160
40
140
45
50
120
10
220
15
PR
ES
SU
1,0 RE A
00 LT
FE ITU
ET DE
260
100
80
9
8
10
75 0
50
REFERENCE NUMBER
25
GTIN T
T
E
P S EN
FLA PERC
4
3
SHAKER
OPERATION
NATURAL
BUFFET
1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
MACH NUMBER

1-23/(1-24 blank)
TO 1C-141B-1-1
PART 2.
ENGINE DATA
TABLE OF CONTENTS
Paragraph
Page
Conditions Affecting Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-2
Take-Off Rated Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-2
Reduced Thrust Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-2
Go-Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-2
Reverse Thrust Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-2
LIST OF CHART
Figure
Title
Page
2-1
Take-off Rated Thrust, EPR Setting - Air Conditioning Pressurization On . . . . . . . . . . . . . . . . . .
2-3
2-2
Take-off Rated Thrust, EPR Setting - Air Conditioning Pressurization Off . . . . . . . . . . . . . . . . . .
2-4
2-3
Go-Around EPR Setting - Air Conditioning Pressurization On . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-5
2-4
Thrust Reverse Limiter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-6
2-5
Low Speed Compressor - Take-Off EPR Setting Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-7
2-1
TO 1C-141B-1-1
CONDITIONS AFFECTING ENGINE

PERFORMANCE.
The three basic conditions which influence engine
performance are:
1.
REDUCED THRUST TAKE-OFF.

When maximum aircraft capability is not required,
take-off and climbout should be accomplished with
reduced engine thrust. The purpose of this procedure
is to minimize engine wear.
Temperature
NOTE
2.
3.
Pressure altitude
Bleed air for operating systems
Do not apply bleed penalties when computing

reduced thrust take-off.
ENGINE THRUST AND AIR DENSITY.
MINIMUM REDUCED THRUST TAKE-OFF EPR.
The take-off distance for a given gross weight is

affected by engine thrust and air density. Engine thrust
and air density depend upon temperature and pressure
altitude. Relative humidity has little effect and may
be disregarded.
The minimum reduced thrust take-off EPR is charted

TRT, less 0.15 but never less than 1.60. Determine
from figure 2-1. Once the Reduced Thrust Take-Off
EPR has been established, it shall be used to obtain
thrust factor and take-off factor.
EFFECT OF OPERATING SYSTEMS REQUIRING BLEED AIR.
TAKE-OFF EPR.
The use of engine bleed air for systems operation

reduces thrust available for a given throttle setting
under all conditions of take-off and flight. The number
of bleed air systems to be operated depends on
climatic conditions. The charts reflect the penalty
for typical operations. Variations in EPR reductions
for "Rain Removal ON," noted on the Take-Off Rated
thrust EPR setting charts, are caused by the variation
of total bleed requirements. If wing anti-ice is
required after lift-off, an EPR drop will be noted
when the system is turned on. This will require resetting power to 0.045 below the computed TRT EPR.
Take-off EPR is the power setting selected for takeoff (ie. TRT, Reduced EPR)
GO-AROUND.
Maximum EPR values are depicted in figure 2-3 for
go-around. The maximum EPR values based on runway
OAT and pressure altitude are valid for approach
airspeeds. Go-around EPR is non-static TRT. Thrust
factors for take-off must be based on take-off EPR.
Thrust factor for landing and emergency return must
be based on go-around EPR.
REVERSE THRUST SETTING.

TAKE-OFF RATED THRUST (TRT).
Thrust reverse limiter settings are shown in figure 2-4.
Take-off Rated Thrust (TRT) EPR Setting Charts for
air-conditioning-pressurization on and off are shown
in figures 2-1 and 2-2, respectively. If an engine does
not reach charted TRT-EPR setting, it is not producing
rated thrust. Once the charted take-off rated thrust
EPR is set, no further adjustment to the throttles should
be made during the take-off roll except to avoid
exceeding EGT or RPM limits. An EPR drop of
approximately 0.02 may be noted due to ram effect
as the aircraft accelerates.
2-2
LOW SPEED COMPRESSOR RPM.

Low speed compressor RPM versus EPR is depicted
on figure 2-5. These values are valid for static
Take-off EPR power settings and are an indirect
measure of thrust.
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
TAKE-OFF RATED THRUST,

EPR SETTING
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
NOTE
1.
2.
Static thrust.
Reduce EPR setting by:
Rain removal on 0.014
Engine anti-ice on 0.015
3.
If wing anti-ice is required

after lift-off, reset the EPR to
0.045 below the computed TRT
EPR. Do not use wing anti-ice
prior to lift-off.
2.2
PRESS. ALT - 1,000 FT
4 & ABOVE
3
2.1
ENGINE PRESSURE RATIO (EPR)
2.0
1
SL
1.9
-1
1.8
1.7
1.6
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
RUNWAY AMBIENT TEMPERATURE - C
Figure 2-1.
2-3
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
TAKE-OFF RATED THRUST,

EPR SETTING
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION OFF
NOTE
1.
2.
2.2
3.
Static thrust.
Rain removal on 0.027
Engine anti-ice on 0.015
If wing anti-ice is required

after lift-off, reset the EPR to
0.045 below the computed TRT
EPR. Do not use wing anti-ice
prior to lift-off.

4 & ABOVE
3
2.1
2
2.0
SL
-1
1.9
1.8
1.7
1.6
-60
-50
-40
-30
-20
-10
10
Figure 2-2.
2-4
20
30
40
50
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
GO-AROUND
EPR SETTING
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
NOTE
Four or three engines operating:
Rain removal
on 0.009
Engine anti-ice
on 0.013
Wing anti-ice
on 0.045 (for three

engine operation, open the wing
isolation valve).
2.2

4 & ABOVE
2.1
2
2.0
1
1.9 SL
-1
1.8
1.7
1.6
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
60
Figure 2-3.
2-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
THRUST REVERSE LIMITER

SETTING
DATE: OCTOBER 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
12
PRESSURE RATIO LIMITED
11
-1
SL
10
PRESSURE
ALTITUDE
1,000 FT
LIMITER SETTING - INDEX NUMBER
5
6
4
5
3
4
2
3
2
1
SL
0
-60
-1
-50
-40
-30
-20
-10
10
Figure 2-4.
2-6
20
30
40
50
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
LOW SPEED COMPRESSOR
DATE: OCTOBER 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
102
TAKE-OFF EPR SETTING

STATIC
MAXIMUM N1
94
92
-2
-1
90
-4
-3
LOW SPEED COMPRESSOR RPM - PERCENT N 1
96
98
RU
NW
AY
AM
BIE
NT
TE
MP
40
ER
AT
30
UR
E20
C
10
100
88
86
84
82
80
78
1.6
1.7
1.8
1.9
2.0
TAKE-OFF EPR
2.1
2.2
Figure 2-5.
2-7/(2-8 blank)
TO 1C-141B-1-1
PART 3.
TAKE-OFF AND CLIMB
TABLE OF CONTENTS
Paragraph
Page
Conditions Affecting Take-Off Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-4
Basis for Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-5
Take-Off Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-5
Emergency Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-9
Graphic Illustration of the Take-Off Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-9
Maximum Effort Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-10
Three Engine Ferry Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-13
Climbout Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-15
Zero Flap Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-18
Take-Off Planning Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-18
LIST OF CHARTS
Figure
Title
Page
3-1
Wind Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-7
3-2
Runway Available Equal to Critical Field Length (Minimum

Recommended Condition) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-14
Runway Available Longer Than Critical Field

Length (Recommended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-14
Runway Available Less Than Critical Field

Length (Not Recommended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-14
3-5
Runway and Crosswind Component - Take-Off Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-22
3-6
Maximum Crosswind For Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-23
3-7
Thrust Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-24
3-8
Take-Off Factor - TRT Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-25
3-9
Take-Off Factor - Reduced EPR Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-27
3-3
3-4
3-1
TO 1C-141B-1-1
LIST OF CHARTS (Continued)

Figure
Title
Page
3-10
RCR Conversion - For Use With Matted Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-28
3-11
Critical Field Length - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-29
3-12
Maximum Recommended Take-Off Gross Weight - 75 Percent Flaps,

3 Engine Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-31
3-13
Climbout Factor - 3 Engines, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-32
3-14
3 ENG COF vs. Climb Gradient (FT/NM) Tabulation Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-33
3-15
Climbout Flight Path - 3 Engines, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-34
3-16
3-35
3-17
3-36
3-18
Climbout Flight Path - Gradient - 3 Engines, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-37
3-19
Maximum Recomended Take-Off Gross Weight - 4 Engines, 75 Percent Flaps . . . . . . . . . . . . . . .
3-38
3-20
4 ENG COF vs. Climb Gradient (FT/NM) Tabulation Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-39
3-21
Climbout Factor - 4 Engines, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-40
3-22
3-41
3-23
Climbout Flight Path Gradient - 4 Engines, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-42
3-24
Ground Minimum Control Speed - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-43
3-25
Critical Engine Failure Speed and Refusal

Speed - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-44
3-26
Rotation Speed - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-46
3-27
Maximum Braking Speed - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-47
3-28
Tire Limit Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-48
3-29
Air Minimum Control Speed, One Engine Inoperative,

75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-49
Air Minimum Control Speed - Two Engines Inoperative,

75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-50
3-31
Take-Off Ground Run - 4 Engines 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-51
3-32
Take-Off Ground Run - 3 Engines 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-53
3-30
3-2
TO 1C-141B-1-1

Figure
3-33
Title
Page
Maximum Recommended Take-off Gross Weight - Two Engine

Climb Performance, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-55
3-34
Refusal Speed - 75 Percent Flaps, 3 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-56
3-35
Speed and Distance During Ground Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-58
3-36
Take-Off Stabilizer Setting - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-59
3-37
Minimum Climbout Speed - Minimum Flap Retraction Speed = Minimum

Climbout Speed +25 Knots, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-60
Minimum Climbout Speed and Minimum Flap Retraction Speed for

Altitudes above 16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-61
3-39
Critical Field Length - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-62
3-40
Climbout Factor - 3 Engines, Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-64
3-41
Climbout Flight Path - 3 Engines, Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-65
3-42
Climbout Flight Path - 3 Engines, Zero Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-66
3-43
Climbout Flight Path - 3 Engines, Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-67
3-44
Ground Minimum Control Speed - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-68
3-45
Critical Engine Failure Speed and Refusal Speed - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-69
3-46
Rotation Speed - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-71
3-47
Maximum Braking Speed - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-72
3-48
Take-Off Stabilizer Setting - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-73
3-49
Minimum Climbout Speed - Zero Flaps, 4 and 3 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-74
3-38
3-3
TO 1C-141B-1-1
CONDITIONS AFFECTING TAKE-OFF

PERFORMANCE.
There are several basic conditions which influence
take-off performance. These conditions assume that the
take-off is made in a normal configuration using the pilot
technique described in TO 1C-141B-1/1C-141C-1, Section
II, NORMAL PROCEDURES. These conditions are as
follows:
1.
2.
3.
4.
5.
6.
7.
Aircraft gross weight

Engine thrust
Temperature
Pressure altitude
Wind direction and velocity
Runway slope
Runway surface.
AIRCRAFT GROSS WEIGHT, ENGINE THRUST,

AND AIR DENSITY.
The take-off distance for a given gross weight is
affected by engine thrust and air density. Engine thrust
depends upon outside air temperature, pressure altitude,
and operation of systems requiring bleed air.
WIND DIRECTION AND VELOCITY.
Wind direction and velocity can be measured either
at the runway or at the tower. Wind varies with height
above the runway and may be intermittent both in
direction and velocity; therefore, caution should always
be exercised in considering the effects of wind on
take-off and climbout performance.
RUNWAY SURFACE.
The condition of the runway surface will be reported
as a Runway Condition Reading (RCR). The RCR is
a measure of the coefficient of friction between the
tire and the runway surface. All charts involving
stopping distance are based on dry concrete or asphalt
friction coefficients corresponding to an RCR of 23.
Slippery runway surfaces will increase stopping
distances.
When no RCR is available, use the following:
Runway Condition
Dry
Wet
Icy
RCR
ICAO Designation
23
12
05
Good
Medium
Poor
For operations on all wet, ungrooved runways, use

an RCR of 12. For operations on grooved runways,
use the reported RCR values.
RUNWAY SURFACE COVERING (RSC).
RSC is the average surface covering and is determined
in depth to the nearest 1/10 inch and type as listed
below:
P
WR
SLR
LSR
PSR
IR
Patchy
Wet Runway
Slush on Runway
Loose Snow on Runway
Packed Snow on Runway
Ice on Runway
Runway headings are normally given in magnetic

headings. When the wind direction is given as true
heading, apply the local area magnetic variation to
the reported wind direction to obtain an accurate wind
angle from runway.
A typical report of runway condition could be SLR

05P which would indicate slush on runway with an
RCR of 5 and patchy condition.
RUNWAY SLOPE.
RSC correction for loose or dry snow is applied to

aircraft performance by dividing the depth of snow
by three for application to the take-off performance
charts.
An uphill slope reduces acceleration and increases

the distance and time to accelerate to a given speed.
The opposite occurs on a downhill slope. If the distance
is the criteria, as in the case of refusal speed and
critical engine failure speed, the speed increases with
a downhill slope for a given distance. This effect is
considered on the Critical Field Length, Critical Engine
Failure Speed, and Refusal Speed charts.
3-4
WARNING
Take-offs will not be attempted with over 1/2
inch of wet snow, slush and/or water, or 3
inches of dry snow on the runway.
TO 1C-141B-1-1
BASIS FOR CHARTS.

The take-off performance is based on the pilot technique
described, in NORMAL PROCEDURE, Section II, TO
1C-141B-1/1C-141C-1, and on the designated aircraft
configuration. Normal aircraft take-off configuration
includes the correct flap and stabilizer trim settings.
All stopping distances are based on using 75 percent
flap setting, spoilers extended, reverse thrust or no reverse
thrust, and maximum anti-skid braking on dry concrete
or asphalt. A five second period has been allowed for
transition from take-off thrust to maximum braking. This
allows time to recognize the situation, make a decision
to stop, and achieve the braking configuration. The takeoff ground run distances are based on normal take-off
procedure using the stabilizer settings specified for the
flap setting, gross weight, and CG. All take-off and critical
field length distance charts, climb performance charts,
and minimum control speed charts are applicable for
both Reduced EPR Take-off and TRT-EPR Take-off.
TAKE-OFF PLANNING.
Do not use reverse thrust for normal take-off planning.
Use only for max effort take-offs. The 6 brakes portion
of the charts will be used if only 7 or 6 brakes are
available for take-off.
To facilitate take-off planning, an outline summarizing
the procedure to be followed has been included in TAKEOFF PLANNING GUIDE. This outline is to be considered
as an aid to take-off planning so that all factors will be
considered in the correct order, but is not intended as a
substitute for knowledge of the subject. The outline is
entered at the top with the given take-off conditions. The
planning then proceeds along a path through the applicable
branches in either a horizontal or descending manner until
a solution is reached at the bottom of the outline.
REDUCED THRUST TAKE-OFF PROCEDURE.
A Reduced Thrust Take-off should be made when
maximum aircraft capability is not required. The
selected EPR must satisfy the following conditions:
1. The critical field length shall not exceed the
runway length available.
NOTE
Do not apply headwinds when planning a
Reduced Thrust Take-off. Corrections for
tailwinds and gusts shall be applied.
2. The climb gradient with three engines operating

shall equal or exceed the minimum specified value.
3. The climbout flight path shall provide adequate
obstacle and terrain clearance.
NOTE
If the obstacle cannot be cleared at the planned
take-off gross weight using the Reduced Thrust
Take-off EPR, a TRT-EPR Take-off shall be planned.
TRT TAKE-OFF PROCEDURE.
A TRT take-off shall be made when gross weight is
limited by critical field length, obstacle clearance, threeengine climb, windshear, or gust front from a
thunderstorm or CB is anticipated. Set TRT prior to
brake release when gross weight is limited by critical
field length or obstacle clearance.
RUNWAY AND CROSSWIND COMPONENT.
Normal operations should be limited to operating in
the "Normal Zone" of figure 3-5, and "Maximum
Crosswind" of figure 3-6.
The caution zone and not recommended boundary on
the runway and crosswind component chart for take-off
is established as a result of relatively slow aircraft response
to aileron input during acceleration through
approximately 60 to 80 knots. If the computed crosswind
component is in the "caution zone" and the gross weight
is below 207,000 pounds, an increase in gross weight
with the resulting increase in rotation speed may allow
operation in the "normal zone."
WARNING
If runway is wet or icy, take-off shall not be
made in the "caution zone" of figure 3-5 nor
exceed "Maximum Crosswind for Take-Off" of
figure 3-6. Take-off in the "Not Recommended
Zone" shall not be attempted.
Example Problem.
Given:
1. Runway Heading = 36
2. Wind = 70 degrees/27 knots
3. Gross weight = 169,000 pounds
3-5
TO 1C-141B-1-1
Find:
5. Component:
Effective wind parallel or

across the runway.
6. Headwind:
Effective wind parallel to

the runway, determined
from the Steady Wind
Value.
7. Tailwind:
Effective wind parallel to

the runway, determined
from the Steady Wind
Value plus the Gust
Increment.
8. Crosswind:
Effective wind across the

runway, determined from
the Steady Wind Value
plus the Gust Increment.
9. Calculated:
50 percent of the
headwind component or
150 percent of the
tailwind component.
1. Runway wind component

2. Crosswind component
3. Is take-off crosswind in the Normal Zone?
Solution:
Use chart on figure 3-5 and read:
1. Runway wind component = 9 knots
2. Crosswind component = 25 knots
3. The computed point is in the Caution Zone.
Increase gross weight to 207,000 pounds in order to
reach the Normal Zone.
THRUST FACTOR AND TAKE-OFF FACTOR.
Any performance losses due to bleed system operation are
accounted for by the reduced EPR used to enter the chart.
NOTE
If wing anti-ice is to be turned on immediately
after lift-off, an additional thrust factor must
be computed for use on the Maximum
Recommended Take-off Gross Weight 3-Engine Climb Performance, Climbout Factor
and Minimum Climbout Speed charts for TRT
take-offs.
Thrust factors and take-off factors (figures 3-7, 3-8 and
3-9) are reference numbers used on performance charts
to replace temperature and altitude grids.
WIND AND SLOPE.
Definitions.
1. Steady Wind
Value:
Reported Steady wind.
2. Gust Increment:
Reported wind in excess

of Steady Wind Value.
3. Light and
Variable:
Winds of 5 knots or less;

will not be applied to performance computations.
4. Variable at
____ knots:
3-6
Winds reported in excess

of 5 knots, request prevailing direction and apply
most critical computation.
Accounting for Slope.

Consideration for runway slope is provided wherever
pertinent in the chart. Apply slope to applicable takeoff computations.
MAT COVERED RUNWAY.
The take-off performance is not affected when operating
from runways covered with MAT Type AM-2, XM-18B,
XM-18C and XM-19, coated with anti-skid material.
However, rejected takeoffs are affected due to the
difference in the braking coefficient. The effect of this
difference is accounted for by using a reduced RCR
value for the MAT runway when calculating critical
field length, ground minimum control speed, critical
engine failure speed and refusal speed. The relationship
between the RCR numbers is presented in figure 3-10.
RUNWAY AVAILABLE (RA).
Runway available is actual runway length less the
aircraft line-up distance. When take-off EPR is set
prior to brake release, subtract 200 feet. When making
a rolling or standing take-off, subtract 400 feet.
ROTATION SPEED (V ROT)
Rotation speed is that speed at which rotation from the
three-point attitude to the take-off attitude is initiated.
The take-off planning charts are based on rotation from
TO 1C-141B-1-1
three-point attitude to take-off attitude in 2.5 seconds.

Rotation speed may be less than VMCG but never less
than VMCA . Rotation speed is obtained from figure 3-26.
CRITICAL FIELD LENGTH (CFL).
The critical field length is the total length of runway
required to accelerate on all engines to critical engine
failure speed, experience an engine failure, then

continue the take-off or stop. It is used during takeoff planning together with the climbout data to
determine the maximum gross weight for a safe takeoff and climbout. For a safe take-off, the critical field
length must be no greater than the length of runway
available. Critical field length is determined from
figure 3-11.
WIND SUMMARY
TYPE OF
WIND
HOW TO OBTAIN
COMPONENT
RUNWAY COMPONENT
HEADWIND
ENTER WIND COMPONENT

CHART WITH STEADY WIND
VALUE.
USE OF WIND
APPLY CALCULATED WIND (50% OF COMPONENT) TO TAKE-OFF
DISTANCES WHEN NEEDED FOR MAXIMUM EFFORT TAKE-OFF
LIMITED BY CRITICAL FIELD LENGTH. APPLY CALCULATED WIND
TO LANDING DISTANCES WHEN NEEDED.
APPLY 100% OF COMPONENT WHEN COMPUTING MAXIMUM
BRAKING SPEED, TIRE LIMIT SPEED, BRAKE LIMITS AND TAKE-OFF
GROUND RUN.
DO NOT APPLY HEADWINDS FOR TERRAIN CLEARANCE.

RUNWAY COMPONENT
TAILWIND

VALUE PLUS THE GUST
INCREMENT.
CROSSWIND COMPONENT
CROSSWIND
APPLY CALCULATED WIND (150% OF COMPONENT) FOR TERRAIN

CLEARANCE.
ADJUST GROUND MINIMUM CONTROL SPEED FOR 100% OF
COMPONENT.

VALUE PLUS THE GUST
INCREMENT.
GUST INCREMENT
GUSTS
APPLY CALCULATED WIND (150% OF COMPONENT) TO ALL TAKEOFF AND LANDING DISTANCES.
APPLY (100% OF COMPONENT) WHEN COMPUTING MAXIMUM
BRAKING SPEED, TIRE LIMIT SPEED, BRAKE LIMITS AND TAKE-OFF
GROUND RUN.
THE PILOT WILL INCREASE CHARTED ROTATION SPEED AND

APPROACH SPEED BY THE FULL GUST INCREMENT NOT TO EXCEED
10 KNOTS.
REPORTED WIND IN
EXCESS OF STEADY WIND
VALUE.
Figure 3-1.
3-7
TO 1C-141B-1-1
Example Problem 1.
REFUSAL SPEED (V R )
Given:
Refusal speed is the maximum speed which the aircraft

can attain under normal acceleration and then stop
in the available runway.
1. Take-off factor = 50.2

2. Gross weight = 296,000 pounds
NOTE
3. Two engines reverse

4. Slope = 1 percent downhill
5. Wind = 10 knots tailwind calculated
When CFL and RA are equal, V CEF equals

VR .
MAXIMUM BRAKING SPEED V B (MAX)
6. Wet runway (0.4 inch water)

7. Partial brakes (6 brakes)
Find:
Maximum braking speed is the highest speed from

which the aircraft may be brought to a stop without
exceeding the maximum design energy absorption
capability of the brakes.
1. Critical field length

CAUTION
Solution:
1. Use chart on figure 3-11 and read critical field
length = 6,200 feet
Example Problem 2.
Given:
Exceeding the maximum energy absorption

capability of the brake could result in serious
aircraft damage caused by possible hydraulic
fluid fire and tire explosions.
Maximum braking speed is obtained from figure 3-27.
1. Runway available = 6,700 feet
TIRE PLACARD SPEED.
2. Wet runway
4. Wind = 10 knots tailwind calculated
Tire placard speed is the maximum ground speed that

a tire can withstand during take-off or landing. The
tire placard speed is 174 knots ground speed. This is
based on a sea level standard day, no wind condition.
5. Slope = 1.5 percent downhill
TIRE LIMIT SPEED.
6. Take-off factor = 47.5
To convert tire placard speed to tire limit speed KCAS

for conditions other than sea level, standard day with
no wind, see figure 3-28. Use runway wind component
when computing tire limit speed. Tire limit speed
must be equal to or greater than V ROT .
3. No reverse
Find:
1. Maximum brake release gross weight
Solution:
1. Use chart on figure 3-11 and read maximum
brake release gross weight = 301,000 pounds
CRITICAL ENGINE FAILURE SPEED (V CEF )
Critical engine failure speed is that speed to which the
aircraft can be accelerated, lose an engine, and then
continue the take-off or stop in the computed critical
field length. V CEF is used in Take-Off Planning
Computations when "GO" speed is VB(MAX) or 147 KCAS.
3-8
GROUND MINIMUM CONTROL SPEED (V MCG ).

With take-off EPR set, ground minimum control speed
is the minimum airspeed at which the aircraft, while
on the ground, can lose an outboard engine and maintain
directional control. Ground minimum control speeds
are obtained from figure 3-24. To realize the speeds
given for a dry runway surface, full rudder deflection
and positive nosewheel steering capability are required.
The speeds given for a wet or icy runway surface are
based on no nosewheel steering, and assume that
TO 1C-141B-1-1
directional control is maintained by full rudder deflection.

Ground minimum control speed is unaffected by increased
rotation speed, slope, or headwind component.
"GO" SPEED (V GO ).
"GO" speed is the speed at which the pilot becomes
committed to continue the take-off. "GO" speed will
be the lowest of.
distances are based on the rotation speeds given in figure

3-26 and are valid for a dry, wet, or icy runway surface.
Increased rotation speed will increase ground run. To
determine increased ground run distance for increased
rotation speed refer to Speed and Distance During Ground
Run Chart, figure 3-35, and applicable text.
Example Problem
Given:
1. Refusal Speed (VR )

1. Chart rotation speed = 124 knots CAS
2. Rotation speed (V ROT )
2. Zero wind ground run = 4,500 feet
3. Maximum Braking Speed V B (MAX)
4. 147 KCAS (Maximum Ground Spoiler Speed)
Find:
1. Speed at 1,500 feet prior to take-off.
This speed will be determined prior to take-off,

considering the following examples:
1. When VR, VB(MAX) or 147 KCAS is "GO" speed,
it must be equal to or greater than V MCG.
2. When VROT is "GO" speed, V MCG is not a factor.
3. If "GO" speed is V ROT , an increase in V ROT due
to wind gust (not to exceed 10 knots) will increase
"GO" speed an equal amount not to exceed V R ,
VB(MAX) or 147 KCAS.
4. If "GO" speed is V B (MAX) or 147 KCAS then
V B (MAX) or 147 KCAS must be equal to or greater
then V MCG and V CEF.
AIR MINIMUM CONTROL SPEED (V MCA).
Air minimum control speed (figure 3-29) is the minimum
speed at which an outboard engine can be lost and
directional control maintained utilizing full rudder
deflection and not more than 5 degrees of bank. V MCA
is a function of gross weight and thrust factor; however,
in the upper weight ranges, generally above 200,000
pounds for one engine out, the stall speed is greater
than V MCA . The two engine out air minimum control
speed chart (figure 3-30) depicts the thrust factor speed combination that can be balanced directionally
using full rudder, seven degrees of bank angle and/or
50 percent wheel throw.
TAKE-OFF GROUND RUN.
Take-off ground run is the distance through which the
aircraft must be accelerated to reach take-off point. The
take-off ground run is found from figure 3-31. Chart
Solution:
1. Enter chart on figure 3-35 with chart rotation
speed (124 KCAS) and zero wind ground roll (4,500
feet) to establish a normal acceleration line. Re-enter
chart at 3,000 feet to normal acceleration line, and
read CAS = 103.5 knots.
STABILIZER TRIM SETTING.
The correct setting can be obtained from figure 3-36
using brake release gross weight and aircraft CG.
This setting produces a trim condition at V M C O .
Stabilizer trim settings do not require adjustment for
increased V ROT due to gust.
EMERGENCY RETURN
To be prepared for an emergency landing immediately
after take-off, the emergency return portion of the
PERFORMANCE DATA WORK-SHEET should be
completed based on brake release gross weight.
GRAPHIC ILLUSTRATION OF THE TAKEOFF PROBLEM.

Figures 3-2, 3-3 and 3-4 illustrate both the acceleration
and stopping portions of the take-off run. They also
amplify the definitions presented in the preceding text.
A study of these illustrations along with the following
text will supplement the pilot's knowledge of take-off
performance and will enable the pilot to better
understand the theory behind the decisions that must
be made before and during the take-off.
3-9
TO 1C-141B-1-1
GRAPH CONSTRUCTION (Figure 3-2, 3-3 and

3-4).
The normal four-engine acceleration curve depicts
the speed-distance acceleration characteristics of the
aircraft. The acceleration is computed from the start
of roll to rotation speed at the end of a four-engine
ground run. The three-engine acceleration curve shows
the speed-distance relationship from the point of
assumed engine failure to the take-off point. The
maximum effort stop curve is computed from refusal
point to a complete stop at the end of the runway.
This includes a five-second transition from the point
of failure to the point of maximum deceleration forces.
This allows the pilot time to recognize the situation,
make a decision to stop, reduce power, apply brakes,
and apply reverse thrust.
THE THREE TAKE-OFF CASES.
Runway Available Equal to Critical Field Length
(Figure 3-2).
When the runway available is equal to the critical
field length and an engine failure occurs at V R , the
distance to continue on three engines just equals the
distance to stop. Note that in this condition V CEF and
V R are the same. V MCG must be equal to or lower than
V R , and V B (MAX) must be equal to or greater than
V R or down-loading would be required.
Runway Available Longer Than Critical Field
Length (Figure 3-3).
The following blocks on the PERFORMANCE DATA

WORKSHEET will be affected by a maximum effort
take-off. All other computations are computed normally.
1. GW - will be the lowest of (GWCFL), (GW3 ENG),
(GWoBST) and (GWSCREEN).
2. Runway Avail - Subtract 200 feet from runway
length. Take-off power will be set prior to brake release.
3. TRT - TRT with air conditioning and
pressurization off.
4. Red EPR/MIN - Not used.
5. GW (CFL) - Gross weight limited by critical field
length will be computed using figure 3-11. Enter this
chart using runway available working backwards through
the correction grids on sheet (2 of 2). Then use TOF
and corrections from sheet (2 of 2) to determine GW.
Use the following correction grids from right to left.
a. RSC.
b. RCR - Use 2 eng rev lines.
c. No. of brakes - Only if 7 or 6 brakes.
d. Wind Comp - Use calculated headwind or
tailwind (Refer to WIND SUMMARY, figure 3-1).
e. Slope - Use up or down.
f. Eng Rev - Use 2 eng rev (Refer to page 3-5
TAKE-OFF PLANNING).
g. Spoilers - Use if applicable.
With this condition, V R is always higher than V CEF .

This is because V R is based upon runway available
and V CEF is based upon the critical field length
required. Arbitrarily, VMCG is shown less than V R, and
V B (MAX) is shown greater than V R ; therefore, V R is
"GO" speed.
Runway Available Less Than Critical Field
Length (Figure 3-4).
If the runway available is less than the critical field
length, the aircraft shall be downloaded.
MAXIMUM EFFORT TAKE-OFF
6. GW (3ENG) - Figure 3-12, use 2.5 climb

gradient unless otherwise directed.
7. There are four areas to consider when
determining the maximum allowable gross weight for
obstacle clearance and/or ATC climb restrictions. These
four areas are:
GW (DER Screen Height)-Gross Weight Limited by
Departure End of Runway (DER) Crossing Height
Restrictions
3 Eng (CL Grad)-Three-Engine Climb Gradient
4 Eng (CL Grad)-Four-Engine Climb Gradient
A maximum effort take-off will determine the maximum

gross weight which can be made using all available
runway, clear all obstacles, and maintain a minimum
climb gradient.
3-10
GW (OBST)-Gross Weight Limited by an Obstacle
TO 1C-141B-1-1
In the first area, GW (DER screen height), calculations

are made to ensure the aircraft will meet any minimum
height restrictions when crossing the end of the
departure runway. In the second and third areas (threeengine climb gradient, four-engine climb gradient)
calculations are made to ensure the aircraft can meet
three and four engine published climb gradient
restrictions caused by obstacle and/or ATC climb
restrictions. In the fourth area (maximum gross weight
limited by an obstacle) calculations are made to
determine if a known obstacle can be cleared on three
engines when no published climb gradient restrictions
exist or are not available.
Example Problem 1:
Given:
(1) DER Crossing Height Restriction = 16 Feet
(From the SID).
(2) RA = 8,000 Feet (From performance data
worksheet).
(3) CFL = 6,600 Feet (From performance data
worksheet).
Find:
(1) The height of aircraft at the end of the runway
(DER Height).
The following procedures are to be used to determine

MAXIMUM GROSS WEIGHT LIMITED BY AN
OBSTACLE OR CLIMB RESTRICTIONS:
(2) If the aircraft is above the screen height

restriction.
a. Gross Weight Limited Departure End of

Runway (DER) crossing height restrictions
Solution:
NOTE
(1) DER Height is = 35 feet
The DER crossing height restriction is also

referred to as Screen Height.
A departure end of runway crossing height restriction
is a minimum height in feet above the end of the
runways pavement that an aircraft is expected to be
during the take-off. Screen heights will vary
depending on the agency/country that surveys the
f i e l d a n d i s p u b l i s h e d i n a p p r ov e d d e p a r t u r e
publications. The screen height is the baseline used
to determine if an obstacle(s) is a factor on the
departure and climbout flight path from a specific
runway. To determine whether a specific DER screen
height restriction can be met, we must first compute
what the aircrafts height will be at the end of the
runway. To do this we subtract the aircrafts computed
Critical Field Length (CFL) from the Runway
Available (RA). This will leave us with a distance
remaining to the end of the runway. This distance is
then multiplied by the minimum climb gradient of
the C-141 of 2.5%. This number, in feet, represents
the aircrafts height in the air when crossing the end
of the runway.
(8,000 - 6,600 = 1,400) 1,400 x 2.5% = 35

(2) The aircraft is above the DER screen height
restriction.
35 feet 16 feet
In example 1, since the aircraft will be 35 feet in the
air when it reaches the DER, it will be above the required
DER Screen Height of 16 feet. The aircraft therefore
exceeds the published DER Screen Height restriction
on three engines by a minimum of 19 feet.
Example Problem 2:
Given:
(1) DER Crossing Height Restriction = 50 Feet
(From the SID).
(2) RA = 9,000 Feet (From performance data
worksheet).
(3) CFL = 7,300 Feet (From performance data
worksheet).
(RA-CFL) x 2.5% = DER Height

This DER Height number is then compared to the DER
screen height restriction to ensure it is equal to or
greater than the restriction (DER Height > Screen
Height). See the following examples:
Find:
(1) DER Height.
(2) If the aircraft is above the screen height
restriction.
3-11
TO 1C-141B-1-1
Example:
Solution:
(1) DER Height is = 42 feet
(9,000 - 7,300 = 1,700) 1,700 x 2.5% = 42.5
(round down - use 42 feet)
(2) The aircraft is NOT above the screen height
restriction.
42 feet is not 50 feet
In example 2, since the aircraft will only be 42 feet
in the air when it reaches the DER, it will not meet
the required DER Screen Height of 50 feet. The aircraft
therefore does not meet the published DER Screen
Height restriction on three engines. The aircrafts gross
weight, power settings, runway selection or
atmospheric conditions must change to enable a takeoff that meets the restrictions.
NOTE
If the RA exceeds the aircrafts CFL by 1,400
feet or more, the aircraft will cross the DER
on three engines at or above a 35 foot screen
height restriction for a 2.5% climb gradient:
Gross Weight Limited by DER Screen Height. In case
where the aircaft does not meet the published DER
Screen Height restriction on three engines, use the
following procedure to determine a gross weight to
meet the DER Screen Height restriction.
To determine a GW (Screen Height) we must first
determine the CFL required to meet the DER Screen
Height restriction. Divide the DER Screen Height by
the minimum climb gradient of 2.5%. This will be
the distance required to make a 2.5% climb gradient.
DER Screen Height
2.5%
= Screen Height Distance
Example:
50 feet
2.5%
= 2,000 feet
Second, subract this distance from RA to determine a

new CFL based on the DER Screen Height.
RA - Screen Height Distance = CFL (Screen
Height)
3-12
9,000 2,000 = 7,000 feet

In this case we need to have a CFL no greater than
7,000 feet to meet the DER Screen Height restriction.
Enter the CFL chart backwards using the directions
for GW (CFL), step 5, using this new CFL (Screen
Height) of 7,000 feet. Correct this CFL for conditions
that will affect the take-off only (i.e. RSC, Calculated
Headwind, and up hill slope), not the stopping distance.
This will then give you a gross weight that will ensure
the aircraft meets the DER Screen Height restrictions.
8. GW (OBS) - Gross Weight Limited by an
Obstacle.
The following porcedures are to be used to determine
MAXIMUM GROSS WEIGHT LIMITED BY AN
OBSTACLE.
a. Determine
DISTANCES:
EFFECTIVE
OBSTACLE
(1) Find TOTAL OBSTACLE DISTANCE

from brake release by adding RUNWAY AVAILABLE
to the OBSTACLE DISTANCE from the departure end
of the runway.
(2) Determine TOTAL OBSTACLE HEIGHT
(AGL) by subtracting FIELD ELEVATION (MSL) from
OBSTACLE HEIGHT (MSL).
(3) Enter figure 3-15 or figure 3-16 with
TOTAL OBSTACLE DISTANCE (STEP 1), TOTAL
OBSTACLE HEIGHT (STEP 2), and determine
CLIMBOUT FACTOR. Use CALCULATED TAILWIND
(4) Enter figure 3-13 with CLIMBOUT
FACTOR and THRUST FACTOR and compute
APPROXIMATE GROSS WEIGHT. If there is no slope
and RSC, this is the GW limited by obstacle.
(5) Enter figure 3-11 with TAKE-OFF
FACTOR and APPROXIMATE GROSS WEIGHT.
Determine the difference between UNCORRECTED
CFL and CFL CORRECTED FOR UPHILL SLOPE and
RSC (only). This is the RSC and SLOPE DISTANCE
CORRECTION.
(6) Subtract the RSC and SLOPE DISTANCE
CORRECTION from TOTAL OBSTACLE DISTANCE
(STEP 1) to find EFFECTIVE OBSTACLE DISTANCE.
TO 1C-141B-1-1
b. Determine
HEIGHT.
EFFECTIVE
OBSTACLE
(1) Use appropriate formula to find runway

SLOPE CORRECTION. CFL in the formula will be
determined using APPROXIMATE GROSS WEIGHT and
will be corrected for up or down slope, RSC, and
tailwind only.
UPHILL:
(RA-CFL) x SLOPE %
100
DOWNHILL:
CFL x SLOPE %
100
(2) Add the runway SLOPE CORRECTION to
TOTAL OBSTACLE HEIGHT (AGL) step (8a. (2)) to
find EFFECTIVE OBSTACLE HEIGHT.
c. Determine MAXIMUM GROSS WEIGHT
LIMITED BY THE OBSTACLE:
(1) Enter figure 3-15 or 3-16 with EFFECTIVE
OBSTACLE DISTANCE and EFFECTIVE OBSTACLE
HEIGHT and find CLIMBOUT FACTOR. Use tailwind.
(2) Enter figure 3-13 with new CLIMBOUT
FACTOR and THRUST FACTOR: determine (GWOBST).
Enter (GW OBST ) on TOLD card and complete TOLD
card based on the LIMITING WEIGHT.
THREE ENGINE FERRY TAKE-OFF.

A three engine ferry flight may become necessary in an
emergency situation when the aircraft must be evacuated
out of a forecast hazardous weather area or from a forward
combat area to a base where adequate maintenance
facilities are available. Three engine ferry flight will
normally be made with a minimum flight crew, with no
cargo or troops aboard the aircraft and with only sufficient
fuel for the mission including an adequate reserve.
In planning the three engine ferry flight, the flight crew
should give added attention to certain factors relating to
the mission. The condition of the failed engine, the reason
for failure, and action required to deactivate and secure
the failed engine must be considered. Maximum brake
release gross weight will be limited by climb-out obstacle
clearance or acceptable two-engine rate of climb.
CAUTION
With the inoperative engine at No. 1 or No. 2

position, loss of a second engine on the aircraft
left side would cause loss of the No. 2 hydraulic
system and inability to retract the gear.
THREE ENGINE TAKE-OFF PERFORMANCE
COMPUTATION.
9. Selection of GW will be the lowest of the four.

The following rules apply for each GW.
Take-off EPR - Determine from figure 2-2.
a. (GW CFL ) - is the limiting GW. The CFL is

equal to runway available. Because calculated HW is
used for the GW, it must be used for all other
computations using calc winds.
Winds - Determine from figure 3-5.
b. (GW3ENG) - Do not use calculated HW for any

other computation.
c. (GWOBST ) - Do not use calculated HW for any
other computation.
Thrust Factor - Determine from figure 3-7.

Take-off Factor - Determine from figure 3-8.
Maximum Brake Release Gross Weight - Maximum
brake release gross weight will be lesser of the two
determinations:
d. (GW SCREEN ) - Do not use calculated HW for

any other computation.
Maximum brake release gross weight limited by twoengine climb performance or refusal speed.
The corrections that were used to obtain the lowest

GW will be the corrections used for the remainder of
the card.
WARNING
10. Use 2 ENG Rev Thrust in all correction grids

for Max effort. The blocks affected are: CFL, V R ,
VB(MAX).
11. Emergency Return is accomplished normally.
Always check climbout capability for maximum

recommended take-off gross weight.
Maximum brake release gross weight limited by twoengine climb performance is determined from figure
3-33. The weight obtained from this chart will allow a
3-13
TO 1C-141B-1-1
RUNWAY AVAILABLE LESS

THAN CRITICAL FIELD LENGTH
(NOT RECOMMENDED)
DISTANCE - FEET
DISTANCE - FEET
Figure 3-3.
3-14
RUNWAY AVAILABLE
3 ENGINE
ACCELERATION
NORMAL GROUND RUN
4 ENGINE
ACCELERATION
MAXIMUM
EFFORT
STOP
RUNWAY AVAILABLE
4 ENGINE
ACCELERATION
Figure 3-4.
RUNWAY AVAILABLE LONGER

THAN CRITICAL FIELD LENGTH
(RECOMMENDED)
MAXIMUM
EFFORT
STOP
REFUSAL SPEED
DISTANCE - FEET
Figure 3-2.
ROTATION SPEED
V
B (MAX)
V
R
V
MCG
V
CEF
MAXIMUM
EFFORT
STOP
3 ENGINES
TOO EARLY TO GO
TOO LATE TO STOP
4 ENGINE
ACCELERATION
RUNWAY AVAILABLE
MAXIMUM
EFFORT
STOP
3 ENGINE
ACCELERATION
ROTATION SPEED
V
=V
CEF
R
VMCG
NORMAL GROUND RUN
ROTATION SPEED
3 ENGINE
ACCELERATION
NORMAL
GROUND RUN
RUNWAY AVAILABLE EQUAL TO

CRITICAL FIELD LENGTH (MINIMUM
RECOMMENDED CONDITION)
TO 1C-141B-1-1
minimum climb gradient of 2.50 percent with No. 3 or

No. 4 engine inoperative, gear up and flaps at takeoff/approach. With No. 1 or No. 2 engine inoperative,
subtract 30,000 lbs from the above computed weight
since a subsequent loss of another engine on the left
side will prevent normal gear retraction.
Maximum brake release gross weight limited by refusal
speed will be a weight that will produce a refusal speed
that is equal to or greater than rotation speed.
Ground Minimum Control Speed (V MCG ) - Determine
from figure 3-24.
Rotation Speed (V ROT ) - Determine from figure 3-26
(Rotation Speed) or from figure 3-30 (Two Engine Air
Minimum Control Speed). Use the higher of the speeds
obtained from the two charts. This makes V ROT always
equal to or greater than the Air Minimum Control Speed.
Two-engine air minimum control speed, when used as
rotation speed, must be equal to or less than refusal
speed.
Take-off Ground Run - Determine from figure 3-32.
WARNING
Do not exceed 15 degrees bank angle with flaps
at TAKE-OFF/AP-PROACH setting when
climbing at minimum climbout speed
determined from figure 3-37.
FLAP RETRACTION SCHEDULE.
The minimum flap retraction airspeed is computed from
figure 3-37. For two-engine flap retraction speed, refer
to figure 3-30. Flap retraction speed for two-engine
operation will never be below 1.15 stall (clean) or twoengine V MCA , whichever is greater.
WARNING
At extreme high gross weights and pressure
altitudes, the flap retraction speed may exceed
the flap limit speed. If this condition exists,
flap retraction will be staged so as to prevent
exceeding the flap limit speed while maintaining
an adequate margin (1.15 Vs) above stall speed.
Place this distance in the CFL block which should be

relabeled "Three-Engine Grnd Run."
If rotate speed is based upon two-engine V MCA , use
figure 3-35 to compute increased ground run.
Refusal Speed (VR ) - Determine from figure 3-34.
Minimum Climb-out Speed (V MCO ) - Determine from
figure 3-37.
Minimum Flap Retract Speed (VMFR ) - VMCO +25 knots.
Three engine VMFR will be entered on the TOLD CARD;
however, two engine V WFR will be computed and be
available for use should a second engine fail.
The remainder of the TOLD computation are computed
normally.
CLIMBOUT PLANNING.
The climbout flight path of the aircraft is governed by
the gross weight, flap setting, number of engines
operating, temperature, altitude, and airspeed. Climbout
planning will always consider the loss of an engine at
the most critical point during the take-off for obstacle
clearance and minimum climb capability.
WARNING
The flaps may be retracted at minimum flap retract
speed, provided angle of bank does not exceed
10 degrees. If an increase in bank angle is required
(not to exceed 30 degrees), airspeed shall be
increased to a minimum of 20 knots above flap
retract speed prior to initiation of flap retraction.
CLIMBOUT CAPABILITY-NO OBSTACLE.
Where obstacles pose no problem to the climbout, the
take-off weight will not exceed a weight which will allow
a minimum climb gradient of 2.5 percent with three
engines operating, gear up, flaps at Take-off/Approach,
airspeed at charted minimum climb speed, and out of
ground effect (figure 3-15).
Climb Gradient.
Climb gradient in percent is a method of determining
a climb capability under a given set of conditions.
The method for obtaining the height reached for
horizontal distance covered is determined by
multiplying the gradient times the horizontal distance
traveled in feet from lift-off and dividing by 100.
Height =
Gradient x Horizontal Distance

100
3-15
TO 1C-141B-1-1
This formula may be used to determine the minimum

height above the ground where gross weight is limited
by three-engine climb capability with no obstacles.
Climb gradient is a measure of the change in altitude
obtained per unit of horizontal distance traveled. Refer
to Climbout Capability-With Obstacle, this part, when
an obstacle exists.
CLIMBOUT CAPABILITY-WITH OBSTACLE.
Where an obstacle exists in the climbout flight path,
the take-off gross weight will not exceed a weight
which will allow clearing the obstacle with three
engines operating, gear up, flaps at Take-off/ Approach,
and airspeed at charted minimum climbout speed.
All departures will comply with published minimum
climb gradient on 4 engines and the published climb
gradient minus 48 ft/nm on 3 engines. The flight
engineer will compute both a 3 and 4 engine
CLIMBOUT GRADIENT (FT/NM) from figures 3-14
and 3-20. The pilot will compare the computed climb
gradient with the published climb gradient to ensure
obstacle clearance. The aircraft will not depart if the
climb gradient cannot be complied with.
At some airfields the published climb gradient begins
at a predetermined distance above the runway, this is
referred to as screen height. The pilot will provide
screen height to the flight engineer who can ensure
compliance using the following rules:
IF RACFL is 1,400 feet the aircraft will cross the
departure end of the runway at or above 35 feet (worst
case scenario).
IF RACFL is < 1,400 feet then use the following
formula to determine if the screen height can be
complied with:
Distance to Climb = DER x 6076/Computed 3
Engine Climb Gradient
Distance to Climb must be RACFL
compute obstacle clearance using the Climbout Flight

Path Charts.
WARNING
Field elevation is the highest elevation on
any airdrome runway. Airfields with multiple
runways may require a value other than the
published field elevation for computing
effective obstacle height. If field elevation
is not based on the departure runway, use
the highest point on that runway as determined
from the airfield diagram.
DETERMINATION OF CLIMBOUT FLIGHT
PATHS.
To simplify the presentation of data for all flight and
aircraft conditions, climbout flight paths (profiles) are
presented in generalized form. Each profile shown is
designated by a number termed the "climbout factor"
or ("K"). Selection of the correct profile (usually by
interpolation) will then depend on first determining
"K". With thrust factor, brake release gross weight, "K"
can be obtained directly from the climbout factor chart.
Climbout.
The generalized three-engine climbout profiles are
based on the following procedures:
1. Landing gear retraction is initiated as soon as
the aircraft is definitely airborne and a positive rate
of climb established.
2. Minimum climbout is conducted with take-off
flap setting at the minimum climbout speed (figure
3-37). Refer to Section II, TO 1C-141B-1/1C-141C-1
for climbout procedure.
CAUTION
Where:
Gradient = Climb Gradient on ft/nm
Care must be taken to ensure that flap placard

speeds are not exceeded during flap retraction.
6076 = number of feet in a nautical mile

DER = crossing height at Departure end of
runway
Climbout Flight Path-Three Engines.
RA = Runway Available
To determine the height the aircraft will be above

the runway at a given distance from brake release,
find the climbout factor from figure 3-13. This factor
then is plotted on either figure 3-15 or 3-16 at the
known distance. Of course, the climbout factor may
be plotted at a given height to determine the distance
CFL = worst case engine out unstick or liftoff point

Only in cases where the screen height cannot be
complied with or a temporary/new obstacle exists
3-16
TO 1C-141B-1-1
from brake release the aircraft will be at that height.

To determine the allowable gross weight when limited
by terrain clearance, the above procedure is reversed.
The climbout factor is determined as the point where
the obstacle height and the distance from brake release
intersect on either figure 3-15 or 3-16. The brake release
gross weight is then determined from figure 3-13, as the
point where the climbout factor and thrust factor intersect.
The distance from brake release on figure 3-15 and 3-16
is based upon critical field length plus climb to the
obstacle. The critical field length portion of the total
distance shown is for a dry level runway. For other than
dry runway conditions or with an uphill slope, critical
field length is extended, resulting in a reduced inflight
distance to the obstacle. In this case, it is necessary,
before entering the chart, to decrease the known distance
from brake release by the difference between actual
critical field length (corrected for existing RSC and slope)
and the critical field length for a dry, level runway.
Mean Sea Level (MSL) will be corrected for runway
slope to assure obstacle height is adjusted. Height will
be adjusted by adding the computed figure to obstacle
height from the following applicable formula:
Critical field length in the following formulas will be
determined using Critical Field Length corrected for
factors that will effect the take-off distance if an engine
failure is experienced and the take-off is continued;
ie, up slope, down slope, RSC, and tailwind.
UPHILL - (RA-CFL) X SLOPE %
100
DOWNHILL - (CFL) X SLOPE %
100
The three-engine climbout flight path gradient (figure
3-17 and 3-18) is based on the following procedure:
the aircraft is definitely airborne and a positive rate of
climb is established, and while accelerating to minimum
climbout speed (figure 3-37).
2. Maintain minimum climbout speed to 1,000 feet
above the runway.
3. After reaching 1,000 feet above the runway,
accelerate to minimum flap retraction speed (figure 3-37)
while maintaining a small positive rate of climb (100 FPM).
4. Retract the flaps and accelerate the 250 KCAS,
maintaining the same rate of climb. Maintain 250 KCAS
until passing 10,000 feet after which 260 KCAS/0.65
Mach shall be maintained.
5. Reduce power to NRT and continue a threeengine climb.

CLIMBOUT FLIGHT PATH-FOUR ENGINES
The four-engine climbout flight path gradient (figures
3-22 and 3-23) are based on the following procedures:
the aircraft is definitely airborne and a positive rate of
climb is established, and while accelerating to minimum
climbout speed (figure 3-37).
2. After gear retraction, the aircraft is accelerated
to flap retraction speed while maintaining a constant
rate of climb of 800 FPM.
3. Climb at not less than 2,000 FPM and flap retraction
speed with an attitude angle of 12 maximum until a
height of 1,500 feet above runway elevation is reached.
4. After reaching 1,500 feet above the runway, reduce
the rate of climb to 800 FPM, retract the flaps and
accelerate to 250 KCAS. Maintain 250 KCAS until passing
10,000 feet, after passing 10,000 continue accelerating
to 280 KCAS and continue normal climb procedure.
5. Reduce to NRT and continue the climb at 280
KCAS.
CLIMBOUT FLIGHT PATH-GRADIENT.
Figures 3-18 and 3-23 permit the determination of height
above runway elevation for horizontal distances in excess
of 10 NM from brake release or lift-off, respectively, by
entering with the predetermined climbout factor.
The same charts also convert the climbout factor into
gradient. This is the normal rated thrust enroute climb
gradient, which starts at some vertical height. This height
can be read from figure 3-18 for three-engine climb or
3-23 for four-engine climb. If the gradient is to be used
to determine the vertical height at a given horizontal
distance, then the procedure is as follows:
Enter chart (figure 3-18 or 3-23) with the climbout
factor and read at left the enroute climb gradient.
Multiply this gradient by the given distance in feet
minus 60,761 (10 NM) and divide by 100 or
-60, 761)
D Height = Gradient 1x0(Feet
0
The obtained D height has to be added to the vertical
height, which is read for the respective climbout factor
at 10 NM from figures 3-17 or 3-22, respectively.
3-17
TO 1C-141B-1-1
EFFECT OF TAILWIND.
zero flap take-off. Do not exceed 257,500 pounds

brake release gross weight.
Tailwind increases take-off ground run; thus CFL is

increased and climbout capability is reduced. As stated
previously, downwind take-offs are not recommended;
however, if mission requirements dictate, include 150
percent of the tailwind component in take-off planning.
The "Maximum Recommended Take-Off Gross Weight,

Three Engine Climb Performance" will always exceed
a 3.25 Climb Gradient; therefore, data are not provided.
TRANSITION FROM CLIMBOUT TO ENROUTE

CLIMB.
CAUTION
The transition from climbout to the enroute climb

pattern begins following flaps up and is characterized
by a rapid increase in speed and a smooth change in
flight attitude and engine thrust settings. Initial enroute
climb data is obtained from Part 4 of this manual
while accomplishing take-off planning.
The determination of "GO" speed will be in

accordance with the paragraph titled "GO"
SPEED (VGO) in this section. If refusal/rotation
speed exceeds 147 KCAS (maximum ground
spoiler speed), then "GO" speed is 147 KCAS.
If ground minimum control speed (V MCG ) is
greater than 147 KCAS, the take-off will not
be attempted.
ZERO FLAP TAKE-OFF.

A take-off with zero flaps may become necessary in
an emergency situation when the aircraft must be
evacuated from a forecast hazardous weather area or
from a forward combat area to a facility where adequate
maintenance and supply are available. See TO 1C141B-1/1C-141C-1 for the zero flap take-off procedure.
TAKE-OFF DATA.
Figures 3-39 through 3-49 provide data for completing the PERFORMANCE DATA WORKSHEET for a
3-18
TAKE-OFF PLANNING GUIDE.

The following take-off planning guide is a step-bystep aid in planning the take-off. See Part 12 for
example problems and PERFORMANCE DATA
WORKSHEET completion.
RA
RL
CFL
VGO
Runway Available
Runway Length
Critical Field Length
GO Speed
VMCO
VMFR
VMCG
VMCA
=
=
=
=
CONDITION I
CFL <
= RA
CFL > RA
=
=
=
DETERMINE GROSS WEIGHT
SET CFL = RA
1. Set CFL = RA
2. Obtain Brake Release Gross Weight from figure 3-11.
DETERMINE NEW GROSS WEIGHT
1. Obtain Brake Release Gross Weight from figure 3-11.
1. Obtain TRT EPR from figure 2-1 or 2-2.

2. Obtain Wind Components from figure 3-5 and Check.
Crosswind Limitations from figure 3-6.
3. For Reduced Thrust EPR Take-off.
a. Obtain Minimum Thrust Take-off EPR.
b. Determine Reduced Thrust Take-off EPR setting.
c. Obtain Thrust Factor from figure 3-7.
d. Obtain Take-off Factor from figure 3-9.
4. For TRT EPR Take-off:
a. Take off EPR isTRT EPR obtained in step 1.
b. Obtain Thrust Factor From figure 3-7.
c. Obtain Take-off Factor from figure 3-9.
(Condition I - Mission cannot be

accomplished as planned)
DETERMINE CFL
1. Obtain CFL from figure 3-11.
VROT
<_
>
Rotation Speed
Less than or equal to
Greater than
Determine Maximum Brake Release Gross Weight limited by runway available,

3 engine climb performance, or by obstacle clearance requirements.
A TRT EPR Take-off shall be planned.
AIRFIELD LIMITATIONS
CONDITION II
Critical Engine Failure Speed

Refusal Speed
Mazimum Brake Speed
Rate of Climb
GOVERNING FACTOR =
VCEF
=
VR
=
VB(MAX) =
R/C
=
DETERMINE BASIC DATA
Minimum Climbout Speed

Minimum Flap Retraction Speed
Ground Minimum Control Speed
Air Minimum Control Speed
Determine feasibility of a reduced Thrust EPR Take-off and take-off

data when Brake Release Gross Weight is known from mission
requirements.
GOVERNING FACTOR =
MISSION REQUIREMENT
=
=
=
=
DEFINITION OF SYMBOLS
TO 1C-141B-1-1
TAKE-OFF PLANNING GUIDE (Sheet 1 of 3)
3-19
3-20

1.
2.
3.
4.
Obtain VMCG from figure 3-24.

Obtain VR from figure 3-25.
Obtain VROT from figure 3-26. (Check with tire limit)
Obtain VB(MAX) from figure 3-27.
DETERMINE TAKE-OFF DATA
1. Obtain Climbout Factor required to clear obstacle from figure 3-15 or 3-16.
2. Obtain new Brake Release Gross Weight from figure 3-13.
3. Obtain new CFL from figure 3-11.
DETERMINE NEW GROSS WEIGHT AND CFL
(Condition I - Mission cannot be accomplished as planned.

Refer to TRT EPR Take-off procedure and return to
the start of Condition II.)
CLIMBOUT FLIGHT PATH BELOW OBSTACLE
1. Obtain Climbout Factor from figure 3-13

2. Check Climbout Flight Path against known obstacles by using
figure 3-15 or 3-16
DETERMINE CLIMBOUT DATA IF OBSTACLE EXISTS
CLIMBOUT FLIGHT PATH ABOVE OBSTACLE
1. Check Maximum Gross Weight and Rate-of Climb using figure 3-12
DETERMINE 3-ENGINE CLIMB PERFORMANCE
TO 1C-141B-1-1
TAKE-OFF
1. See Part 12 for emergency return data computation instructions.
COMPUTE EMERGENCY RETURN DATA
1. Obtain Minimum Climbout Speed from figure 3-37.

2. Add 25 knots for minimum flap retraction speed.
MINIMUM FLAP RETRACTION SPEED
DETERMINE CLIMBOUT SPEED

AND
1. Obtain Stabilizer Trim Setting from figure 3-36.
DETERMINE STABILIZER TRIM SETTING
1. Go speed will be the lowest of VR, VB(MAX), VROT or 147 KCAS

(maximum ground spoiler speed).
2. When GO speed is VR, VB(MAX), VROT or 147 KCAS, it must be
equal to or greater than VMCG.
3. When GO speed is VROT, an increase in VROT due to wind gust will
increase GO speed an equal amount not to exceed VR, VB(MAX) or
147 KCAS.
4. When "GO" speed is VB(MAX); or 147 KCAS then VB(MAX) or 147 KCAS
must be equal to or greater than VMCG and VCEF.
DETERMINE GO SPEED
TO 1C-141B-1-1
3-21
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RUNWAY AND CROSSWIND

COMPONENT
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
TAKE-OFF ONLY
NOTE
WARNING
1. To determine crosswind component for take-off planning,

enter chart with full measured steady wind value plus
IF RUNWAY IS WET OR ICY, TAKE-OFF SHALL NOT
gust increment.
BE MADE IN THE "CAUTION ZONE" OF FIGURE 3-5
2. See text for explanation of crosswind take-off and
NOR EXCEED "MAXIMUM CROSSWIND FOR
use of chart.
TAKE-OFF" OF FIGURE 3-6. TAKE-OFF IN THE
3. Crosswind limited to 20 knots when rudder pedal
"NOT RECOMMENED ZONE" SHALL NOT BE
steering or spoilers are inoperative.
ATTEMPTED
4. Take-off should be made in the Normal Zone only.
PATH
5. Airplane tested to 30 knot crosswind component only.
20
10
60
NORMAL ZONE
40
30
207
200
180
20
10
80
160
90
140
160
100
10
14
0
15
160
170
180
20
10
13
110
20
30
40
CROSSWIND COMPONENT - KNOTS
Figure 3-5.
3-22
180
120
50
200
60
TAKE-OFF GROSS WEIGHT - 1,000 POUNDS
CAUTION ZONE
S
REE
EG
LE-D
NG
DA
TS
-K
WIN
ITY
C
LO
VE 60
70
10
RUNWAY COMPONENT - KNOTS
IN
60
40
20
50
50
30
40
NOT RECOMMENDED
30
50
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM
CROSSWIND FOR TAKE OFF
DATE: JUNE 1979

DATA BASIS: ESTIMATED
NOTE
DO NOT EXCEED 25 KNOTS
40
EN
30
N
PO
M
CO 30
D
N
WI
20
AD
E
10
H
0
20
10
MAXIMUM CROSSWIND - KNOTS
OT
N
-K
0
360
23
19
15
12
320
RCR
5
340
300
280
260
240
220
200
180
160
140
Figure 3-6.
3-23
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
THRUST FACTOR
DATE: DECEMBER 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
22
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
22
20
20
18
0
00
FT
18
1,
TAL 1
.
SS
PR
0
16
16
2
THRUST FACTOR
3
4
5
14
14
7
8
9
10
11
12
13
14
15
16
12
12
10
10
1.5
1.6
1.7
1.8
1.9
Figure 3-7.
3-24
2.0
2.1
2.2
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TAKE-OFF FACTOR
DATE: DECEMBER 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
TRT TAKE-OFF
18
OAT
C
17
60
50
16
40
15
30
20
14
10
13
0
12
-10
11
-20
-30
10
-40
60
50
-50
40
-60
20
10
30
REFERENCE NUMBER
0
5
-10
4
-20
-30
10
11
12
13
14
15
16
17
18
19
20
-40
-50
-60
21
THRUST FACTOR

3-25
TO 1C-141B-1-1
TAKE-OFF FACTOR
TRT TAKE-OFF
18
17
16
-1 0 2 4 6 8
10
15
14
13
12
1,
10
00
FT
REFERENCE NUMBER
TAL
11
S.
16
ES
PR
14
12
9
8
7
6
5
4
3
2
1
0
32
16
34
36
38
40
14
42
12
44
10
8
46
48
TAKE-OFF FACTOR

3-26
6
50
4
52
54
56
0 -1
58
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TAKE-OFF FACTOR
REDUCED
DATE: AUGUST 1974

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
EPR TAKE- OFF
2.2
62
-6
60
58
-4
2.1
-2
56
2.0
20
54
60 AT O
E
RU
1.9
50
48
1.8
46
44
1.7
TAKE -OFF FACTOR
42
40
38
1
S.L.
SS
. A -1
LT
-1
,00
PR
E
10
1.5
0F
1.6
16
14
12
TAKE-OFF ENGINE PRESSURE RATIO (EPR)
40
52
36
34
32
30
1.4
Figure 3-9.
3-27
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RCR CONVERSION
FOR USE WITH MATTED RUNWAY
DATE: APRIL 1969

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
25
20
RCR
CONCRETE
15
10
0
0
10
RCR
MATTED
Figure 3-10.
3-28
15
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CRITICAL FIELD LENGTH

75 PERCENT FLAPS
DATE: OCTOBER 1974

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. If anti-skid brakes are inoperative: To find CFL, add
2,000 feet to the uncorrected CFL before going through correction grids. To find gross weight
for runway available, substract 2,000 feet from the uncorrected CFL after going through the
correction grids.
2. Deceleration conditions: Flaps 75 percent, spoilers deployed, 3 engines idle, 1 engine
windmilling, maximum anti-skid braking.
3. Always use calculated tailwind. Use calculated headwind for maximum effort take-off only.
15
14
13
11
10
B
W RAK
EIG E
HT REL
- 1 EA
,0 SE
34
00 G
34 5
PO RO
0
UN SS
DS
32
0
30
28
26
24
22
20
18
UNCORRECTED CRITICAL FIELD LENGTH - 1,000 FEET
12
16
14
1
34
36
38
40
42
44
46
48
50
52
54
TAKE-OFF FACTOR

3-29
TO 1C-141B-1-1

75 PERCENT FLAPS
NO REVERSE THRUST
2 ENGINES REVERSE THRUST (MAX EFFORT)
15
UP
14
DO
14
HI
LL
15
W
NH
13
LW
I
TA
I
IND
11
DW
10
12
HEA
11
ND
ILL
12
10
0
16
0
1
2 0
20
40 8
6
0 4 8 12 18
2
SPOILER
NO
SLOPE CALCULATED NO. OF
PANELS NOT ENG ENG PERCENT
WIND - KNOTS BRAKES
DEPLOYED
REV REV
PAIRS

3-30
20
10
RCR
0.4
0.8
0
1.2
RSC, SLUSH OR
WATER - INCHES
CORRECTED CRITICAL FIELD LENGTH - 1,000 FEET
13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM RECOMMENDED
TAKE-OFF GROSS WEIGHT
DATE: DECEMBER 1997

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
3 ENGINE CLIMB PERFORMANCE
NOTE
1. Based on rate of climb at minimum climbout speed.
2. Conditions: No ground effect, gear up, 3 engines at TRT.
3. Temperature deviation correction from STD does not apply
when computing climb gradient.
18
CLIMB GRADIENT - PERCENT
17
3.30
3.25
16
3.00
2.75
15
2.50
THRUST FACTOR
14
500
13
0
40
30
12
00
11
TE
RA
10
10
F
LI
-F
EE
PE
IN
UT
PLUS
20
40
60
M IN U S
160
180
200
220
240
260
280
300
320
340
BRAKE RELEASE GROSS WEIGHT - 1,000 POUNDS
Figure 3-12.
3-31
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CLIMBOUT FACTOR
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
3 ENGINES
75 PERCENT FLAPS
82
81
G
RO
80
SS
EI
G
H
34 T 34 5 1,0
0
0
79
78
PO
UN
32
CLIMBOUT FACTOR
30
77
28
76
26
75
24
74
22
73
20
72
18
71
16
70
14
69
68
67
11
12
13
14
15
16
17
THRUST FACTOR
Figure 3-13.
3-32
18
19
20
21
TO 1C-141B-1-1
3 ENG COF vs. CLIMB GRADIENT (FT/NM) TABULATION CHART

COF
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
1153.0 1023.0 862.0
68.
69.
70.
715.0
625.0
523.0
444.0
372.0
337.0
320.0
270.0
223.0
179.0
144.0
.1
1140.0 1006.9 847.3
706.0
614.8
515.1
436.8
368.5
335.3
315.0
265.3
218.6
175.5
.2
1127.0 990.8
832.6
697.0
604.6
507.2
429.6
365.0
333.6
310.0
260.6
214.2
172.0
.3
1114.0 974.7
817.9
688.0
594.4
499.3
422.4
361.5
331.9
305.0
255.9
209.8
168.5
.4
1101.0 958.6
803.2
679.0
584.2
491.4
415.2
358.0
330.2
300.0
251.2
205.4
165.0
.5
1088.0 942.5
788.5
670.0
574.0
483.5
408.0
354.5
328.5
295.0
246.5
201.0
161.5
.6
1075.0 926.4
773.8
661.0
563.8
475.6
400.8
351.0
326.8
290.0
241.8
196.6
158.0
.7
1062.0 910.3
759.1
652.0
553.6
467.7
393.6
347.5
325.1
285.0
237.1
192.2
154.5
.8
1049.0 894.2
744.4
643.0
543.4
459.8
386.4
344.0
323.4
280.0
232.4
187.8
151.0
.9
1036.0 878.1
729.7
634.0
533.2
451.9
379.2
340.5
321.7
275.0
227.7
183.4
147.5
1. For ALL take-offs, regardless whether there is an obstacle or not:

a. Enter the 3ENG COF and the 3ENG Climb Gradient (FT/NM) in the 3ENG COF/FT NM block of the
Performance Data Worksheet.
b. Be sure to advise/discuss the Climb Gradient (FT/NM) computation with the pilots when they arrive
at the aircraft.
c. Obstacle Clearance, if applicable, will be computed per normal 1C-141B-1-1 procedures.
Figure 3-14.
3-33
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CLIMBOUT FLIGHT PATH
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
3 ENGINES
75 PERCENT FLAPS
30
CLIMBOUT
FACTOR
68
28
NOTE
69
70
26
71
1. Use minimum climbout speed chart.

2. Critical field length
based on no reverse
thrust and maximum
anti-skid brakes.
3. Three engines at
Take-off EPR.
4. One NM = 6,076 feet.
73
72
24
74
75
20
18
76
7817
16
78
14
79
HEIGHT ABOVE RUNWAY - 100 FEET
22
12
80
10
81
8
6
CALCULATED
TAILWIND - KNOTS
4
2
GEAR UP
0
5
10
15
0
1
2
3
4
5
6
7
8
9
10
HORIZONTAL DISTANCE FROM BRAKE RELEASE - NAUTICAL MILES
8 12 16 20 24 28 32 36 40 44 48 52 56
HORIZONTAL DISTANCE FROM BRAKE RELEASE - 1,000 FEET
Figure 3-15.
3-34
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
3 ENGINES
NOTE
1. Use minimum climbout speed chart.
2. Critical field length based on no reverse thrust,
and maximum anti-skid brakes.
3. Three engines at Take-off EPR.
4. This chart is an enlarged section of figure 3-15.
74
HEIGHT ABOVE RUNWAY - FEET
73
72
69
70
71
CLIMBOUT
FACTOR
68
300
78
77
76
75
200
GEAR UP
79
100
80
81
CALCULATED
TAILWIND - KNOTS
0
5
10
15
0
10
12
14
16
18
20
DISTANCE - BRAKE RELEASE TO OBSTACLE - 1,000 FEET
Figure 3-16.
3-35
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

3 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
NOTE
1. Critical field length based on no
reverse thrust and maximum antiskid brake.
2. Conditions:
3 engines at Take-off EPR.
Use minimum climbout speed to 1,000 feet.
At 1,000 feet accelerate to V
MFR.
Flaps up.
Accelerate to climb speed, 250 KCAS.
Climbout at NRT at 250 KCAS.
10
68
69
HEIGHT - 1,000 FEET
67
LIM
BO
UT
FA
TO
70
71
72
3
73
74
75
76
77
78
79
GEAR UP
4
Figure 3-17.
3-36
80
81
10
NRT CLIMB GRADIENT - PERCENT
66
260 KCAS
4
64
10
12
14
16
18
20
22
68
70
250 KCAS
74
76
78
CLIMBOUT FACTOR
72
80
82
NOTE
84
86
10
10
12
14
16
16
18
20
18
22
20
24 6
2
28
30
HEIGHT ABOVE RUNWAY - 1,000 FEET
250 KCAS
260 KCAS
75 PERCENT FLAPS
1. 3 Engines at NRT.
2. 250 KCAS to 10,000 feet & 260 KCAS
from 10,000 feet to 27,000 feet.
FR HO
R
O
M IZO
B N
R
AK TAL
E R DI
S
E
LE TAN
A C
S
E- E
NM
24
3 ENGINES
CLIMBOUT FLIGHT PATH - GRADIENT
12
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
14
MODEL: C-141B
TF33-P-7 ENGINES
22
24
26
TO 1C-141B-1-1
Figure 3-18.
3-37
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM RECOMMENDED
DATE: DECEMBER 1997

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
NOTE
1. Based on rate of climb at minimum climbout speed.
2. Conditions: No ground effect, gear up, 4 engines at TRT.
3. Temperature deviation correction from STD does not apply
when computing climb gradient.
18
17
16
15
CLIMB GRADIENT - PERCENT
14
THRUST FACTOR
3.30
3.25
13
3.00
2.75
12
2.50
11
500
40
0
30
10
0
20
B
M TE
I
L U
C IN
F
O RM
TE PE
RA ET
FE
10
PLUS
20
40
60
M IN U S
160
180
200
220
240
260
280
300
320
Figure 3-19.
3-38
340
TO 1C-141B-1-1
4 ENG COF vs. CLIMB GRADIENT (FT/NM) TABULATION CHART

COF
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
1477.0 1272.0 1135.0 993.0
85.
86.
87.
88.
870.0
770.0
690.0
621.0
556.0
500.0
450.0
405.0
363.0
320.0
280.0
240.0
.1
1456.5 1258.3 1120.8 980.7
860.0
762.0
683.1
614.5
550.4
495.0
445.5
400.8
358.7
316.0
276.0
.2
1436.0 1244.6 1106.6 968.4
850.0
754.0
676.2
608.0
544.8
490.0
441.0
396.6
354.4
312.0
272.0
.3
1415.5 1230.9 1092.4 956.1
840.0
746.0
669.3
601.5
539.2
485.0
436.5
392.4
350.1
308.0
268.0
.4
1395.0 1217.2 1078.2 943.8
830.0
738.0
662.4
595.0
533.6
480.0
432.0
388.2
345.8
304.0
264.0
.5
1374.5 1203.5 1064.0 931.5
820.0
730.0
655.5
588.5
528.0
475.0
427.5
384.0
341.5
300.0
260.0
.6
1354.0 1189.8 1049.8 191.2
810.0
722.0
648.6
582.0
522.4
470.0
423.0
379.8
337.2
296.0
256.0
.7
1333.5 1176.1 1035.6 906.9
800.0
714.0
641.7
575.5
516.8
465.0
418.5
375.6
332.9
292.0
252.0
.8
.9
1313.0 1162.4 1021.4 894.6

1292.5 1148.7 1007.2 882.3
790.0
780.0
706.0
698.0
634.8
627.9
569.0
562.5
511.2
505.6
460.0
455.0
414.0
409.5
371.4
367.2
328.6
324.3
288.0
284.0
248.0
244.0
1. For ALL take-offs, regardless whether there is an obstacle or not:
a. Enter the 4ENG COF and the 4ENG Climb Gradient (FT/NM) in the 4ENG COF/FT NM block of the Performance
Data Worksheet.
Figure 3-20.
3-39
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CLIMBOUT FACTOR
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
4 ENGINES
75 PERCENT FLAPS
100
99
98
34
34 5
0
97
32
0
96
30
0
28
0
CLIMBOUT FACTOR
95
26
0
94
24
0
93
22
92
20
91
18
90
16
89
RO
SS
EIG
HT
88
14
-1
,0
00
PO
UN
DS
87
86
85
11
12
13
14
15
16
THRUST FACTOR
Figure 3-21.
3-40
17
18
19
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

4 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
NOTE
1. 4 engines at Take-off EPR until climb
speed of 250 KCAS is reached.
2. 4 Engines at NRT during
250 KCAS climb to 10,000 feet.
10
FA
C
TO
85
86
CL
IM
BO
UT
88
87
89
90
5
91
92
93
94
95
CONSTANT CLIMB SPEED
96
97
98
FLAPS UP
FLAP
RETRACTION
2 SPEED
99
100
GEAR
1 UP
10
HORIZONTAL DISTANCE FROM LIFT-OFF - NAUTICAL MILES
Figure 3-22.
3-41
NRT CLIMB GRADIENT - PERCENT
Figure 3-23.
6
84
10
12
14
16
18
20
22
24
86
88
92
94
AS
KC
96
AS
KC
CLIMBOUT FACTOR
90
28
25
0
98
75 PERCENT FLAPS
100
3. Flaps up.
250 KCAS
10
12
14
12
16
16
14
20
18
18
22
280 KCAS
2. 250 KCAS or
280 KCAS above 10,000 feet.
1. 4 Engines at NRT.
NOTE
4 ENGINES
CLIMBOUT FLIGHT PATH - GRADIENT
DATE: OCTOBER 1968

H
FR ORI
O ZO
M N
LIF TA
TO LD
FF ISTA
-N N
M C
3-42
10
MODEL: C-141B
TF33-P-7 ENGINES
20
24
26
28
30
22
24
26
TO 1C-141B-1-1
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
GROUND MINIMUM
CONTROL SPEED
DATE: MARCH 1967

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
22
DRY
RUNWAY
WET OR ICY
RUNWAY
20
1. Conditions:
One outboard engine out.
3 point attitude.
2. Dry runway includes full
effect of nose wheel
steering at aft C G.
3. Wet or icy runway includes
aerodynamic controls only.
14
23
RC
18
17
LO
12
TO
BE
AN
RC
10
8
180
170
30
25
160
150
140
20
15
130
10
120
110
100
THRUST FACTOR
18
16
NOTE
90
CROSSWIND COMPONENTS - KNOTS
80
70
60
Figure 3-24.
3-43
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
CRITICAL ENGINE FAILURE SPEED

AND REFUSAL SPEED
75 PERCENT FLAPS
NOTE
1. Acceleration conditions: flaps - 75 percent, 4 engines at Take-off EPR.
2. Deceleration conditions: flaps - 75 percent, spoilers deployed, 3 engines at idle,
1 engine windmilling, max anti-skid braking.
3. Subtract 2,000 feet from runway available when anti-skid brakes are inoperative.
4. Speeds for distances above 12,000 feet are estimated.
58
SE TEA H S
L
G
RE EI ND
KE S W OU
A S P
BR RO 00 345 0
G 1,0
34 20 0
3 0 0
3 8
2 60 0
2 4
2 20
2 00
2 80
1 60 0
1 4
1
56
54
TAKE-OFF FACTOR
52
50
48
46
44
42
40
38
180
170
12
RU
160
10
11
150
140
9
8
130
7
6
120
110
4
100
3
90
80

3-44
UNCORRECTED CRITICAL ENGINE FAILURE SPEED OR

UNCORRECTED REFUSAL SPEED - KCAS
NA
W
1, AY
00 A
0 VA
F I
16 EET LAB
LE
1
14 5
13
36
TO 1C-141B-1-1
CRITICAL ENGINE FAILURE SPEED

AND REFUSAL SPEED
75 PERCENT LAPS
NOTE
5. To determine refusal speed use runway available as distance.
6. To determine critical engine failure speed use corrected
critical field length as distance.
7. Refer to part 3 text for definition of "GO" speed.
8. Winds and reverse thrust used to compute critical field
length shall be applied.
170
HE
160
160
150
150
140
140
130
130
120
120
110
110
100
100
90
90
80
80
70
70
60
60
50
0
0 1 2
8 16
4 12 18 NO 2 SLOPE SPOILER REV REV PERCENT
PANELS
NOT
DEPLOYED
PAIRS
10 20 30 40 8 6 20
10
NO. OF
RCR
CALCULATED
WIND - KNOTS BRAKES
CORRECTED CRITICAL ENGINE FAILURE OR REFUSAL SPEED - KCAS
AD
IN
LL
IN
UNCORRECTED CRITICAL ENGINE FAILURE OR UNCORRECTED REFUSAL SPEED - KCAS
180
LW
170
N
W
D OU P
HI
LL
HI
I
TA
180
50
0

3-45
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ROTATION SPEED
75 PERCENT FLAPS
DATE: OCTOBER 1968
DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Engine operating Take-off EPR.
2. The gross weight lines for 180,000 pounds and below curve
upward to the right to show air minimum control speed.
160
C
EX RITI
C CA
EE L
DS FI
20 ELD
,0 L
00 EN
FE GT
ET H
GRO
1,000 SS WEIGH
TPOU
345 NDS
340
150
320
140
300
280
260
240
120
220
110
200
180
100
160
140
10
12
90
14
16
THRUST FACTOR
Figure 3-26.
3-46
18
20
80
22
130
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM BRAKING SPEED
DATE: FEBRUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
350
340
PR
ES
330
S.
290
280
8
10
12
14
16
NOTE
1.
2.
3.
4.
5.
270
260
250
Data above 8,000 feet estimated.

1 engine windmilling.
Anti-skid operative.
Refer to figure 3-28 for tire speed limitations.
Apply headwind or tailwind component.
240
230
220
210
200
190
D
AD
HE
2
4 0
60 0
IN
AT
-6 - C
0
-4
0
-2
0
0
190
LW
DO
WN
HILL
200
W
IN
ILL
UPH
I
TA
170
180
170
160
150
140
130
120
MAXIMUM BRAKING SPEED - KCAS
180
300
FT
-1
SL
2
310
00
,0
T-1
AL
320
110
8 7 6
0 1
2 0 4 81216
0 10 20 30 40
18
NO OF NO 2
SLOPE WIND COMPONENT SPOILER
BRAKES REV ENG PERCENT PANELS
KNOTS
REV
NOT
DEPLOYED
PAIRS
Figure 3-27.
3-47
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TIRE LIMIT SPEED

DATE: AUGUST 1968
DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
HE
AD
40 WI
ND
30
The tire placard speed is 174 knots ground

speed. To correct for winds, use 100 percent of headwind or tailwind component.
20
10
-1
0
TA 20
ILW
IN
D
10
220
-6
-4
TE
40
60
210
-2
0
200
20
190
180
170
160
150
140
130
120
110
100
90
80
Figure 3-28.
3-48
PRESSURE ALTITUDE - 1,000 FEET
15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
AIR MINIMUM CONTROL SPEED

1 ENGINE INOPERATIVE
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
NOTE
1. 3 engines at Take-off EPR.
2. Full rudder and 5 degrees bank.
3. Shaker speeds based on CG of 17 percent MAC. (C-141B)
See Figure 1-12 for CG correction.
340
NT
320
AT
75
PER
CE
300
SPE
SET
ITH
ON
DW
240
KER
SHA
LL S
PEE
260
STA
FLA
ED
PS
280
220
200
.00
17
.00
90
.00
16
15
140
80
.00
18
160
OR
CT
FA
ST
RU 0.25
TH
2
.60
19 00
.
19
180
100
110
120
130
140
Figure 3-29.
3-49
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

2 ENGINES INOPERATIVE
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
360
340
AT
75
PER
CE
NT
320
ITH
FLA
PS
300
DW
PEE
LL S
STA
260
ED
,C
LE
AN
240
PE
220
LS
280
TA
L
1.1
5S
EE
D
SP
AK
ER
ON
SET
200
SH
160
.0
15
90
100
110
.5
15
140
80
OR
CT
FA
ST
RU 0.25
TH
2
.6
19
.0
19
.5
18
.0
18
.5
17
.0
17
.5
16
.0
16
180
120
V
- CAS
MCA
130
Figure 3-30.
3-50
160
170
180
NOTE
140
1. 2 Engines GO around EPR.

2. Full rudder.
3. 7 degrees bank or 50 percent
wheel throw.
4. Two engine VMCA
will be based on shaker
onset or thrust factor line
whichever is greater.
5. Two engine flap retract speed
is 1.15 VS clean or two engine
VMCA whichever is greater.
6. Shaker speeds based on
17 percent CG. See Figure
1-12 for CG correction.
(C-141B ONLY)
150
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TAKE-OFF GROUND RUN

4 ENGINES
75 PERCENT FLAPS
DATE: OCTOBER 1974

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Charted distance is based on setting take-off EPR prior to brake release.
2. 4 engines at take-off EPR.
15
14
13
12
10
SS S
RO ND
G U
E O
AS 0 P
LE 00
RE 1,
E T5
AK H
34 40
BR EIG
3
W
32
30
28
0
26
24
0
UNCORRECTED GROUND RUN - 1,000 FEET
11
0
22
0
20
18
0
16
14
34
36
38
40
42
44
46
48
50
52
54
56
58
TAKE-OFF FACTOR

3-51
TO 1C-141B-1-1
TAKE-OFF GROUND RUN

4 ENGINES
75 PERCENT FLAPS
15
14
14
13
13
HI
LL
15
LW
IN
UP
12
11
TA
I
11 DO
HI
10
1
2
SLOPE PERCENT
10
20
30
40
WIND COMPONENT KNOTS
0
0.2 0.4
0.6 0.8 1.0
RSC, SLUSH OR WATER INCHES

3-52
GROUND RUN - 1,000 FEET
LL
10
D
IN
W
D
A
HE
12
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TAKE-OFF GROUND RUN

3 ENGINES
75 PERCENT FLAPS
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Two engines at TRT and one variable (see text).
2. See text before using chart.
15
14
13
11
SE EA T
EL IGH S
E R E ND
AK S W OU
BR OS P 5
0
R
G 1,00 34 40
3
10
32
8
30
28
0
26
12
24
0
22
20
0
180
160
140
38
40
42
44
46
48
50
TAKE-OFF FACTOR
52
54
56
58

3-53
TO 1C-141B-1-1
TAKE-OFF GROUND RUN

3 ENGINES
75 PERCENT FLAPS
15
14
14
13
13
12
12
TA
ILW
UP
IN
D
HI
LL
15
D
11
HE
HI
AD
LL
10
10
0
0
1
2
SLOPE - PERCENT
10
20
30
WIND COMPONENT - KNOTS

3-54
40
GROUND RUN - 1,000 FEET
IN
11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM RECOMMENDED
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST

75 PERCENT FLAPS
NOTE
1.
2.
3.
4.
No ground effect.
Gear up.
2 engines at TRT.
Temperature deviation from standard does
not apply when computing climb gradient.
20
18
RC
10
2.
16
PE
RA
TE
THRUST FACTOR
17
FC
40 LIM
EN 0 B FT
TC
/M
30
L
I
IN
M
0
B
G
RA
20
DI
0
EN
T
19
15
14
13
12
PLUS
20
MINUS
11
40
60
140
160
180
200
220
240
260
280
300
320
340
Figure 3-33.
3-55
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

REFUSAL SPEED
75 PERCENT FLAPS
3 ENGINES
56
345
54
340
0
32
0
0
3
0
28
0
26
0
4
2
0
22 0
20
52
TAKE-OFF FACTOR
50
48
46
NOTE
1. Rejected take-off:
Maximum anti-skid.
Spoilers deployed.
2. Conditions:
2 engines at TRT, 1
engine variable
(see text).
Dry runway.
3. See text before
using chart.
0
18
0
16
44
T0 IGH S
4
1 E D
W UN
SS PO
RO 0
G ,00
1
42
40
38
36
160
E
BL
ILA
A
V
A
AY EET
W
N 0 F 12
RU ,00
11
1
10
150
130
9
120
7
110
6
5
100
4
90
80
70
2
60
50

3-56
140
TO 1C-141B-1-1
REFUSAL SPEED
75 PERCENT FLAPS
3 ENGINES
160
160
UPH
HE
AD
W
ILL
140
150
140
130
130
120
120
110
110
100
100
90
90
80
80
70
70
60
60
50
0
10
18
SPOILER - PANELS
NOT DEPLOYED
PAIRS
SLOPE - PERCENT
20
CORRECTED REFUSAL SPEED - KCAS
IND
150
IN
D
LW
TAI
LL
NHI
W
DO
50
40
CALCULATED
WIND - KNOTS

3-57
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPEED AND DISTANCE

DURING GROUND RUN
DATE: DECEMBER 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
0
60
70
80
90
100
110
120
CALIBRATED AIRSPEED - KNOTS (ZERO WIND)
Figure 3-35.
3-58
130
140
0
150
ZERO WIND DISTANCE -1,000 FEET
10
ZERO WIND DISTANCE -1,000 FEET
10
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TAKE-OFF STABILIZER SETTING
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
75 PERCENT FLAPS
8
C
T MA
CEN
HORIZONTAL STABILIZER TRIM POSITION INDICATOR - DEGREES
PER
CG -
15
CG
16
LIM
ITS
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
-1
140
160
180
200
220
240
260
280
300
320
340
Figure 3-36.
3-59
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MINIMUM CLIMBOUT SPEED

MINIMUM FLAP RETRACTION SPEED =
MINIMUM CLIMBOUT SPEED + 25 KNOTS
75 PERCENT FLAPS
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Engines at Take-off EPR.
2. In case of 2 engines out (asym), compare the minimum climbout speed
with the air minimum control speed (2 engines out) and use the greater
of the two. For two engines minimum flap retraction speed, see text and Figure 3-30.
3. See Figure 3-38 for minimum flap retraction speed above 16,000 feet.
105
110
115
120
125
130
135
140
145
150
155
160
21
16
15
15
200
14
340
345
16
320
17
300
17
280
18
260
18
240
19
220
19
180
20
160
20
GR
O
1,0 SS W
00
PO EIGHT
U
140 NDS
THRUST FACTOR
100
21
14
13
13
12
12
11
11
10
100
105
110
115
120
125
130
135
140
MINIMUM CLIMBOUT SPEED - KCAS
Figure 3-37.
3-60
145
150
155
10
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JUNE 1979

MINIMUM CLIMBOUT SPEED AND

FOR ALTITUDES ABOVE 16,000 FEET
NOTE
1. Minimum climbout speed is
at 75 percent flaps.
2. Based on 1.15 VS above 16,000 feet.
200
190
180
170
D
160
IO
T
AC
TR
150
140
AP
BASELINE
CLIMBOUT SPEED - KCAS
EE
SP
UM
RE
FL
IM
IN
ED
PE
S
UT
BO
IM
MU
NI
MI
130
CL
120
110
100
90
10 20 30 40 160
PRESSURE
ALTITUDE 1,000 FEET
180
200
220
240
260
280
300
320
340
360
Figure 3-38.
3-61
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
ZERO FLAPS
15
14
13
12
10
32
0
30
0
28
26
24
22
0
20
0
18
0
16
0
14
34
36
38
40
42
44
46
48
TAKE-OFF FACTOR

3-62
50
52
54
56
1
58
UNCORRECTED CRITICAL FIELD LENGTH - 1,OOO FEET
SE A HT
LE IG S
RE E ND
KE W U
A SS O 5
P
BR RO00
34 0
G ,0
34
1
11
TO 1C-141B-1-1
NOTE
1. Charted distance based
on setting TRT prior to
brake release.
2. Deceleration conditions:
Flaps- zero percent
Spoilers deployed
3 engines at idle
1 engine windmilling
Max anti-skid brakes

ZERO FLAPS
NO REVERSE THRUST
2 ENGINES
REVERSE THRUST
15
13
WI
ND
D
TA I
LW
IN
12
AD
HIL
11
HE
WN
12
11
10
10
0 1 2 0 10 20 30 40
8 16
0 4 12 18
SPOILER
NO
2
SLOPE CALCULATED
PANELS NOT REV ENG PERCENT
WIND
DEPLOYED
REV
KNOTS
PAIRS
20 10 0
RCR
CRITICAL FIELD LENTGH - 1,000 FEET
13
14
DO
14
UPH
ILL
15
0
0 0.2 0.4 0.6 0.8 1.0
SLUSH OR WATER INCHES

3-63
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CLIMBOUT FACTOR
DATE: JANUARY 1968

3 ENGINES
ZERO FLAPS
82
81
KE
BR
RE
SE
LE
80
G
RO
79
SS
,
-1
HT
G
EI
W 45
3 40
3
78
00
32
PO
UN
30
77
D
S
28
0
76
22
0
20
74
18
0
73
16
72
0
14
71
70
69
68
67
10
11
12
13
14
15
16
17
THRUST FACTOR
Figure 3-40.
3-64
18
19
20
21
66
CLIMBOUT FACTOR
26
24
75
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

3 ENGINES
ZERO FLAPS
NOTE
1.
2.
3.
4.
Climb at obstacle clearance speed.

Critical field length based on no reverse thrust.
3 engines at TRT.
One NM = 6,076 feet.
30
80
79
78
77
76
75
74
73
72
71
70
69
26
68
67
28
24
TO
UT
22
FA
BO
LIM
20
18
16
14
12
10
8
6
4
GEAR
UP
TAILWIND - KNOTS
10
10
DISTANCE - BRAKE RELEASE TO OBSTACLE - NAUTICAL MILES
12
16
20
24
28
32
36
40
44
48
52
56
60
Figure 3-41.
3-65
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

3 ENGINES
ZERO FLAPS
NOTE
1. Climb at obstacle clearance speed.
2. Critical field length based on no reverse thrust.
3. 3 engines at TRT.
4. This chart is an enlarged section of Figure 3-41.
68
67
10
70
69
72
71
74
76
75
78
77
4
GE
AR
UP
79
73
FA
C
TO
80
LIM
BO
UT
TAILWIND KNOTS
0
0
10
10
12
14
16
Figure 3-42.
3-66
18
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

3 ENGINES
ZERO FLAPS
NOTE
1. 3 engines at TRT.
2. After gear up, accelerate to minimum
climbout speed (1.3 VS at 30 bank).
3. Climb to 1,500 feet.
4. Accelerate to 250 KCAS.
5. Climb at 250 KCAS to 10,000 feet.
6. Critical field length based on no reverse thrust.
10
67
69
HEIGHT - 1,000 FEET
71
4
73
3
75
R
TO
76 FAC
T
U
BO
IM
CL
1
GEAR UP
0
Vmco
2
3
4
5
6
7
8
10
Figure 3-43.
3-67
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
GROUND MINIMUM CONTROL SPEED

ZERO FLAPS
20
19
18
Y
NOTE
R
O
W
16
1. One outboard
engine out.
2. 3 point attitude.
3. Dry runway
includes full
effect of nose
wheel steering
at aft C G.
4. Wet or icy runway
includes aerodynamic controls
only.
ET
RY
IC
17
LO
W
18
BE
D
23
N
A
17
R
RC
12
13
TO
14
RC
THRUST FACTOR
15
11
10
9
8
7
6
200
190
170
30
160
25
150
20
140
130
15
120
10
5
T
NEN
MPO
DC
0
WIN
S
S
CRO
OTS
- KN
110
100
90
80
70
Figure 3-44.
3-68
180
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
CRITICAL ENGINE FAILURE

SPEED AND REFUSAL SPEED
ZERO FLAPS
58
56
3
3 40
30 20 345
2 0
2 80
24 60
2 0
B
20 20
W RA
1
EI KE
1 8 0
G R 1 60 0
H E 40
T
L
- 1 EA
,0 SE
00 G
PO RO
UN SS
D
S
54
50
48
46
44
42
40
38
RUNWAY AVAILABLE
- 1,000 FT
15
14
13
12
170
11
160
150
140
8
7
130
120
110
100
3
UNCORRECTED CRITICAL ENGINE FAILURE

OR REFUSAL SPEED - KCAS
180
36
10
TAKE-OFF FACTOR
52
90
80

3-69
TO 1C-141B-1-1
CRITICAL ENGINE FAILURE

SPEED AND REFUSAL SPEED
ZERO FLAPS
NOTE
3. To determine refusal speed, use
runway available as distance.
4. To determine critical engine
failure speed use corrected
critical field length as distance.
5. Refer to part 3 text for
definition of "go" speed.
6. The effect of downhill slope
on the speed is insignificant.
1. Acceleration conditions:
4 engines at TRT.
2. Deceleration conditions:
Flaps- zero percent.
Spoilers deployed.
3 engines at idle.
1 engine windmilling.
Max anti-skid brakes.
180
UP
TA
HI
LL
IN
170
160
HE
160
150
150
140
140
130
130
120
120
110
110
100
100
90
90
80
80
70
70
60
60
50
0 1 2 0
10
20
30
40 20 10 0
2
SLOPE - WINDS CALCULATED - KNOTS
SPOILER
NO
RCR
PANELS NOT REV ENG PERCENT
DEPLOYED
REV
PAIRS
0 4 8 121618

3-70
50
CORRECTED CRITICAL ENGINE FAILURE OR REFUSAL SPEED - KCAS
AD
IN
170
UNCORRECTED CRITICAL ENGINE FAILURE OR REFUSAL SPEED - KCAS
180
I LW
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ROTATION SPEED
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
ZERO FLAPS
NOTE
Engines operating at TRT.
190
GROSS WEIG
HT - 1,000 PO
UNDS
180
00
FE
E
345
340
0,0
320
ED
S2
170
TH
EX
CE
300
160
CR
ITI
CA
LF
260
150
240
220
140
ROTATION SPEED - KCAS
IEL
LE
NG
280
200
130
180
120
160
140
110
100
8
10
12
14
16
18
20
22
THRUST FACTOR
Figure 3-46.
3-71
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM BRAKING SPEED
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
ZERO FLAPS
350
340
330
TAL
S.
ES FT
PR 00 -1
1,0
SL
2
310
300
290
4
270
260
280
8
10
12
14
16
320
NOTE
1.
2.
3.
4.
One engine windmilling.

Anti-skid operative.
Refer to Figure 3-28 for tire speed limitations.
Apply 100% of headwind or tailwind component.
250
240
230
220
210
200
190
180
D
IN
ILW
TA
2
4 0
60 0
190
180
170
160
150
140
130
120
0 1
2
NO
2
SLOPE REV ENG PERCENT
REV
Figure 3-47.
3-72
MAXIMUM BRAKING SPEED - KCAS
IN
D
DW
HIL
200
HE
A
O
AT
-6 -
0
C
-4
-2 0
0
0
ILL
UPH
DO
WN
110
0 10 20 30 40 0 10 20
WIND COMPONENT SPOILER - PANELS
- KNOTS
NOT DEPLOYED
PAIRS
HORIZONTAL STABILIZER TRIM POSITION INDICATOR - DEGREES
-2
140
-1
CG
160
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
MODEL: C-141B
TF33-P-7 ENGINES
PE
200
29
30
31
32
33
34
15
16
17
18
19
20
21
22
23
24
25
26
27
28
MA
180
NT
CE
240
260
220
ZERO FLAPS
TAKE-OFF STABILIZER SETTING
280
CG LIMITS
300
320
340
360
TO 1C-141B-1-1
Figure 3-48.
3-73
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

ZERO FLAPS
4 AND 3 ENGINES
DATE: JANUARY 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Engines at TRT.
2. 1.3 VS at 30 bank.
230
220
0F
0
1,0
210
TAL 16
.
SS
SL
RE
P
200
190
180
170
160
150
140
160
180
200
220
240
260
280
Figure 3-49.
3-74
300
320
340
360
TO 1C-141B-1-1
PART 4.
ENROUTE CLIMB
TABLE OF CONTENTS
Paragraph
Page
Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
Factors Affecting Climb Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-2
Charts
4-2
...................................................................................
LIST OF CHARTS
Figure
Title
Page
4-1
Temp/Mach/Airspeed Conversions
..................................................
4-4
4-2
Normal Rated Thrust, EPR Setting - Air Conditioning Pressurization On . . . . . . . . . . . . . . . . . . .
4-5
4-3
Low Speed Compressor - Normal Rated Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-6
4-4
Military Rated Thrust, EPR Setting - Air Conditioning Pressurization On . . . . . . . . . . . . . . . . . .
4-7
4-5
Enroute Climb - Range - 4 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-8
4-6
Enroute Climb - Fuel - 4 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9
4-7
Enroute Climb - Time - 4 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-10
4-8
Enroute Climb - Range - 3 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-11
4-9
Enroute Climb - Fuel - 3 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-12
4-10
Enroute Climb - Time - 3 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-13
4-11
Performance Ceilings - 4 Engines, NRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-14
(E)
4-1
TO 1C-141B-1-1
This Part includes the performance charts necessary

for planning the climb. Values of time, distance, fuel
used, rate of climb, and recommended climb speeds
may be obtained for a climb to all altitudes up to the
cruise ceiling.
DEFINITIONS OF TERMS.
CLIMB SPEED.
Climb speed is the recommended speed schedule upon
which the performance in this Part is based. Climb
speed schedules for the respective number of engines
operating are as follows:
Four engines: 250 KCAS below 10,000 feet, 280
KCAS to 27,000 feet and Mach 0.70 above that
altitude.
Three engines: 250 KCAS below 10,000 feet, 260
KCAS to 26,800 feet and Mach 0.65 above that
altitude.
AIRSPEED.
The speed at which maximum rate of climb is obtained
will vary with altitude due to the variation of aircraft
drag and engine thrust. However, it is felt that a climb
procedure during which airspeed is constantly
changing is impractical. Therefore, the recommended
climb speed presented in this Part was selected as the
best single calibrated airspeed at low altitudes and
best single Mach number at high altitudes for the
overall climb operation. If the results shown in the
various climb plots are to be achieved, the speed should
be maintained within 5 knots. When climbing at
the constant Mach number condition, the resulting
rate of climb is near maximum. Speeds should be
maintained within 0.01 Mach number.
ENGINE BLEED AIR.
Two engines: 220 KCAS below 16,300 and Mach

= 0.45 above that altitude.
Operation of air conditioning units and pressurization

requires no adjustment of the data in this Part since
all performance is computed on the basis of the air
conditioning operative. The effects on performance
of operating systems requiring bleed air are shown
on the applicable charts.
CRUISE CEILING.
CHARTS.
Cruise ceiling is the altitude at which the aircraft for

a given gross weight and ambient temperature will
climb at 300 feet per minute with normal rated thrust
at climb speed.
CLIMB PERFORMANCE.
CRUISE CLIMB ALTITUDE.
Sea Level To Altitude Climb. To determine the time,

distance, and fuel required to climb from sea level
to an altitude, enter the gross weight scale and
follow (parallel) the gross weight guidelines up to
the applicable pressure altitude. The guidelines
account for the change in weight during the climb
due to fuel burnoff. Read across the applicable scale
and apply the temperature deviation from standard
day to the baseline then exit the chart with the
determined value.
The cruise climb altitude is the altitude at which the

aircraft, for a given gross weight, will achieve the
maximum value of nautical miles traveled for each
pound of fuel consumed.
PERFORMANCE CEILING.
Performance ceiling is the altitude where the aircraft
will climb at 400 feet per minute with normal climb
power set.
FACTORS AFFECTING CLIMB PERFORMANCE.

TEMPERATURE.
The effect of changes in OAT are accounted for on
each chart by means of correction grids.
4-2
Data are shown for rate of climb, climb distance, fuel,

and time over a wide temperature range.
Altitude To Altitude Climb. To determine the time,

distance and fuel required to climb from a starting
altitude other than sea level, to the final altitude,
enter the gross weight scale and read vertically to
the initial altitude. Determine the value of this
parameter using the previously described method. Next,
from the point on the chart representing the initial
gross weight and altitude, follow (parallel) the gross
weight guidelines up to the final altitude. Determine
TO 1C-141B-1-1
the value of this plot in the same manner as the others.

Subtract the initial value from the final value to
determine the actual value for the climb.
PERFORMANCE CEILINGS.
Figure 4-11 defines the ceiling for normal rated thrust.
ENGINE THRUST SETTING DURING CLIMB.
Thrust Settings (EPR) for climb are determined during
the climb based on total temperature readings during
the climb. The first power reduction after take off for
climb power may be 92% of N1 RPM, until an NRT

setting can be obtained from the flight engineer. Prior
to passing 10,000 feet above the runway altitude, check
the total temperature and compute a climb EPR setting.
EPR settings should be recomputed periodically during
the climb to insure that proper thrust settings are
maintained during the climb. EPR settings are determined
from figure 4-2. Enter the chart with indicated total
temperature and proceed to the pressure altitude curve
or horizontal lines whichever is encountered first. Read
EPR to the left of this intersection. Normally, climb is
conducted using Normal Rated Thrust. MRT settings
are determined from figure 4-4.
4-3
TO 1C-141B-1-1
TEMP/MACH/AIRSPEED
CONVERSIONS (E)
TRUE OUTSIDE AIR TEMP

MACH NUMBER
IND
OAT
.70
.71
.72
.73
.74
.75
.76
.77
.78
.79
+10
+8
+6
+4
+2
+0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20
-22
-24
-26
-28
-30
-32
-34
-36
-38
-40
-15
-17
-19
-21
-23
-24
-26
-28
-30
-32
-34
-35
-37
-39
-41
-43
-44
-46
-48
-50
-51
-53
-55
-57
-59
-61
-16
-18
-19
-22
-23
-25
-26
-28
-31
-32
-34
-36
-37
-39
-41
-43
-45
-47
-49
-50
-52
-54
-56
-58
-60
-62
-17
-18
-20
-23
-24
-26
-27
-29
-31
-33
-35
-37
-38
-40
-42
-44
-46
-47
-49
-51
-52
-55
-57
-58
-60
-62
-18
-19
-21
-23
-24
-26
-28
-30
-32
-33
-35
-37
-39
-41
-43
-44
-46
-48
-50
-52
-53
-55
-57
-59
-61
-63
-19
-20
-21
-23
-25
-27
-29
-31
-32
-34
-35
-38
-39
-41
-44
-45
-47
-48
-50
-52
-54
-56
-58
-60
-62
-63
-19
-20
-22
-24
-25
-27
-29
-31
-33
-35
-36
-38
-40
-42
-44
-46
-47
-49
-51
-53
-54
-57
-58
-60
-62
-64
-20
-21
-23
-25
-26
-28
-30
-31
-34
-35
-37
-39
-41
-43
-45
-46
-48
-50
-52
-53
-55
-57
-59
-61
-63
-65
-21
-22
-24
-25
-27
-29
-31
-32
-34
-36
-37
-40
-42
-43
-45
-47
-48
-50
-52
-54
-56
-57
-60
-61
-63
-65
-21
-22
-24
-26
-28
-30
-31
-33
-35
-37
-38
-40
-42
-44
-46
-47
-49
-51
-53
-54
-56
-58
-60
-62
-64
-66
-21
-23
-25
-27
-29
-30
-32
-34
-36
-37
-39
-41
-43
-45
-46
-48
-50
-52
-53
-55
-57
-59
-61
-63
-65
-66
MACH
KCAS CONVERSION
M A C H
ALT
27.0
28.0
29.0
30.0
31.0
32.0
33.0
34.0
35.0
36.0
37.0
38.0
39.0
40.0
41.0
0.68
272
266
261
255
249
244
239
234
228
223
218
213
208
202
198
0.69
276
271
265
259
253
248
242
237
232
227
222
217
211
206
201
0.70
280
275
269
263
257
252
246
241
235
230
225
220
214
208
204
0.71
284
279
273
268
261
256
249
244
238
234
228
223
217
212
207
0.72
289
283
277
271
265
259
253
248
243
238
232
227
221
215
211
0.73
293
288
281
275
269
263
257
252
246
241
235
230
224
219
214
0.74
297
292
285
279
273
267
261
255
249
244
238
233
227
222
217
0.75
302
296
289
284
277
271
265
259
253
248
242
237
231
228
220
0.76
306
300
294
288
281
275
269
263
257
252
246
241
234
228
223
0.77
311
305
298
292
285
279
273
267
261
256
250
244
238
232
227
C
50
49
48
47
46
45
44
43
42
41
40
39
38
37
36
35
F
122
120
118
117
115
113
111
109
108
106
104
102
100
99
97
95
Figure 4-1.
4-4
PRESSURE ALT
STANDARD TEMP
21,000
23,000
25,000
27,000
29,000
31,000
33,000
35,000
37,000 & up
TEMPERATURE CONVERSION C
C
34
33
32
31
30
29
28
27
26
25
24
23
22
21
20
19
F
7
5
3
1
0
-2
-4
-6
-8
-9
-11
-13
-15
-17
-18
-20
F
93
91
90
88
86
84
82
81
79
77
75
73
72
70
68
66
C
18
17
16
15
14
13
12
11
10
9
8
7
6
5
4
3
F
64
63
61
59
57
55
54
52
50
48
46
45
43
41
39
37
C
2
1
0
-1
-2
-3
-4
-5
-6
-7
-8
-9
-10
-11
-12
-13
F
36
34
32
30
28
27
25
23
21
19
18
16
14
12
10
9
C
-14
-15
-16
-17
-18
-19
-20
-21
-22
-23
-24
-25
-26
-27
-28
-29
-26.6
-30.6
-34.5
-38.5
-42.5
-46.4
-50.4
-54.3
-56.5
C
-30
-31
-32
-33
-34
-35
-36
-37
-38
-39
-40
-41
-42
-43
-44
-45
F
-22
-24
-26
-27
-29
-31
-33
-35
-36
-38
-40
-42
-44
-45
-47
-49
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
NORMAL RATED THRUST

EPR SETTING
DATE: AUGUST 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
NOTE
Pressure Altitude
2.2
Below 20,000 ft
2.1
3
2
2.0
Engine anti-ice
Wing anti-ice
0.04
0.04
0.04
0.06
Air conditioning
and pressurization
for 3 engine operation
0.01
0.03
1
PRESS. ALT 1,000 FT
SL
1.9
20,000 ft & above
PRESS. ALT 1,000 FT
SL
20
30
40
1.8
1.7
1.6
1.5
1.4
1.3
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
INDICATED TOTAL TEMPERATURE - C
Figure 4-2.
4-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
LOW SPEED COMPRESSOR
DATE: AUGUST 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NORMAL RATED THRUST
NOTE
This may be used for any
inflight thrust setting.
104
MAXIMUM N1
102
100
RA
TU
M
PE
96
40
30
TO
TA
L
TE
94
CA
TE
92
-10
-20
-30
DI
90
20
10
0
IN
LOW SPEED COMPRESSOR RPM - PERCENT N1
RE
- C
98
88
-40
-50
86
84
82
80
78
76
74
72
1.2
1.3
1.4
1.5
1.6
1.7
1.8
IN FLIGHT EPR
Figure 4-3.
4-6
1.9
2.0
2.1
2.2
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MILTARY RATED THRUST

EPR SETTING
DATE: AUGUST 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
REMARKS:
Pressure Altitude
20,000 ft
Above
and below
20,000 ft
0.061
0.061
0.023
0.043
4 engine operation
Wing anti-ice on
3 engine operation
Wing anti-ice on
4 & 3 engine operation
Engine anti-ice on
2.2
0.067
0.067
0.045
0.062
4,000 FT
2.1
3,000 FT
2,000 FT
2.0
PRESS. ALT
SEA LEVEL
20,000 FT
40,000 FT
45,000 FT
1,000 FT
SEA LEVEL
1.9
1.8
1.7
1.6
1.5
1.4
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
Figure 4-4.
4-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE CLIMB - RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
4 ENGINES
NRT
200
PERFORMANCE CEILING
CRUISE CLIMB ALTITUDE
G
EILIN
EC
S
I
U
R
YC
ALT STD DA
.
S
S
PRE000 FT
-1,
180
47
49
160
1. Climb speed:
250 KCAS below
10,000 feet,
280 KCAS to
27,000 feet,
above 27,000 feet,
Mach = 0.70.
2. If anti-ice is used,
increase climb range
7 percent for wing
and 6 percent for
engine.
3. Clean configuration.
39
41
120
33
35
37
100
29
31
80
27
25
60
20
40
15
20
10
5
345
0
160
180
200
220
240 260
280
300
320
340
-20
10
20
Figure 4-5.
4-8
-10
CLIMB RANGE - NAUTICAL MILES
43
45
140
NOTE
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE CLIMB - FUEL
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
4 ENGINES
NRT
NOTE
1. Climb speed: 250 KCAS below 10,000 feet, 280 KCAS to 27,000 feet, above 27,000 feet,
Mach = 0.70.
2. If anti-ice is used, increase climb fuel 5 percent for wing and 3 percent for engine.
12
PERFORMANCE CEILING
11
ILIN
UIS
9
8
7
4
4 7
43 5
41
LT
.AT
S
ES 0 F
PR ,00
1
49
ST
39 7
3 5
3 3
3 1
3 9
2
27
25
5
4
20
FUEL TO CLIMB - 1,000 POUNDS
C
AY
DD
10
E
EC
15
2
10
1
160
180
345
200
220
240
260
280
300
320
340
-20
-10
0
10
20
Figure 4-6.
4-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE CLIMB - TIME
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
4 ENGINES
NRT
NOTE
1. Climb speed: 250 KCAS below 10,000 feet, 280 KCAS to 27,000 feet, above 27,000 feet,
Mach = 0.70.
2. If anti-ice is used, increase climb time 6 percent for wing and 5 percent for engine.
32
PERFORMANCE CEILING
30
EILIN
EC
RUIS
LT
. AFT
S
ES 0
PR ,00
-1
28
AY C
TD D
49
26
47
24
43
20
39
41
18
37
16
35
33
31
14
12
29
27
25
10
8
20
15
4
10
345
2
5
160
180
200 220 240

260 280 300
Figure 4-7.
4-10
320
340
-20
-10
0
10
20
TIME TO CLIMB - MINUTES
45
22
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB - RANGE

3 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NRT
220
NOTE
STD DAY CRUISE CEILING
41
200
39
180
ST
+
37
160
1. Climb speed, 250 KCAS

below 10,000 feet,
260 KCAS to 26,800 feet,
above 26,800 feet,
Mach = 0.65.
2. If anti-ice is used,
increase climb range
9 percent for wing
and 7 percent for
engine.
10
E
31
LIN
EI
33
29
120
+2
27
STD
EC
UIS
CR
25
0C
100
ING
EIL
80
IS
RU
35
C
140
20
60
15
40
10
20
5
LTPRESS. A
T
F
1,000
160 180 200
220 240
260
280 300
345
320 340
-20
-10
0
+10 +20
Figure 4-8.
4-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE CLIMB FUEL
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NRT
3 ENGINES
12
NOTE
11
1. Climb speed: 250 KCAS

below 10,000 feet, 260 KCAS
to 26,800 feet, above
26,800 feet, Mach = 0.65.
2. If anti-ice is used, increase
climb fuel by 8 percent
for wing and 4 percent
for engine.
NG
10
ILI
STD
+1
CE
0C
CR
UI
SE
UIS
EC
CR
EIL
DA
Y
ING
41
ST
C
3
31 3
ISE
35
RU
37
39
20
27
29
IN
EIL
25
20
15
10
5
ALT
SS.
PRE 00 FT
-1,0
345
160 180 200 220 240 260 280 300 320 340 -20 -10
10
Figure 4-9.
4-12
0
20
ST
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB - TIME
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
NRT
1. Climb speed: 250 KCAS

2. If anti-ice is used, increase
below 10,000 feet, 260 KCAS
climb time 10 percent for
to 26,800 feet, above 26,800
wing and 7 percent for engine.
feet, Mach = 0.65.
NOTE
38
36
NG
UISE CEILI
STD DAY CR
34
41
32
STD
30
+1
39
0C
CR
28
UIS
EC
37
EIL
IN
24
ST
35
26
20
ISE
RU
31
22
20
LIN
EI
29
18
27
25
16
33
14
20
12
10
15
8
6
10
ALT
SS.
PRE 00 FT
-1,0
160
180
200 220
240 260 280
300
320
340
345
0
0
-20
10
-10
20
Figure 4-10.
4-13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
PERFORMANCE CEILINGS
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
NRT
NOTE
2. Rate of climb based on climb
speed schedule.
52
US
PL
48
MIN
US
50
46
PRESSUE ALTITUDE - 1,000 FEET
44
RATE OF CLIMB - FPM
0 ABSOLUTE CEILING
100 SERVICE CEILING
200
300 CRUISE CEILING
42
400 PERFORMANCE CEILING

500
40
38
36
34
32
30
20 10
0
TEMP DEV
FROM STD - C
170
190
210
230
250
270
Figure 4-11.
4-14
290
310
330
350
TO 1C-141B-1-1
PART 5.
RANGE
TABLE OF CONTENTS
Paragraph
Page
Range Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-4
Conditions Affecting Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-5
Description of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-6
Optimum Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-7
LIST OF CHARTS
Figure
Title
Page
5-1
Optimum Step Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-11
5-2
Effect of Flying Off Speed on Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-12
5-3
Effect of Flying Off Altitude on Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-12
5-4
Effect of Wind on Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-12
5-5
Effect of C.G. on Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-12
5-6
Specific Range - 4 Engines, Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-13
5-6A
Specific Range - 4 Engines, 5,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-14
5-6B
Specific Range - 4 Engines, 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-15
5-6C
5-16
5-6D
5-17
5-6E
5-18
5-6F
5-19
5-6G
Specific Range - 4 Engines, 29,000 Feet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-20
5-6H
5-21
5-6J
5-22
5-6K
5-23
5-1
TO 1C-141B-1-1

Figure
Title
Page
5-6L
5-24
5-6M
5-25
5-6N
5-26
5-7
5-27
5-7A
Specific Range - 3 Engines, 5,000 feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-28
5-7B
5-29
5-7C
5-30
5-7D
5-31
5-7E
5-32
5-7F
5-33
5-7G
5-34
5-7H
5-35
5-7J
5-36
5-7K
5-37
5-7L
5-38
5-8
5-39
5-8A
Specific Range - 2 Engines, 5,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-40
5-8B
Specific Range - 2 Engines 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-41
5-8C
5-42
5-8D
5-43
5-8E
5-44
5-8F
5-45
5-8G
5-46
5-8H
5-47
5-9
Fuel Flow - 4 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-48
5-2
TO 1C-141B-1-1

Figure
Title
Page
5-10
Generalized Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-50
5-11
Range Summary - 4 Engines, 99 Percent Max Range, Speed,

Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-52
5-11A Range Summary - 4 Engines, 99 Percent Max Range,

Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-53
5-12
Long Range Prediction - Time - 4 Engines, 99 Percent Max Range . . . . . . . . . . . . . . . . . . . . . . . .
5-54
5-13
Optimum Step Climb-Range - 4 Engines, Mach = 0.74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-55
5-13A Optimum Step Climb-Time - 4 Engines, Mach = 0.74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-56
5-13B Optimum Step Climb-Range - 4 Engines, Mach = 0.767 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-57
5-13C Optimum Step Climb-Time - 4 Engines, Mach = 0.767 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-58
5-14
Long Range Prediction - Time - 3 Engines, 99 Percent Max Range . . . . . . . . . . . . . . . . . . . . . . . .
5-59
5-15
Range Summary - 3 Engines, 99 Percent Max Range,

Speed, Altitude, and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-60

5-61
5-16

Speed, Altitude, and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-62

5-63
5-17
5-64
Cruise Climb EPR Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-3
TO 1C-141B-1-1
This Part includes performance charts necessary for

range planning.
RANGE CONTROL.
ALTITUDE.
Normally planned flight above an altitude of 41,000
feet is not recommended. When necessary (i.e., weather
avoidance, maximum ferry range), operation above
41,000 feet is permissible.
OPTIMUM STEP CLIMB.

An optimum step climb flight profile presents a
compromise between cruise at a constant altitude, and
a cruise climb profile. It is predicated on flight at a
constant Mach number and periodic changes in
altitude, as required, to effect optimum performance.
Optimum step climb may be conducted at 99%
maximum range airspeed, Mach 0.74 or Mach 0.767.
In the step climb cruise, Mach 0.74 approaches the
best fuel economy obtainable using 99% of maximum
range airspeed.
NOTE
Do not exceed the 300 foot/minute cruise
ceiling.
CRUISE CLIMB.
The C-141s maximum range is obtained by flying a
cruise climb profile. A cruise climb flight profile is a
flight condition that allows the aircraft to gain altitude
as its weight decreases due to the consumption of
fuel. Altitude and airspeed will vary continuously
throughout the flight (see figure 5-1). A cruise climb
flight profile provides the maximum value of nautical
miles traveled for each pound of fuel used and is
also referred to as flying 99% maximum range. Flying
a cruise climb profile is not common due to the
frequent altitude and speed changes required and
conflicts with ATC controlled airspace. The cruise
climb altitude for four-engine operation is
approximately 1,500 feet below the 300 FPM cruise
ceiling. Cruise climb information is derived from the
Range Summary charts.
Three/Two-Engine Cruise Climb.
Three-engine cruise climb is based on airspeeds and
altitudes that give 99% of maximum possible range.
The cruise speed and altitude are limited by 300 feet/
minute cruise ceiling at NRT power for standard day
and greater temperatures. Less than NRT power will
be required for the cruise climb altitude and speed
when temperatures are less than standard day.
Two-engine cruise climb profile is similar to the
three-engine profile. Both the three and two-engine range
summary charts assume the most critical engine out
configurations. An outboard engine loss is assumed for
three-engine conditions and the loss of two engines on
one side is assumed for the two-engine condition. Less
critical engine losses will yield slightly longer ranges.
5-4
Optimum step climb cruise shall be initiated at a flight

level altitude consistent with the direction of flight
as close as possible to the 300 foot/minute cruise
ceiling. Then as the aircrafts weight changes due to
fuel consumption, subsequent climbs are initiated to
bring the aircraft back up to its new 300 foot/minute
cruise ceiling. Subsequent climbs are normally initiated
as soon as the gross weight decreases to a value that
allows a step climb of 4,000 feet to the next flight
level altitude without exceeding the 300 foot/minute
cruise ceiling. This process is repeated throughout
the flight until it is time to descend for landing.
Three/Two-Engine Step Climb.
Three engine step climb is based on the initial three
engine cruise ceiling and speed established for a
three-engine cruise climb profile. The aircraft is then
flown at a constant altitude until the weight decreases
to a point that places the aircraft 2,000 feet below
the three engine cruise ceiling altitude. A climb is
then initiated back to the cruise ceiling where the
procedure is repeated until descent for landing is
initiated. Two-engine step climb profile is similar to
the three-engine profile.
CONSTANT ALTITUDE.
Constant altitude cruise produces the least efficient
fuel usage flight profile. However, there are ways to
improve fuel usage even in this flight condition.
Establishing the optimum speed schedule early in the
flight is essential to save as much fuel, and therefore,
gain as much range as possible out of the available
fuel, when the aircraft is held down to low altitudes
because of mission requirements or aircraft/ATC
restrictions. Initially climbing to the highest available
recommended altitude, flying and maintaining
recommended airspeeds, or flying 99% maximum
specific range profiles will all save fuel compared to
TO 1C-141B-1-1
high speed low altitude flight. Establishing FSAS or

FMS computed and autopilot and autothrottle aided
economy flight profiles produce the best possible
(100% maximum specific range) when held to constant
altitude flight.
MAXIMUM ENDURANCE.
Maximum endurance lines on the Specific Range
charts provide a method of determining the minimum
fuel flow and a corresponding speed at a specific altitude.
Flying at maximum endurance can result in speed
changes without apparent power changes. Increasing
airspeed 10 knots above the charted maximum
endurance speed will help stabilize airspeed with a
negligible effect on endurance.
CONDITIONS AFFECTING RANGE.

ENGINE OPERATION.
The loss of an engine (or more) has an obvious
detrimental impact of the aircrafts range. In some cases
a descent (driftdown) to a lower altitude is required
because the aircraft is now above the three-engine cruise
ceiling or the available thrust on the remaining engines
is not sufficient to maintain the current altitude.
However, it is possible to realize a greater range on
three engines when flying in a cruise climb or step
climb profile than when flying with four engines and
confined to a lower constant altitude flight profile.
OUTSIDE AIR TEMPERATURE.
Temperature deviations from the ICAO standard day
have no effect on range when less than normal rated
thrust is required. However, cruise time and fuel flow
will be modified slightly because true airspeed and
engine specific fuel consumption vary with temperature
at a given Mach number. These relationships are true
whether flying a cruise climb profile or cruising at a
constant altitude. For constant altitude cruise at normal
rated thrust, an increase in temperature reduces the
maximum allowable weight and Mach number that can
be flown at that altitude.
For a given Mach number, temperature has no effect
on nautical miles per pound of fuel since the temperature
effect on fuel flow and on true airspeed just offset each
other. The effect of temperature on cruise range, altitude
and miles per pound is shown in curves of specified
temperature deviation from the ICAO standard day. Fuel
flow data are plotted as a function of OAT.
AIR CONDITIONING AND PRESSURIZATION

SYSTEMS.
Operation of air conditioning and pressurization systems
do not require adjustment of the data in this section
(part 5) since all performance is computed based on
their use.
BLEED AIR.
Bleed air usage has an effect on the aircrafts range as
shown below:
1. Wing anti-ice operation increases fuel flow and
decreases range by approximately 4.5%.
2. Engine anti-ice operation increases fuel flow and
decreases range by approximately 4.5%.
3. The effect of a fuel heat valve or ejector valve
being stuck open has a negligible impact on range.
PARASITIC DRAG AND AIRCRAFT CONFIGURATION.
The age of the aircraft, condition of the exterior
surfaces, rigging of flight controls, accuracy of fuel
and cargo weights, as well as the aircrafts center of
gravity will all play a factor in the range the aircraft
can attain. Part 11, Abnormal Configuration section
contains charts to determine the effect on fuel and range
of non-standard configured aircraft. For incidents where
the aircrew does not believe the aircraft is performing
to normal fuel or range expectations, a delta fuel flow
factor may be computed to aid in range determination.
The following example may aid the aircrew in
determining a delta weight factor to be applied to the
performance charts:
EXAMPLE:
Level off (or cruise No. 1):
Level off gross weight (or cruise No. 1) = 308,000 lbs.
Standard Day Conditions
Altitude = 33,000
Mach = 0.74
NM/1,000 lbs. = 29.9
Target EPR = 1.83
OAT = - 50C
TAS = 427 Knots
Predicted Fuel Flow = 14,500 lbs./hr
For this example problem use actual fuel used =
14,800 lbs./hr
5-5
TO 1C-141B-1-1
Compare the predicted fuel flow (14,500) to the actual

fuel used (14,800) as indicated on the aircraft fuel
gages. (Read the fuel gauges at their high side reading
for analog instruments for the most accurate reading.
The net difference ( Fuel Flow) indicates that the aircraft
is currently using 300 lbs./hr more than predicted.
Cruise 2:
308,000 - 14,800 = 293,300 - Actual gross
weight at the start of cruise 2
Standard day conditions
Mach 0.74
NM/1,000 lbs. = 31.1
Target EPR = 1.79
TAS = 427 Knots
Predicted Fuel Flow = 13,800 lbs./hr
For this example problem use actual fuel flow
= 14,100 lbs./hr
14,100 - 13,800 = 300 lbs./hr Fuel Flow
If the difference between actual and predicted
continues to exist, the Fuel Flow should be applied
to aircraft range average gross weight fuel flow
performance numbers to get a better range estimate
of the aircrafts actual performance.
During the second cruise - cruise data computations, add
300 lbs./hr Fuel Flow to the Cruise Data section of the
performance data worksheet to more accurately determine
the aircrafts computed endurance.
Recheck actual and predicted fuel flows every hour for
any additional adverse trends or changes in the Fuel Flow.
DESCRIPTION OF CHARTS.
CRUISE CLIMB.
Two methods of determining a cruise climb flight
profile are provided. The first method describes
climbing to a normal level off altitude and then
establishing a cruise climb profile later in the flight.
The second method describes climbing after take-off
straight into a cruise climb profile.
The following conditions apply to both examples:
152.0 = Operating Weight
60.0 = Cargo Weight
113.0 = Fuel
+5.0 = Temp Deviation
35.0 = Flight Level
55.0 = Fuel Required Overhead
5-6
Cruise Climb Flight Profile Method 1.

An initial climb to an initial level off altitude (300
foot/minute cruise ceiling) is made using the normal
climb speed schedule and with NRT power set.
Transition to a normal cruise using the appropriate
cruise target EPR and speeds for the cruise profile
being flown. (See step 1.) To do this, the following
computations must be made:
1. Determine the initial 300 foot/minute cruise
ceiling/initial level off altitude, target EPR, and speed.
EXAMPLE:
312.0
35.0
1.93
0.74 M
=
=
=
=
End climb GW
300 FPM Cruise Ceiling
Target EPR (Specific Range Chart)
Speed
During the initial cruise, the aircrafts weight will

decrease (but the altitude will be held constant) until
it intersects the cruise climb altitude. Since the aircraft
is maintaining a constant altitude, we use an estimated
gross weight to determine a point to start the cruise
climb profile. (See step 2.) At the point where the
aircrafts gross weight intersects the cruise climb
altitude, set cruise climb EPR (See step 3) and
establish approximately a 16 - 17 foot/minute rate
of climb (1,000 foot/hour). Adjustments to this EPR
setting may be necessary to establish the proper
rate-of-climb and speed. Mach will remain relatively
constant and should be the baseline for the referenced
speed profile while the airspeed will change as altitude
changes. Once the EPR is adjusted to capture the
speed, the aircraft should be established on the cruise
climb flight profile.
2. Use figure 5-11 to determine the aircraft gross
weight at 35,000 feet and the cruise climb speed.
EXAMPLE:
35,000 @ +5 Temp Dev = 290.0 lbs. GW
0.74 Mach = Cruise Climb Speed
3. Determine cruise climb EPR for establishing the
cruise climb profile from figure 5-17. This will require
continuous adjustment throughout the cruise to
maintain rate-of-climb and airspeed.
EXAMPLE:
290.0 =
1.80 =
Begin Cruise Climb GW

Cruise Climb EPR
TO 1C-141B-1-1
NOTE
Continuous computations and adjustments must
be made to altitude, speed and EPR as the
aircrafts weight and atmospheric conditions
change to maintain the cruise climb profile.
Cruise Climb Flight Profile Method 2.
The initial climb (or a subsequent climb to establish a
cruise climb profile) is made using the normal climb
speed schedule and with NRT power set. However, the
climb profile is modified toward the end to intercept
the cruise climb altitude and transition to the cruise
climb profile approximately 1,500 feet below the 300
foot/minute cruise ceiling altitude. To do this, the
following computations must be made:
1. Determine End Climb Weight from figure 4-6 by
entering with brake release GW and follow the burn
line to the cruise climb altitude line. Apply temp
deviation to find fuel used in the climb.
EXAMPLE:
323.6 =
-11.2 =
312.4 =
Brake Release GW (BRGW)

Fuel burned during climb
End climb GW
2. Use the end climb GW to find cruise climb altitude

and Mach from figure 5-11. This will require continuous
adjustment throughout the climb to accurately capture
the cruise climb altitude.
EXAMPLE:
312.4
33.4
0.74
260
maintain proper altitude and speed. Mach will remain

relatively constant and should be the baseline for the
referenced speed profile while the airspeed will change
as altitude changes. Once the EPR is adjusted to capture
the speed the aircraft should be established on the cruise
climb flight profile.
NOTE
Continuous computations and adjustments must
be made to altitude, speed and EPR as the
aircrafts weight and atmospheric conditions
change to maintain the cruise climb profile.
Cruise Climb Time and Range.
After the cruise climb profile is established, time and
range computations are performed using the Range
Summary charts for four (figure 5-11A and 5-12), three
(figure 5-15 and 5-15A), or two (figure 5-16 and 5-16A)
engines as follows:
1. Time is computed by first determining the aircrafts
average gross weight and using this average gross weight
to obtain the average fuel flow from figure 5-11. Divide
the fuel for the period by this computed average fuel
flow to compute the time.
2. Range is computed from figure 5-11A using the
beginning and ending gross weight in the Cruise Climb
Range line or by using the average gross weight in
the Cruise Climb NM/1,000 LB Fuel line.
Three And Two-Engine Cruise Climb.
=
=
=
=
End climb GW
Altitude
Mach
KCAS
3. End climb GW is also used to determine Cruise

Climb EPR from figure 5-17. This will require continuous
adjustment throughout the cruise to maintain the proper
rate-of-climb and airspeed.
EXAMPLE:
312.4 =
1.80 =
End climb GW
Cruise Climb EPR
Once the aircraft intercepts the cruise climb altitude,

set cruise climb EPR and establish approximately a
16 17 foot/minute rate of climb (1,000 foot/hour).
Adjustments to this EPR setting may be necessary to
Three and two-engine cruise climb is performed in the

same manner using the appropriate range summary charts.
Figures 5-2, 5-3, 5-4, and 5-5 are provided to show the
effects of flying off altitude, and airspeed and also to
show the effect of winds and CG on the range summary
charts. Figures 5-2 and 5-3 graphically illustrate the
detrimental effects on 99% maximum range of deviating
from the recommended speed or altitude schedule. All
of the data on the range summary charts are depicted
for a CG of 25%. Figure 5-5 shows the effect on 99%
maximum range for CG locations other than 25%.
OPTIMUM STEP CLIMB.

Optimum step climb is performed using the Optimum
Step Climb charts for Mach 0.74 (figures 5-13 and
5-13A), or for Mach 0.767 (figures 5-13B and 5-13C)
as follows:
5-7
TO 1C-141B-1-1
1. Target EPR is obtained from the appropriate

specific range chart for the altitude closest to, but
below, the 300 foot/minute cruise ceiling altitude as
determined from figure 4-11. Use the aircrafts begining
gross weight.
2. Time is computed by first determining the ending
gross weight. Ending gross weight is zero fuel weight
plus the Begin Descent Point (BDP) fuel (or ZFW
plus the Air Refueling Control Point [ARCP] fuel).
The appropriate Optimum Step Climb - Time
chart(figures 5-13A and 5-13C) for the flown Mach
is then entered with both the beginning and ending
gross weights and are corrected for temperature at
the bottom of the chart. Subtract the two to determine
the step climb time remaining until the BDP/ARCP
fuel is reached.
3. Range is computed by entering the appropriate
Optimum Step Climb - Range chart (figures 5-13
and 5-13B) for the Mach being flown and is entered
with both the beginning and ending gross weights.
Both values are corrected for temperature at the bottom
of the chart. Subract the two values to determine the
step climb range remaining until the BDP/ARCP fuel
is reached.
Three And Two-Engine Step Climb.
Three and two-engine step climb information is derived
using the Range Summary charts for three (figures 5-15
and 5-15A) or two-engines (figures 5-16 and 5-16A).
Computations are the same as those used to determine
three-engine cruise climb information. However, after
the data is extrapolated from the chart, correction factors
for step climb (as listed on the top of the charts) are
applied. The fuel required for a given range while flying
step climb under these circumstances increases by four
percent above that used for a cruise climb profile on
three-engines and seven percent for two-engines.
CONSTANT ALTITUDE.
Charts of nautical miles per 1,000 pounds (NM/1,000)
of fuel for four, three and two-engine configurations
are shown versus Mach number over a range of gross
weights and encompass a wide range of altitudes. (See
figures 5-6 through 5-8H.) When computing data for
altitudes not covered by the charts provided, interpolate
between the provided altitude charts. Lines of constant
EPR are shown on each of the specific range charts.
These lines provide a simple means of obtaining the
target thrust settings for steady state level cruise.
the charts will help compute data to fly at 99% of

maximum range when the aircraft is restricted to a
specific constant altitude. To obtain this 99%
maximum specific range at a constant altitude, the
speed profile flown must lay along the 99% maximum
specific range line and decrease as the aircrafts weight
decreases. However, the charts can provide data for
any speed listed in its gross weight and altitude range.
The following examples are provided to explain the
range of options available through these charts:
99% MAXIMUM SPECIFIC RANGE.
Conditions:
152.0
60.0
100.0
312.0
55.0
45.0
267.0
289.5
+ 5C
- 49C
35.0
=
=
=
=
=
=
=
=
=
=
=
Operating Weight
Cargo Weight
Fuel on Board
Beginning GW
Fuel Required Overhead
Fuel for the period
Ending GW
Average GW
Temp Deviation
OAT
Flight Level
1. Begin computing 99% maximum specific range

data by entering the specific range chart (figure 5-6K)
with first the aircrafts beginning GW and intersect
the 99% maximum specific range line to determine
initial Mach and target EPR.
EXAMPLE:
312.0 @ 99% line = 1.94 (Target EPR) and 0.746
(Initial Mach)
2. Enter the chart with the aircrafts average gross
weight for the period and intersect the 99% maximum
specific range line to determine the aircrafts average
Mach and average NM/1,000.
EXAMPLE:
289.5 @ 99% line = 0.738 (Avg. Mach) and
32.2 (Avg. NM/1,000)
3. At this time we can compute a range based on
the 32.2 Avg. NM/1,000 by multiplying it by the
fuel for the period:
EXAMPLE:
The specific range charts are designed to provide data

up to 99% of maximum specific range. In other words,
5-8
32.2 x 45.0 = 1,449 NM
TO 1C-141B-1-1
4. Enter figure 5-9 (Sheet 1 of 2) with the average

Mach computed in the previous example and intersect
the OAT line at - 49 C and determine the TAS:
average gross weight for the period and intersect the

constant Mach of 0.70 to determine the aircrafts
average NM/1,000 and target EPR.
EXAMPLE:
EXAMPLE:
0.738 @ - 49C = 427 TAS

5. Enter figure 5-9 (Sheet 2 of 2) with 427 TAS and
interpolate for the 32.2 average NM/1,000 line to
determine the average fuel flow.
289.5 @ 0.70 = 1.83 (Target EPR) and 32.5 (Avg.

NM/1,000)
2. At this time we can compute a range based on
the 32.5 Avg. NM/1,000 by multiplying it by the fuel
for the period.
EXAMPLE:
427 TAS @ 32.2 Avg. NM/1,000 = 13,300 lbs.
6. Divide the fuel for the period of 45,000 lbs. by
the average fuel flow of 13,300 to determine the time
to consume 45,000 lbs. of fuel.
EXAMPLE:
45,000 13,300 = 3.38 hours or 3 hrs and 23
min.
7. As a side note, the TAS computed in example 4
can be multiplied by the time in example 6 to determine
a range.
EXAMPLE:
32.5 x 45.0 = 1,462 NM

3. Enter figure 5-9(Sheet 1 of 2) with the average
(constant 0.70) Mach and intersect the OAT line at 49C and determine the TAS:
EXAMPLE:
0.70 @ - 49 C = 404 TAS
4. Enter figure 5-9(Sheet 2 of 2) with 404 TAS and
interpolate for the 32.5 average NM/1,000 line to
determine the average fuel flow.
EXAMPLE:
427 x 3.38 = 1,443 NM

CONSTANT MACH CRUISE.
Conditions:
152.0
60.0
100.0
312.0
55.0
45.0
267.0
289.5
+ 5C
-49C
35.0
0.70
EXAMPLE:
=
=
=
=
=
=
=
=
=
=
=
=
Operating Weight
Cargo Weight
Fuel on Board
Beginning GW
Fuel Required Overhead/BDP/ARCP
Fuel for the period
Ending GW
Average GW
Temp Deviation
OAT
Flight Level
Mach
1. Begin computing specific range data by entering

the specific range chart (figure 5-6K) with the aircrafts
404 TAS @ 32.5 Avg. NM/1,000 = 12,450 lbs.

5. Divide the fuel for the period of 45,000 lbs. by
the average fuel flow of 12,450 to determine the time
to consume 45,000 lbs. of fuel.
EXAMPLE:
45,000 = 12,450 = 3.6 hours or 3 hrs and 37 min.
6. As a side note, the TAS computed in example 3
can be multiplied by the time in example 5 to determine
a range.
EXAMPLE:
404 x 3.6 = 1,454 NM
FUEL FLOW.
A generalized chart of fuel flow is presented. (see figure
5-10.) This chart is applicable for any number of engines
operating.
5-9
TO 1C-141B-1-1
DRIFTDOWN.
Driftdown is a forced descent caused by the loss of
power on one or more engines. Descent will be necessary
when cruising above the cruise ceiling altitude based
upon the condition of the aircraft after the engine
failure. If this condition should arise, the following
procedure should be followed:
1. Determine the proper altitude for the direction
of flight or the closest cruise altitude that ATC will
allow not to exceed the three or two-engine cruise
climb altitude based upon the number of engines
operating.
2. Begin descent and set NRT. Driftdown will be
accomplished using the cruise KCAS being flown prior
5-10
to the engine failure. It will be maintained until the

appropriate altitude is approached, then transition to
cruise airspeed/Mach as required. Continue cruise
utilizing step climb procedures.
NOTE
Descent with NRT power at driftdown airspeed
will have to be modified toward the end of
the descent, so as to continue the descent to
the proposed altitude. If NRT power and
driftdown airspeed are held constant, the
aircraft will stop descending when it reaches
the absolute ceiling. Airspeed may be
increased to three or two-engine cruise speed
and power adjusted to continue the descent
to cruise altitude.
TO 1C-141B-1-1
OPTIMUM STEP CLIMB
ALITITUDE
E
D
INITIAL CLIMB
INITIAL LEVEL OFF
4000 FOOT STEP AT CLIMB SPEED USING NRT
LEVEL OFF
300 FOOT/MINUTE
CRUISE CEILING
CRUISE CLIMB
ALTITUDE
4000 FEET
GROSS WEIGHT
Figure 5-1.
5-11
TO 1C-141B-1-1
EFFECT OF FLYING
OFF ALTITUDE
ON RANGE
EFFECT OF FLYING
OFF SPEED ON RANGE
For ease of airspeed control

in cruise, fly computed KCAS
for the desired Mach.
102
102
100
98
96
94
92
SLOWER
90
88
-.10
FASTER
-.08
0
.02 .04 .06
-.06 -.04 -.02
DEVIATION FROM 99 PERCENT MAXIMUM RANGE
MACH NUMBER
PERCENT OF 99 PERCENT MAXIMUM RANGE
NOTE
100
98
96
94
92
90
BELOW
ABOVE
88
86
-10 -8
-4
-2
0
2
4
6
-6
DEVIATION FROM 99 PERCENT MAXIMUM RANGE
ALTITUDE - 1,000 FEET
Figure 5-2.
Figure 5-3.
EFFECT OF WIND
ON RANGE
EFFECT OF C.G.
ON RANGE
NOTE
130
At altitude below cruise-climb

altitude, effect of C.G. is reduced.
120
PERCENT OF 99 % MAXIMUM RANGE
140
104
110
102
100
90
100
80
70
60
160 120 80
40
0
40
80 120
TAILWIND - KNOTS HEADWIND - KNOTS
Figure 5-4.
5-12
98
96
15
20
25
CG - % MAC
Figure 5-5.
30
35
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
SEA LEVEL
AIR NAUTICAL MILES PER 1,000 POUNDS OF FUEL
24
99% MAXIMUM
SPECIFIC RANGE
20
EPR
1.1
T-
H
G
EI DS
W UN
SS PO
O
0
R 0
16
G ,00
0
1
18
0
20 0
22
2
16
MA
XIM
UM
RECOMMENDED
LIMIT SPEED
40
26
1.2
28
0
30 0
32 0
34
EN
DU
RA
NC
12
0.20
0.30
0.40
TRUE MACH NUMBER
0.50
0.60
Figure 5-6.
5-13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
5,000 FEET
24
EPR
1.1
99% MAXIMUM
SPECIFIC RANGE
20
HT
G
EI DS
W UN
S
S PO 60
1
RO00
0
G ,0
18
1
1.2
00
22
MA
XIM
UM
16
24
26
28
30
32
34
RECOMMENDED
LIMIT SPEED
EN
DU
RA
NC
12
0.20
0.30
0.40
TRUE MACH NUMBER
Figure 5-6A.
5-14
0.50
0.60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
10,000 FEET
28
99% MAXIMUM SPECIFIC RANGE
180
24
200
220
0
24
26
20
EP
1.1 R
HT EIG S
W
S
S
ND
GRO0 POU
0
0
,
1
160
28
MA
X
0
30
0
32
0
34
IM
UM
EN
DU
RA
NC
1.
1.
16
12
0.20
RECOMMENDED
LIMIT SPEED
0.30
0.40
0.50
TRUE MACH NUMBER
0.60
0.70
Figure 5-6B.
5-15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
15,000 FEET
32
28
G
RO
W
SS
EIG
HT
-1
0
,0
16
PO
UN
DS
18
20
22
24
24
EP
1.1 R
26
MA
XIM
UM
28
EN
0
30
0
32
DU
RA
NC
1.
20
34
1.
RECOMMENDED LIMIT SPEED

4
1.
16
0.20
0.30
0.40
0.50
TRUE MACH NUMBER
Figure 5-6C.
5-16
0.60
0.70
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
20,000 FEET
36
UN
00
SS
EI
,
-1
16
HT
32
W
18
RO
20
22
28
24
EP
1.2 R
26
AX
IM
UM
28
EN
DU
30
RA
NC
24
32
1.
PO
0
34
1.4
RECOMMENDED
LIMIT SPEED
1.5
20
0.30
0.40
0.50
0.60
0.70
0.80
TRUE MACH NUMBER
Figure 5-6D.
5-17
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
40
EP
1.2 R
DS
0
,00
T
GH
36
S
OS
GR
N
OU
25,000 FEET
-1
EI
W 60
1
1.3
0
18
20
0
1.4
20
32
24
M
A
26
XI
M
UM
EN
300
UR
28
1.5
280
A
32
1.6
340
1.7
24
1.8
1.9
20
18
0.30
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-6E.
5-18
0.70
0.80
0.90
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
27,000 FEET
40
EP
1.2 R
G
R
1, O
00 S
0 SW
PO
UNEIG
D HT
S -
1.3
16
18
36
1.4
0
0
22
1.5
24
32
M
AX
26
UM
IM
28
EN
1.6
AN
E
28
0
30
UR
20
32
340
1.7
24
1.8
1.9
2.0
20
16
0.30
0.40
0.50
0.60
0.70
0.80
0.90
TRUE MACH NUMBER
Figure 5-6F.
5-19
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
44
40
29,000 FEET
R
EP 3
1.
HT
G
EI DS
W UN
SS PO
0
RO00
16
G ,0
1
99% MAXIMUM
SPECIFIC RANGE
1.4
80
36
22
1.5
0
24
AX
26
IM
32
UM
1.6
0
28
RA
DU
EN
30
1.7
NC
20
32
28
340
1.8
1.9
24
2.0
20
0.30
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-6G.
5-20
0.70
0.80
0.90
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
31,000 FEET
E
1. PR
3
44
1.4
16
99% MAXIMUM
SPECIFIC RANGE
40
18
22
36
M
AX
24
1.6
UM
IM
26
RA
DU
EN
32
0
28
0
1.7
NC
1.5
0
20
00
32
28
340
1.8
T
IGHS
E
S W ND
OS OU
GR 00 P
1,0
1.9
2.0
24
20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
TRUE MACH NUMBER
Figure 5-6H.
5-21
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
33,000 FEET
E
1. PR
3
48
99% MAXIMUM
SPECIFIC RANGE
16
44
1.5
0
18
20
40
22
1.6
0
36
24
IM
AX
26
UM
1.7
DU
EN
280
E
NC
RA
1.4
HT
G S
EI D
W UN
S
S PO
RO00
G ,0
1
32
1.8
300
320
1.9
28
340
2.0
24
0.30
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-6J.
5-22
0.70
0.80
0.90
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
35,000 FEET
G
1, RO
00 S
0 SW
PO
E
16 UN IGH
0 DS T
-
48
99% MAXIMUM
SPECIFIC RANGE
E
1. PR
4
20
40
0
1.
5
22
UM
IM
AX
1.
36
0
24
26
RA
1.7
DU
EN
28
NC
18
44
32
1.8
30
1.9
32
28
340
2.0
2.1
24
0.30
0.40
0.50
0.60
0.70
0.80
0.90
TRUE MACH NUMBER
Figure 5-6K.
5-23
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
37,000 FEET
G
1, RO
00 S
0 SW
PO
E
16 UN IGH
0 D T
S -
99% MAXIMUM
SPECIFIC RANGE
18
48
4 ENGINES
E
1. PR
5
6
1.
22
UM
IM
AX
40
20
24
NC
RA
DU
1.7
EN
36
44
26
1.8
28
1.9
32
30
2.0
28
0.40
0.50
2.1
0.60
0.70
TRUE MACH NUMBER
Figure 5-6L.
5-24
320
0.80
0.90
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
39,000 FEET
G
1, RO
00 SS
0
PO WE
UN IGH
DS T 16
0
52
0
18
1
0
20
1.
44
22
UM
1.7
40
XIM
MA
RA
DU
EN
0
24
1.8
NC
E
1. PR
5
48
99% MAXIMUM
SPECIFIC RANGE
36
0
26
1.9
2.0
32
28
2.1
28
0.40
0.50
0.60
0.70
0.80
0.90
TRUE MACH NUMBER
Figure 5-6M.
5-25
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
41,000 FEET
56
EPR
1.6
HT
G
EI DS
W UN
S
S PO
RO 0
G ,00
1
16
52
99% MAXIMUM
SPECIFIC RANGE
18
48
44
1.8
20
MA
UM
XIM
EN
0
22
1.9
NC
RA
DU
40
1.7
24
2.0
36
260
32
0.40
0.50
0.60
0.70
TRUE MACH NUMBER
Figure 5-6N.
5-26
2.1
0.80
0.90
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
SEA LEVEL
E
1. PR
1
24
1.2
20
16
HT
G
EI DS
W UN
SS PO
RO00
G ,0
1
18
99% MAXIMUM
SPECIFIC RANGE
20
22
AX
UM
28
EN
DU
RA
NC
12
0.20
26
IM
16
1.3
24
0.30
0
30 0
32
0
34
RECOMMENDED
LIMIT SPEED
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-7.
5-27
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
5,000 FEET
G
1, RO
00 SS
0
PO WE
I
16 UN GH
0 DS T 18
0
99% MAXIMUM
SPECIFIC RANGE
20
22
EP
1.1 R
20
24
24
26
AX
UM
28
IM
EN
30
DU
RA
32
34
NC
RECOMMENDED
LIMIT SPEED
1.
16
3
1.
1.
12
0.20
0.30
0.40
TRUE MACH NUMBER
Figure 5-7A.
5-28
0.50
0.60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
28
EP
1.1 R
1.
99% MAXIMUM
SPECIFIC RANGE
G
1, RO
00 S
0 SW
PO
U EIG
16 ND H
0 S T18
0
20
24
1.3
1.4
24
22
10,000 FEET
26
M
IM
UM
30
32
EN
DU
20
28
AX
RA
34
NC
RECOMMENDED
LIMIT SPEED
16
0.20
0.30
0.40
TRUE MACH NUMBER
0.50
0.60
0.70
Figure 5-7B.
5-29
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
15,000 FEET
1.
2
EP
1.1 R
32
3
99% MAXIMUM
SPECIFIC RANGE
1.4
24
22
20
18
28
G
1,0 RO
00 SS W
PO E
I
16 UNDGHT
0
S -
1.
AX
UM
24
1.5
26
IM
28
EN
DU
30
RA
NC
1.6
32
34
RECOMMENDED
LIMIT SPEED
20
16
0.20
0.30
0.50
0.40
TRUE MACH NUMBER
Figure 5-7C.
5-30
0.60
0.70
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
R
EP .2
1
20,000 FEET
1.
1.4
99% MAXIMUM
SPECIFIC RANGE
18
32
22
20
1.5
24
1.6
AX
28
26
UM
IM
28
DU
EN
1.7
NC
RA
G
1, RO
00 SS
0
PO WE
UN IGH
DS T 16
0
36
3 ENGINES
30
32
34
24
1.8
20
0.30
RECOMMENDED
LIMIT SPEED
0.40
0.60
0.50
TRUE MACH NUMBER
0.70
0.80
Figure 5-7D.
5-31
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
G
1, RO
00 SS
EP
0
PO WE
1.3 R
I
G
U
16
0 ND HT S
1.
1.5
99% MAXIMUM
SPECIFIC RANGE
18
1.6
22
20
36
25,000 FEET
32
24
1.7
AX
26
UM
IM
N
RA
DU
EN
28
CE
40
3 ENGINES
28
1.8
300
320
1.9
340
24
0.30
2.0
0.40
0.60
0.50
TRUE MACH NUMBER
Figure 5-7E.
5-32
0.70
0.80
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
27,000 FEET
3 ENGINES
44
99% MAXIMUM
SPECIFIC RANGE
HT
G S
EI D
W UN
SS PO
RO00
G ,0
1
16
EP
1.3 R
18
20
36
1.4
22
AX
M
0
24
UM
IM
32
EN
26
E
NC
RA
1.
5
DU
280
1.
40
28
300
1.
320
8
1.
340
24
0.30
1.9
0.40
2.0
0.60
0.50
0.70
0.80
TRUE MACH NUMBER
Figure 5-7F.
5-33
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
29,000 FEET
3 ENGINES
1.
5
EP
1.4 R
44
99% MAXIMUM
SPECIFIC RANGE
16
1.6
18
40
20
1.7
36
0
22
XIM
MA
1.8
0
UM
24
EN
DU
32
E
NC
RA
1.9
26
28
2.0
300
28
T320 IGH
E
S
S W ND
OS POU
R
G 00
1,0
24
0.30
0.40
0.60
0.50
TRUE MACH NUMBER
Figure 5-7G.
5-34
0.70
0.80
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
99% MAXIMUM
SPECIFIC RANGE
1.
5
EP
G
1.4 R
1, RO
00 S
0 SW
PO
UNEIG
D HT
S -
31,000 FEET
1.6
16
18
1.7
40
0
20
1.8
MA
20
XIM
36
UM
EN
1.9
24
NC
RA
DU
44
3 ENGINES
32
26
2.0
280
2.1
28
24
0.30
30
0.40
0.50
0.60
0.70
0.80
TRUE MACH NUMBER
Figure 5-7H.
5-35
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
33,000 FEET
48
16
99% MAXIMUM
SPECIFIC RANGE
EP
1.5 R
20
1.7
40
1.6
18
MA
220
36
UM
XIM
8
1.
RA
DU
EN
0
24
NC
44
1.
260
HT
EIGDS
W
S UN
OS
GR 00 PO
1,0
32
2.
28
0.40
2.1
0.50
0.60
TRUE MACH NUMBER
Figure 5-7J.
5-36
0.70
0.80
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
35,000 FEET
48
E
1. PR
6
1.7
1.8
44
18
1.9
20
UM
40
XIM
MA
E
NC
RA
DU
EN
16
99% MAXIMUM
SPECIFIC RANGE
2.0
0
22
36
HT
G
I
S
E D
S W UN
S
O
O P
GR 000
1,
0
24
32
0.40
0.50
0.60
TRUE MACH NUMBER
2.1
0.70
0.80
Figure 5-7K.
5-37
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
3 ENGINES
7
1.
DS
99% MAXIMUM
SPECIFIC RANGE
-1
,0
16 00
0
PO
UN
EP
1.6 R
37,000 FEET
1.8
W
SS
RO
G
1.9
18
44
MA
2.0
20
UM
XIM
40
E
NC
RA
DU
EN
EIG
HT
48
220
2.1
36
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-7L.
5-38
0.70
0.80
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
E
1. PR
2
2 ENGINES
DS
99% MAXIMUM
SPECIFIC RANGE
EIG
16 HT
0 -
1.4
18
SS
RO
22
20
20
24
0
1.5
26
1,
00
1.
3
PO
UN
24
SEA LEVEL
28
30
AX
IM
UM
EN
0
32
1.6
34
UR
AN
16
12
0.20
RECOMMENDED
LIMIT SPEED
0.30
0.40
0.50
0.60
TRUE MACH NUMBER
Figure 5-8.
5-39
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
5,000 FEET
1.
E
1. PR
2
28
0
16
99% MAXIMUM
SPECIFIC RANGE
1.
80
24
20
1.5
22
24
AX
IM
UM
20
28
EN
1.7
30
UR
AN
16
0.20
1.6
26
0.30
32
T0 IGH S
4
3 WE ND
SS OU
RO 0 P
G ,00
1
0.40
TRUE MACH NUMBER
Figure 5-8A.
5-40
RECOMMENDED
LIMIT SPEED
0.50
0.60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
10,000 FEET
32
HT
16 - 1
0 ,00
EIG
28
SS
RO
18
22
EP
1.2 R
20
24
AX
24
IM
26
UM
28
1.
DU
EN
30
NC
1.
4
RA
32
1.
PO
UN
DS
34
20
1.
18
0.20
1.
0.30
1.
0.40
1.9
0.50
0.60
TRUE MACH NUMBER
Figure 5-8B.
5-41
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
15,000 FEET
36
G
1, RO
00 S
0 SW
PO
UNEIG
D HT
S -
99% MAXIMUM
SPECIFIC RANGE
EP
1.3 R
20
18
32
22
28
24
EN
26
RA
DU
1.5
UM
IM
AX
1.4
28
E
NC
16
24
1.
30
1.
7
32
34
1.
20
0.20
5-42
1.
0.30
0.40
TRUE MACH NUMBER
Figure 5-8C.
2.0
0.50
0.60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
20,000 FEET
1.
1.5
G
EP
1,0 RO
00 SS W
1.4 R
16 PO EIG
0 UN H
DS T -
1.
99% MAXIMUM
SPECIFIC RANGE
18
36
1.
0
20
32
XIM
MA
UM
DU
EN
0
22
1.
NC
RA
2 ENGINES
24
2.0
28
0
26
280
24
0.30
0.40
0.50
TRUE MACH NUMBER
0.60
0.70
Figure 5-8D.
5-43
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
1.
7
PO
UN
1.6
25,000 FEET
EIG
HT
16 - 1,0
0
00
40
99% MAXIMUM
SPECIFIC RANGE
18
GR
OS
SW
1.
1.
36
UM
XIM
MA
20
2.0
32
NC
RA
DU
EN
DS
EP
1.5 R
2 ENGINES
22
2.1
24
28
0.30
0.40
0.50
TRUE MACH NUMBER
Figure 5-8E.
5-44
0.60
0.70
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
27,000 FEET
EP
1.6 R
44
40
1.
HT
G S
I
E D
W N
SS POU
0
RO 0
G ,00 16
1
1.
18
UM
XIM
MA
36
2.0
NC
RA
DU
EN
1.7
99% MAXIMUM
SPECIFIC RANGE
32
30
0.30
20
2.1
220
0.40
0.50
TRUE MACH NUMBER
0.60
0.70
Figure 5-8F.
5-45
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
EP
1.7 R
29,000 FEET
1.8
99% MAXIMUM
SPECIFIC RANGE
HT
G
I
S
E D
S W UN
S
O
O P 0
GR 000 16
1,
1.
40
2.0
IMU
MAX
180
2.1
NCE
URA
END
44
36
20
32
0.30
0.40
0.50
TRUE MACH NUMBER
Figure 5-8G.
5-46
0.60
0.70
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPECIFIC RANGE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
2 ENGINES
31,000 FEET
99% MAXIMUM
SPECIFIC RANGE
16
2.
40
2.1
36
32
0.30
0.40
18
G
1, RO
00 S
0 SW
PO E
UN IG
D HT
S -
UM E
XIM
MA URANC
END
E
1.8PR
1.
9
44
0.50
TRUE MACH NUMBER
0.60
0.70
Figure 5-8H.
5-47
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FUEL FLOW
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
100
0.8
150
200
250
300
350
400
450
500
0.8
0
-6
0
-4
0
-2
0
0.7
20
40
60
0.6
TRUE MACH NUMBER
0.7
TA
O
0.6
0.5
0.5
0.4
0.4
0.3
0.3
0.2
100
150
200
250
300

5-48
350
400
450
0.2
500
TO 1C-141B-1-1
FUEL FLOW
100
6
150
200
250
300
350
400
450
54
10
28
12
30
32
34
36
46
44
42
40
38
62
70
66
8
5
48 0
10
26
12
24
22
20
14
19
14
18
17
16
15
150
14
20
100
12
18
16
13
16
11
10
ER L
E
SP
ILE F FU
O
LM
CA UNDS
UTI
NA 00 PO
1,0
TOTAL FUEL FLOW - 1,000 POUNDS PER HOUR
58
500
6
18
200
250
300
350
400
450
20
500

5-49
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
GENERALIZED FUEL FLOW
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
14
13
12
M
AC
H
0.9 NO
.
11
0.8
10
0.6
0.
7
4
0. 3
0. .2
0
1.2
1.3
1.4
1.5
1.6
1.7

5-50
1.8
1.9
0
2.0
REFERENCE NUMBER
0.7
TO 1C-141B-1-1
12
48
11
44
ET
00
9
8
7
40
FE
S.
S
RE
LT
36
,
-1
32
10
28
15
20
24
25 27
29
31 3
3
4
3
20
35 7
3 9
3 1
4
16
12
8
12
13
AT
-6 - C
0
-4
0
-2
0
0
20
40
60
FUEL FLOW (4 ENGINES, EQUAL EPR) 1,000 POUNDS PER HOUR
10
FUEL FLOW (1 ENGINE) - 1,000 POUNDS PER HOUR
GENERALIZED FUEL FLOW
11
10
REFERENCE NUMBER
9
8
7
6
5
4
3
2
1
0

5-51
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RANGE SUMMARY
4 ENGINES
99 PERCENT MAX RANGE
SPEED, ALTITUDE AND FUEL FLOW
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
3. Cruise climb.
MACH NUMBER
2. No wind.
0.8
CRUISE CLIMB SPEED
STD DAY
STD DAY + 20 C
0.7
0.6
40
38
36
34
32
STD DAY - 20 C
STD DAY
STD + 10 C
30
STD + 20 C
28
CRUISE CLIMB FUEL FLOW
FUEL FLOW (4 ENGINES)

1,000 POUNDS PER HOUR
16
14
STD DAY
STD + 10 C
STD + 20 C
12
10
8
360
340
320
300
280
260
240
220
Figure 5-11.
5-52
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RANGE SUMMARY
4 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RANGE AND NAUTICAL MILES PER POUND
NOTE
60
3. All temperature up to standard day +20C.
2. No wind.
4. Cruise climb.
NAUTICAL MILES PER 1,000 POUNDS OF FUEL
50
0 LB
40
ISE
CRU
CLIM
1,00
NM/
FUEL
30
20
RANGE - 1,000 NAUTICAL MILES
4
B
ISE
G
AN
IM
CL
U
CR
0
360
340
320
300
280
260
240
220
200
180
160
Figure 5-11A.
5-53
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
LONG RANGE PREDICTION - TIME
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
3. To correct time for wind conditions

calculate average groundspeed over
1. Clean configuration. true airspeed and determine additional
time required for the mission.
2. No wind.
NOTE
160
180
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
+20
+10
BASELINE
0
-10
-20
0
8
10
TIME - HOURS
Figure 5-12.
5-54
12
14
16
18
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
OPTIMUM STEP CLIMB - RANGE
DATE: JUNE 1979

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
MACH = 0.74
NOTE
1. Climb at NRT.
2. Optimum step climb range applicable for conditions
up to standard day + 20C.
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
2
3
4
5
6
OPTIMUM STEP CLIMB RANGE - 1,000 NAUTICAL MILES
Figure 5-13.
5-55
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
OPTIMUM STEP CLIMB - TIME
DATE: JUNE 1979

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.74
4 ENGINES
NOTE
Climb at NRT.
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
TEMP DEV FROM

STD - C
350
+20
+10
BASELINE
0
-10
-20
10
12
14
OPTIMUM STEP CLIMB TIME - HOURS
Figure 5-13A.
5-56
16
18
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
OPTIMUM STEP CLIMB - RANGE
DATE: JUNE 1979

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
4 ENGINES
MACH = 0.767
NOTE
1. Climb at NRT.
2. Optimum step climb range applicable for conditions up to standard day + 20C.
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
0
OPTIMUM STEP CLIMB RANGE - 1,000 NAUTICAL MILES
Figure 5-13B.
5-57
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
OPTIMUM STEP CLIMB - TIME
DATE: JUNE 1979

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.767
4 ENGINES
NOTE
Climb at NRT.
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
TEMP DEV FROM

STD - C
350
+20
+10
0
-10
-20
10
12
14
OPTIMUM STEP CLIMB TIME - HOURS
Figure 5-13C.
5-58
16
18
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
NOTE
FLIGHT TEST
3 ENGINES
2. No wind.
3. To correct time for wind conditions, calculate average ground speed over
true airspeed and determine additional time required for the mission.
4. When flying step climb, decrease time 4 percent.
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
TEMP DEV FROM

STD - C
+20
+10
BASELINE
0
-10
-20
10
12
14
16
18
TIME - HOURS
Figure 5-14.
5-59
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RANGE SUMMARY
3 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
MACH NUMBER
2. No wind.
STD - 20 C
3. When flying step climb,

increase fuel flow by
4 percent.
CRUISE CLIMB SPEED
0.7
STD DAY
0.6
STD DAY + 20 C
45
40
35
30
0 C
2
AY -
STD D
25
20
STD
STD
DAY
+
DAY
AY +
TD D
10
20
S
15
FUEL FLOW (3 ENGINES) 1,000 POUNDS PER HOUR
16
14
12
10
8
360
340
320
300
280
260
240
220
Figure 5-15.
5-60
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
3 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
2. No wind.
3. When flying step climb, decrease

range and nautical miles per 1,000
pounds of fuel by 4 percent.
NAUTICAL MILES PER 1,000

POUNDS OF FUEL
55
50
45
40
35
30
25
0
360
340
320
300
280
260
240
220
200
180
160
Figure 5-15A.
5-61
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
2 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
2. No wind.
3. When flying step climb, increase
fuel consumption by 7 percent.
MACH NUMBER
.58
.56
CRUISE CLIMB SPEED
.54
.52
PRESSURE ALTITUDE 1,000 FEET
.50
40
30
CRUISE CLIMB
20
ALTITUDE
10
0
FUEL FLOW (2 ENGINES) - 1,000 POUNDS PER HOUR
17
16
15
14
13
12

STD DAY
STD + 10C
STD + 20C
11
10
9
8
7
340
320
300
280
260
240
Figure 5-16.
5-62
220
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
2 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
2. No wind.
3. When flying step climb, decrease
range and nautical miles per
1,000 pounds of fuel by 7 percent.
50
NAUTICAL MILES PER
1,000 POUNDS OF FUEL
CRUISE CLIMB N.M./1,000 POUNDS

40
30
20
10
CRUISE CLIMB RANGE

4
340
320
300
280
260
240
220
200
180
160
Figure 5-16A.
5-63
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
CRUISE CLIMB EPR SETTING

4 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
2. Cruise regime.
3. Level flight.
4. Used for cruise climb only.
360
340
25
29
31
240
27
20
10
15
260
SL
280
300
PRESS
.A
1,000 LT
FT
33
220
37
35
320
200
39
41
180
43
45
160
140
2.1
2.0
1.9
1.8
.
H NO
MAC
0
0.8
1.7
0.78
0.76
1.6
1.5
1.4
0.72
0.74
0.7
0.6
1.3
1.2
Figure 5-17.
5-64
TO 1C-141B-1-1
PART 6. ENDURANCE
TABLE OF CONTENTS
Paragraph
Page
Basic Rules for Obtaining Maximum Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
Bank Angle Effects on Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
Description of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
Example Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-3
LIST OF CHARTS
Figure
Title
Page
6-1
Effect of Bank Angle on Maximum Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-2
6-2
4-Engine Endurance - Speed and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-5
6-3
6-6
6-4
6-7
6-1
TO 1C-141B-1-1
BASIC RULES FOR OBTAINING MAXIMUM ENDURANCE.

1. Fly the altitude specified for the prevailing
gross weight and number of engines. These are optimum
altitudes for obtaining maximum endurance. However,
variations within 2,000 feet will not appreciably
affect the overall endurance time obtained. The effects
of flying at an altitude other than that recommended
are more critical at high altitudes.
2. Maintain the airspeed specified for the altitude
and gross weight. Variations of 5 knots will not
appreciably affect the overall endurance time.
3. It is always advantageous to conduct the holding
as close to cruise altitude as possible. After the holding
operation has been completed, it will reduce the fuel
required to return to cruise speed and altitude. When
a decision is to be made regarding whether or not to
descend, the fuel required to descend, hold and climb
back to cruise altitude must be considered in order
to reduce the fuel consumed to a minimum for the
overall holding operation.
WARNING
If holding is required at altitudes higher than
the max endurance altitudes, holding speed
will be compared to stall speed (30 degree
bank angle). Perform holding at the
recommended holding speed or stall speed
(30 degree bank angle) plus 25 KCAS,
BANK ANGLE EFFECTS ON ENDURANCE.

The endurance varies inversely with angle of bank
and corresponding load factor. The fraction of
maximum level flight endurance available in a banked
condition is shown in figure 6-1.
6-2
EFFECT OF BANK ANGLE

ON MAXIMUM ENDURANCE
NOTE
Based on speed for maximum endurance.
MAXIMUM ENDURANCE - PERCENT
The charts in this Part provide all of the information

and data which are required to plan and execute either
maximum endurance or endurance flight for given
conditions. For any given gross weight, there will be
an optimum altitude for endurance. If the aircraft has
been cruising at an altitude lower than the optimum
altitude for holding, the fuel required to climb must
be compared to the advantage of reduced fuel flow at
the optimum altitude. For short periods of endurance
it will be usually found that the best altitude for
holding will be the end cruise altitude.
100
98
96
94
92
0
5
10
15
20
25
30
Figure 6-1.
MAXIMUM ENDURANCE.
Values of maximum endurance with corresponding
altitudes and airspeeds may be obtained from the
maximum endurance lines on figures 6-2, 6-3 and 6-4.
For any particular gross weight there is a particular
altitude at which endurance is maximum. As weight
decreases, the optimum altitude increases resulting
in the climbing flight path for maximum endurance.
A study of endurance curves for four-, three-, and
two-engine configurations, figures 6-2, 6-3, and 6-4,
indicates only small increases in fuel flow for several
thousand feet on either side of the fuel flow minimum
points. It is, therefore, possible to approximate
maximum endurance time very closely by flying
constant altitude for up to 40,000 pound changes in
gross weight. This altitude should approximate the
average optimum for the expected gross weight change.
NOTE
Best Endurance - fuel flow is at its

minimum at a specific or assigned
altitude.
Maximum Endurance - fuel flow is at its

minimum at optimum altitude and
maximum endurance airspeed.
TO 1C-141B-1-1
Figure 6-2 shows data assuming the engine anti-surge

bleed valves are closed for all speeds, weights, and
altitudes. In reality this is not the case below a gross
weight of approximately 180,000 pounds, and an
altitude of approximately 16,300 feet, these valves will
be open. An open anti-surge bleed valve has an adverse
effect on aircraft performance. When flying in these
areas, it will be necessary to increase engine power to
close the valves, resulting in an increase in airspeed
and fuel flow. Because of this adverse effect on aircraft
performance, it is not recommended to fly in these areas.
The point at which the valve opens or closes is shown
by dashed lines in figure 6-2 for gross weights of 180,000
pounds and below. When flying at these low altitudes
and gross weights, an increased throttle setting, resulting
in increased airspeed, will be required to close the engine
anti-surge bleed valves.
Solution:
1. Minimum fuel expended during endurance.
Entering the four-engine endurance chart, figure 6-2,
at 31,000 feet, a gross weight of 220,000 pounds,
and a temperature of -36.4C (standard temperature
of 31,000 feet is -46.4C, thus making the
temperature of -36.4C, 10C above standard) and
read 8,600 lb fuel/hour. For the time of 30 minutes
or 1/2 hour, the first approximation is made.
8600 lb fuel x 1/2 hour = 4300 lb fuel used
hour
The second approximation of the average gross
weight for this endurance schedule would then
be
220,000 - 4300
2
Minor deviations from charted values may be required

to close the valve, and will be confirmed by the engine
instrumentation.
217,850 pounds
Re-entering the four-engine endurance chart with

217,850 lb at 31,000 feet results in 8,350 lb fuel/
hour. This corrected value yields:
HOLDING.
8350 lb fuel x 1/2 hour = 4,175 lb fuel used

hour
Holding is usually accomplished at an assigned altitude

and is flown in a circular or race-track pattern. To hold
at a constant airspeed will require a power change in
the turns, resulting in an inconsistent fuel flow. A
constant fuel flow is desired to compute time, but will
result in a loss of airspeed in the turns. To compensate
for the loss of airspeed and increased fuel flow, add 10
knots to the charted endurance airspeed and 100 pounds
to the fuel flow. When operating in the area of the
chart that the engine anti-surge bleed valves are open,
increase airspeed to the dashed line closing the valve
or add 10 knots whichever is greater.
EXAMPLE PROBLEM.
)=
Since the endurance time period is of relatively

short duration, the second approximation is within
reasonable accuracy. Therefore, the fuel used for a
holding period of 30 minutes at the conditions stated
at the beginning of this problem is 4175 pounds.
2. Enter the speed portion of the four engine
endurance chart, figure 6-2, at 31,000 feet and a
gross weight of 217,850 pounds and read the
average speed of 188 knots CAS.
SURGE BLEED VALVE OPERATION EFFECTS
ON ENDURANCE:
ENDURANCE AT CONSTANT ALTITUDE.

Given:
It is necessary to hold over a check point for 30
minutes using four engines. The gross weight is
220,000 pounds; the holding altitude is 31,000
feet, and the temperature is -36.4C.
Example one explains the use of figure 6-2 when in

the engine anti-surge bleed valve range.
Example Problem 1.
Given:
Gross weight - 180,000 pounds; altitude 5,000
feet; temperature STD day; four engines.
Find:
1. Minimum fuel expended during endurance
2. Average speed during endurance
Find:
Endurance airspeed; holding airspeed; beginning
fuel flow for endurance and holding.
6-3
TO 1C-141B-1-1
Solution:
Solution:
Enter figure 6-2 with an altitude of 5,000 feet.

Proceed vertically to a gross weight of 180,000
to obtain a speed of 152 knots. Because this is
in the engine anti-surge bleed valve open range,
continue vertically to the dashed line of
180,000 pounds, and find that an increase of
airspeed to 183 knots will be required to close
the valve. For holding, add 10 knots to 152,
making it 162 knots. When comparing the two
airspeeds, find that the engine anti-surge bleed
valves speed of 183 is greater and will be used
for holding.
To find the beginning fuel flow, enter the chart
with an altitude of 5,000 feet and proceed
vertically to a gross weight of 180,000 pounds
and a standard day temperature to obtain a fuel
flow of 9,050 PPH. This must be increased to
the engine anti-surge bleed valve line, which
increases the fuel flow to 9,600 PPH. The
beginning fuel flow for endurance and holding
will be 9,600 PPH because the same airspeed
was flown for both conditions.
Example Problem 2.
Given:
An aircraft weighing 260,000 pounds must hold
due to weather. The fuel required to divert to
the alternate airport makes it necessary to
terminate holding at a gross weight of 220,000
pounds. Holding altitude is 25,000 feet at a
standard day temperature.
Find:
Holding airspeed at the beginning of the period,
and holding time.
6-4
Enter figure 6-2 with an altitude of 25,000 feet

and proceed vertically to a gross weight of 260,000
pounds. An endurance speed of 194 knots is
obtained. Add +10 knots for holding, making the
beginning airspeed 204 knots. To compute holding
time, an average fuel flow must be obtained.
Using an altitude of 25,000 feet, proceed vertically
to a gross weight of 240,000 lb (BGW - END
GW = FUEL, FUEL 2 + END GW = AVERAGE
GW) and a temperature deviation of standard day.
Find a fuel flow of 9,200 PPH. By flying 10 knots
faster than endurance, 100 PPH must be added
to this, making the fuel flow 9,300 PPH. To find
the time, the fuel for the period is divided by the
fuel flow. 40,000 divided by 9,300 = 4.3 hours
or 4 hours + 18 minutes.
Example Problem 3.
Given:
An aircraft weighing 240,000 pounds; must hold
at 35,000 feet, due to ATC restrictions at the airfield.
Find:
Initial holding airspeed.
Solution:
Enter figure 6-2 with an altitude of 35,000 feet,
and proceed vertically to a gross weight of
240,000. Endurance airspeed is 192 knots plus
10 equals a holding airspeed of 202 knots. When
holding at altitudes higher than maximum
endurance, this speed is compared to stall speed
(30 degrees bank) plus 25 knots and use the greater
of the two speeds. (Refer to figure 1-11.) In this
case stall speed is 180 knots plus 25 knots equals
205 knots. Holding airspeed is 205 knots.
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
FOUR ENGINE ENDURANCE
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
SPEED AND FUEL FLOW
NOTE
2. When holding at 10 knots above best endurance speed,
increase fuel flow by 100 pounds per hour.
NR
240
TD
E
X.
N
E
A
UR
300
280
200
Y
DA
220
TS
TA
WEIGHT
GROSS OUNDS
P
- 1,000
345
340
320
260
240
180
18
220
200
160
RECOMMENDED ENDURANCE SPEED - KCAS
260
160
180
160
140
ENGINE ANTI-SURGE
BLEED VALVE ACTUATION
14
TD
TS
TA
Y
DA
12
NR
GRO
S
- 1,00 S WEIGHT
0 PO
UNDS
345
340
320
300
M
280
10
E
C
200
180
160
ENGINE ANTI-SURGE
BLEED VALVE ACTUATION
AN
16
0
UR
4
+20 +10 STD
TEMP DEV FROM
STD - C
ND
240
220
18
.E
260
10
AX
FUEL FLOW - 1,000 POUNDS PER HOUR
16
15
20
25
30
35
40
45
Figure 6-2.
6-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
THREE ENGINE ENDURANCE
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
SPEED AND FUEL FLOW
NOTE
GROSS WEIGHT1,000 POUNDS

345
340
230
220
320
210
300
260
TD
AY
EN
N
UR
240
180
AT
S
UM
190
M
XI
280
RT
200
220
240
170
200
160
180
150
160
140
130
15
GRO
S
- 1,00 S WEIGHT
0 PO
UNDS
345
340
320
300
13
12
S
AT
TD
AY
D
160
C
N
A
UR
180
EN
220
200
UM
240
XI
260
10
RT
N
280
11
A
M
14
6
5
+20 +10 STD
6-6
10
15
20
25
Figure 6-3.
30
35
40
45
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TWO ENGINE ENDURANCE
DATE: MARCH 1980

DATA BASIS:
C-141B FLIGHT TEST
SPEED AND FUEL FLOW
NOTE
230
220
210
200
320
300
280
NR
IM
AX
260
NC
220
RA
170
DA
Y
DU
240
EN
180
TS
TD
UM
190

345
340
240
160
200
180
150
160
140
15
13
12

345
340
320
300
AY
160
NC
200
180
RA
DU
EN
220
240
9
D
ST
260
RT
10
280
UM
IM
AX
11
14
6
5
+20 +10 STD
TEMP DEV FROM
STD - C
10
15
20
25
30
35
Figure 6-4.
6-7/(6-8 Blank)
TO 1C-141B-1-1
PART 7. DESCENT
TABLE OF CONTENTS
Paragraph
Page
Factors Affecting Descent Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
Descent Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
Example Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-2
LIST OF CHARTS
Figure
Title
Page
7-1
Enroute Descent, Rate and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-3
7-2
Enroute Descent, Range, Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-4
7-3
Penetration Descent, Rate and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5
7-4
Penetration Descent, 2 Engines at Idle, Range, Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-6
7-5
Rapid Descent - With Spoilers, Rate and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-7
7-6
Rapid Descent - With Spoilers, 4 Engines at Idle, Range, Fuel and Time . . . . . . . . . . . . . . . . . . . .
7-8
7-7
Rapid Descent - Clean, Rate and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-9
7-8
Rapid Descent - Clean, 4 Engines at Idle, Range, Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-10
NOTE
The charts in this part contain sufficient data to permit the pilot to estimate his rate of descent and range,
time, and fuel consumption during descent.
7-1
TO 1C-141B-1-1
FACTORS AFFECTING DESCENT PERFORMANCE.

The performance presented in this part is based on
an ICAO standard day. Variations from a standard
day will have small effects, and since the time intervals
involved are short, the variations may generally be
neglected. Descent performance is primarily dependent
upon the thrust of the engines, the aircraft drag, the
speed schedule and the aircraft gross weight.
THRUST.
Engine power settings and configurations are covered
in the description of each type of descent presented
in this part.
AIRCRAFT DRAG.
The spoilers are the most effective drag device on
the aircraft and are designed to be used as such for
increasing the rate of descent.
3. Speed schedule: Above 36,000 feet descend

at Mach = 0.75, and below 35,600 feet descend at
250 knots KCAS.
RAPID - WITH SPOILERS
Rapid descent-with-spoilers data is presented on
figures 7-5 and 7-6. The descent is made at Mach =
0.75 above 18,750 feet and continued at 350 knots
KCAS below 18,750 feet, with spoilers deployed,
landing gear and flaps retracted and all four engines
at idle.
RAPID - CLEAN.
Rapid-clean descents are made with four engines at
idle. The descent speed above 25,000 feet is Mach =
0.825 and below 25,000 feet is 350 knots KCAS. These
data are presented on figures 7-7 and 7-8.
EXAMPLE PROBLEM.
Given:
AIRSPEED.
Structural limitations must be considered prior to and
during high-speed descents.
Gross weight at start of descent = 220,000 pounds.

Descend from 40,000 feet to sea level altitude.
Find:
GROSS WEIGHT.
The descent performance for:
For the types of descent shown, the effect of increasing

gross weight is reflected on the charts. With constant
speed descents, increasing gross weight reduces the
rate of descent.
(1) Enroute descent

(2) Penetration descent
Solution:
(1) Enroute descent
DESCENT TYPES.
ENROUTE.
Speed schedule = at 40,000 feet = 0.74 M

at 30,000 feet = 0.74 M
The performance charts for enroute descent are shown

on figures 7-1 and 7-2. The performance is based on
the following and results in relatively low rates of
descent:
1. Speeds of M = 0.74 down to 300 KCAS at which
time 300 KCAS is maintained down to 10,000 feet
and 250 KCAS below.
3. Two engines at idle, two engines at fuel flow
of 1500 lb/hrs.
PENETRATION.
Penetration descent data are presented on figures 7-3
and 7-4. The performance is based on the following:
1. Two engines at idle, two engines at fuel flow
of 1500 lb/hrs.
2. Spoilers deployed, gear and flaps up.
7-2
at 20,000 feet = 300 KCAS

at 10,000 feet = 250 KCAS
at sea level = 250 KCAS
Rate of descent = 1650 FPM at 40,000 feet
Descent time
= 20.2 minutes
Descent fuel
= 1625 pounds
Descent range
= 119 nautical miles
(2) Penetration descent:

Speed schedule = Mach 0.75 above
35,600 feet, then 250
KCAS to sea level
Rate of descent = 6400 FPM at 40,000 feet
Descent time
= 7.3 minutes
Descent fuel
= 570 pounds
Descent range
= 39 nautical miles
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE DESCENT
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RATE AND SPEED
NOTE
1.
2.
3.
4.
Standard day.
Flaps up.
Spoilers closed.
Gear up.
DESCENT SPEED - KCAS
140
60
160
180
200
220
240
260
280
300
320
55
50
IL
CE
AC
0.
74
CR
35
UI
SE
30
15
10
160
GROSS W
E
1,000 PO IGHTUNDS
320
20
180
30028
0
260
240
220
200
25
340
40
IN
45
RATE OF DESCENT - 1,000 FEET PER MINUTE
Figure 7-1.
7-3
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
ENROUTE DESCENT
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RANGE, FUEL AND TIME
NOTE
1.
2.
3.
4.
5.
Standard day.
Flaps up.
Spoilers closed.
Gear up.
Obtain speed schedule from Figure 7-1,
Enroute Descent - Rate and Speed chart.
6. Two engines at idle, two engines at
fuel flow of 1500 pounds per hour.
60
55
C
EIL
IN
G
50
HT S
EIGND
W U
SS PO
O
R 0 0
G ,00 16
0
-1
18 0
20 0
0
22 0
20 34
24 0 80 300 3
26 2
40
35
30
C
RU
ISE
45
25
20
15
10
5
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
RANGE - NAUTICAL MILES
10
12
14
16
18
FUEL USED - 100 POUNDS
10
12
14
16
TIME - MINUTES
Figure 7-2.
7-4
18
20
22
24
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
PENETRATION DESCENT
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RATE AND SPEED
NOTE
1.
2.
3.
4.
5.
Standard day.
Flaps up.
Spoilers deployed.
Gear up.
Determine rate of descent with
partial spoiler deployment with
the following formula and table.
Rate of Descent =
Pairs of Spoiler Panels

Not Deployed
Factor
0
1
2
18
1.000
1.034
1.068
3.638
Rate of Descent (All Spoilers Deployed)

Factor (No. of Panels Not Deployed)
180
60
200

220
240
260
55
ILING
50
30
25
20
=0
.75
160
35
180
CRUIS
CH
GRO
- 1,0 SS WEIG
00 P
OUN HT
DS
3
320 40
300
280
260
240
220
200
40
MA
E CE
45
15
10
5
0
2
10
11
12
Figure 7-3.
7-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
PENETRATION DESCENT
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
1.
2.
3.
4.
Standard day.
Flaps up.
Spoilers deployed.
Gear up.
5. Obtain speed schedule from Figure 7-3,

Pentration Descent - Rate and Speed chart.
6. Two engines at idle, two engines at
fuel flow of 1500 pounds per hour.
55
45
NG
30
EILI
35
EC
40
UIS
HT
G DS
I
E N
W U
SS PO0
RO 00 16
G 1,0
0
18
0
20
0
22
0
24 0
2680
2 00
3 0
32 0
34
CR
50
25
20
15
10
5
0
0
10
20
30
40
50
60
100
200
300
400
500
600
700
FUEL USED - 100 POUNDS
TIME - MINUTES
Figure 7-4.
7-6
10
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RAPID DESCENT - WITH SPOILERS
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RATE AND SPEED
NOTE
1. Standard day.
2. Flaps up.
3. Spoilers deployed.
4. Gear up.
140
60
160
180
200
220
240
260
280
300
320
340
360
CRUISE CEILING
40
AC
0.
75
30
10
10
160
34
180
20
G
1,0 RO
00 SS W
PO E
3 32
UN IGH
280 00 0
DS T 260
240
220
200
50
12
14
16
Figure 7-5.
7-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RAPID DESCENT - WITH SPOILERS
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
50
NOTE
EC
UIS
CR
18
35
30
25
Standard day.
Flaps up.
Spoilers deployed.
Gear up.
Obtain speed schedule from
Figure 7-5, Rapid Descent With Spoilers, Rate and
Speed chart.
6. 4 Engines at idle.
NG
40
1.
2.
3.
4.
5.
EILI
G
- 1 RO
,0 SS
00 W
16 POUEIG
0
ND HT
S
45
0
20
0
22 0
24 0
26 0
28 0
30 0
32 0
34
20
15
10
10
20
30
40
50
100
150
200
250
300
FUEL USED - POUNDS
3
TIME - MINUTES
Figure 7-6.
7-8
5.8
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RAPID DESCENT - CLEAN
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
RATE AND SPEED
NOTE
Standard day.
180
60
200
220
240

260
280
300
320
340
360
CEIL
ISE
CRU
40
MA
CH
=0
.82
160
20
180
30
G
1,0 ROS
00 S W
340POU EIG
32
ND HT S
30 0
2800
260
240
220
200
ING
50
10
0
2
10
12
Figure 7-7.
7-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7
RAPID DESCENT - CLEAN
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
1.
2.
3.
4.
Standard day.
Flaps up.
Spoilers closed.
Gear up.
5. Obtain speed schedule from

Figure 7-7, Rapid Descent Clean, Rate and Speed chart.
6. 4 Engines at idle.
60
50
IN
EIL
EC
30
UIS
40
CR
HT
EIGNDS
SW U
OS 0 PO
R
G ,00 60
1
-1
0
18
0
20
0
22
0
24 0
26
0
28 0
30 0
32 0
34
20
10
0
0
10
20
30
40
50
60
70
80
100
200
300
400
FUEL USED - POUNDS
6
TIME - MINUTES
Figure 7-8.
7-10
500
10
TO 1C-141B-1-1
PART 8. APPROACH AND LANDING

TABLE OF CONTENTS
Paragraph
Page
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-3
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-6
LIST OF CHARTS
Figure
Title
Page
8-1
SMOE 1/
........................................................................
8-8
8-2
Go Around EPR Setting - Air Conditioning, Pressurization On . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-9
8-3
Thrust Reverse Limiter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-10
8-4
Thrust Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-11
8-5
Runway and Crosswind Component - Landing Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-12
8-6
Maximum Crosswind for Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-13
8-7
Sink Rate Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-14
8-8
Approach Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-15
8-9
Tire Limit Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-16
8-10
RCR Conversion - for Use with Matted Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-17
8-11
Landing Distance from 50 Feet - Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-18
8-12
Landing Distance from 50 Feet - Wing Flap Correction - Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . .
8-20
8-13
Landing Ground Roll - Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-21
8-14
Landing Ground Roll - Wing Flap Correction - Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-23
8-15
Air Minimum Control Speed - 1 Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-24
8-16
Air Minimum Control Speed - 2 Engines Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-25
8-17
Minimum Climbout Speed - Minimum Flap Retraction Speed =

Minimum Climbout Speed +25 Knots, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-26
8-1
TO 1C-141B-1-1

Figure
8-18
Title
Page

8-27

8-28
8-20
8-29
8-21
Brake Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-30
8-22
Brake Limits - Minimum Brake Cooling Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-32
8-23
Brake Limits - Zero Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-33
8-24
Runway Strength Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-34
8-25
Aircraft Classification Number (ACN) - C141B/C for Rigid Pavement . . . . . . . . . . . . . . . . . . . . . .
8-35
8-26
Aircraft Classification Number (ACN) - C141B/C for Flexible Pavement . . . . . . . . . . . . . . . . . . .
8-36
8-19
8-2
TO 1C-141B-1-1
APPROACH.
APPROACH PATTERN.
A typical approach pattern is discussed in Section II,
TO 1C-141B-1/1C-141C-1. Speeds in the pattern are
determined from the approach speed, derived from figure
8-8, for the selected flap configuration for landing.
APPROACH AND LANDING SPEEDS.
settings the touchdown speed will fall between the two

values stated above. For C-141C autoland touchdown
speed is the same as approach speed.
CAUTION
Tire limit speed must not be exceeded during
landing.
Approach Speed.
Air Minimum Control Speed.
Approach speed (V APP) is shown in figure 8-8. If a flap

setting is used which is not plotted on figure 8-8,
interpolate between the flap setting lines to derive the
correct approach speed.
One engine inoperative air minimum control speed

(V MCA ) is presented in figure 8-15. This speed is for an
outboard engine inoperative and rudder power operative
in the HI PRESS mode. The speed is based on full
rudder deflection and five degrees of bank.
Approach True Airspeed.

Approach True Airspeed (V APP TAS) is based on
approach speed. At landing speeds and altitudes, the
correction factor for compressibility is negligible.
KCAS x SMOE = VAPP TAS
Reference Ground Speed.
Reference Ground Speed (REF GS) is the expected
ground speed at final approach speed in a no wind
shear condition. Reference ground speed is computed
by subtracting the full value of the headwind
component from V A P P TAS or adding tailwind
component to V APP TAS. When actual ground speed
differs from REF GS, wind change or shear will occur
during the approach.
Threshold Speed.
Threshold speed is 10 knots below approach speed and
is the speed at which the end of the runway is crossed.
For C-141C autoland, threshold speed is the same as
approach speed.
Touchdown Speed.
Touchdown speed is 20 knots below approach speed
for 100% flaps, and 15 knots below approach speed
for flap settings less than 75%. The increased speed
required for flap settings less than 75% reduces the
chance of tail strikes and provides at least two degrees
pitch safety margin at touchdown. At intermediate flap
Minimum Climbout Speed.

Minimum climbout speeds (V MCO ) are presented in
figures 8-17, 8-18, and 8-19 for several flap settings,
and figure 8-20 for zero flaps. If an approach is made
with flaps at less than normal (75%), use the charted
minimum climbout speed for the selected or lesser
flap setting (i.e., flaps at 60%, use 50% chart).
WARNING
Do not exceed 15 degrees bank angle with flaps
TAKE OFF/APPROACH setting when climbing
at minimum climbout speed.
Minimum Flap Retraction Speed Schedule.
The minimum flap retraction airspeed V MFR schedule
is derived from the minimum climbout speed charts on
figures 8-17, 8-18, and 8-19, and is applicable for either
four or three engines operating. V MFR is computed by
adding 25 knots to the charted V MFR .
WARNING
The flaps may be retracted at minimum flap
retract speed, provided angle of bank does not
exceed 10 degrees. If an increase in bank angle
is required (not to exceed 30 degrees), airspeed
shall be increased to a minimum of 20 knots
above flap retract speed prior to initiation of
flap retraction.
8-3
TO 1C-141B-1-1
TWO-ENGINE DATA.
and other landing gear configurations. The C-141 is

classified as having a twin-tandem gear configuration.
Two-Engine Air Minimum Control Speed.

Two-engine inoperative air minimum control speed
(2 V MCA ) is presented in figure 8-16. This speed is
based on full rudder deflection and 7 degrees of bank
with two engines inoperative on one side.
Two-Engine Approach Speed.
When landing with two engines inoperative, the twoengine air minimum control speed (figure 8-16) must
be compared to approach speed (75% flaps). The higher
of the two speeds will be used as two-engine approach
speed (2 V APP).
Two-Engine Minimum Climbout Speed.
Compare charted V MCO with two-engine VMCA and use
the greater value when making a two-engine approach.
Two-Engine Minimum Flap Retraction Speed
Schedule.
Two-engine minimum flap retraction speed (2 V MFR
for two-engine operation will never be below 1.15
VS clean or two-engine V MCA , whichever is greater.
It is derived from figure 8-16.
GO-AROUND.
The decision to go-around should be made as early
as possible. This is of extreme importance when one
or more engines are inoperative, since the reduced
thrust available and limited directional control under
such circumstances may make a go-around impossible.
Always check air minimum control speed when
attempting a two-engine approach.
An example from the Enroute Supplement for

Charleston AFB shows runway 03/21 as (7000x150
ASP/CON S125 T275 ST175 TT350 TDT775). This
means that the C-141 could operate up to 344,900lbs
at EWP weights (TT350). At Dallas NAS however,
the twin-tandem is only listed as (TT275), which
means a C-141 could only take-off and land at weights
no greater than 275,000lbs unless prior permission
from the airfield controlling authority was received.
If this type of runway strength information is not
available, the Enroute Supplement may indicate an
All Up Weight (AUW) limit.
The AUW number is the maximum weight for any
aircraft regardless of gear configuration. An example
from the Enroute Supplement for Richmond RAAFB
shows an AUW 270. This means that the C-141 could
operate up to 270,000lbs from this airfields runway.
California Bearing Ratio (CBR) is the criteria for
unpaved runways and taxi strips. Though C-141
aircraft do not normally operate from unpaved
surfaces, a CBR may be reported for Mat covered
runways. Mat covered runways should be sufficiently
compact to provide a minimum CBR of 9 to a depth
of 18 inches. (See section V of 1C-141B/C-1.)
However, Mat runways may be expressed in twintandem or AUW weight limits. Example: Twentynine
Palms EAF runway 10/28 (8000x150 AM-2
ALUMINUM MATTING S80 T180 ST175 TT320
TDT850). The C-141 could safely operate at weights
up to 320,000lbs from this runway.
Various rating methods are described as follows that
will require the engineer to use charts in Part 8 to
determine if it is safe to operate at planned gross
weights:
OBSTACLE CLEARANCE.
Loading Classification Number (LCN).
The distance from 50 feet to touchdown is based
on a 2.5 degree glide slope and is provided by
figure 8-11.
RUNWAY STRENGTH REQUIREMENTS.
There are a number of methods for determining whether
a given runway can support the C-141 aircraft at its
operating/landing gross weights. Limitations are
frequently given in the Enroute Supplement and on
the airport diagram as a maximum gross weight for
single wheel (S), tandem (T), and twin-tandem (TT),
8-4
LCN is an index of runway strength recognized by the

British and International Civil Aviation Organization
(ICAO). It is widely used outside the United States
and will be found listed in various aviation periodicals.
Equivalent Single Wheel Load (ESWL, SWL,
or SEWL).
ESWL is the weight that on a single wheel landing gear
would produce the same effect on the runway as the C141 four-wheel main landing gear.
TO 1C-141B-1-1
Load classification number and equivalent single wheel

load are intended as weight indicating criteria for runways
and taxi strips. Figure 8-24 shows the relationship between
the various runway strength requirement rating methods
and the C-141 aircraft at various gross weights. The chart
is based on a constant main landing gear tire pressure of
185 PSI and a constant nose landing gear tire pressure of
150 PSI.
4. The maximum tire pressure authorized for the

pavement:
W - High, no limit
X - Medium, limited to 217 PSI
Y - Low, limited to 145 PSI
Z - Very Low, limited to 73 PSI
Aircraft Classification Number/Pavement Classification Number (ACN/PCN).

The ACN/PCN system is the ICAO standard method
for reporting pavement strength for pavements with
bearing strengths greater than 12,500 lbs. The Pavement
Classification Number (PCN) is established by an
engineering assessment of the runway. The Aircraft
Classification Number (ACN), figure 8-25 and 8-26,
represents the aircraft. This ACN takes into account
the aircraft gross weight, rigid or flexible pavement,
and the sub-grade category under the pavement. The
ACN is then compared with the PCN to determine if
aircraft operations are allowed.
5. Pavement evaluation method:

T - Technical evaluation
U - By experience of an aircraft using the pavement.
In the example, PCN 30 F/B/W/T, the breakdown of
information provided is as follows:
PCN 30 - The PCN Number is 30
F - The type of pavement is Flexible
B - The pavement sub-grade category is Medium
W - The maximum tire pressure is unlimited
NOTE
Prior permission from the airport controlling
authority is required when the ACN of the
aircraft is, or will exceed the published PCN
or tire pressure exceeds the published limits.
For runways that have been evaluated under the
ACN/PCN system, the Enroute Supplement will show
the PCN as a five-part code (e.g. PCN 30 F/B/W/T).
Details of the coded format are as follows:
1. The PCN Number. The reported PCN (PCN 30)
indicates that an aircraft with an ACN equal to or less
than the PCN can operate on the pavement subject to
any limitations imposed by tire pressure.
2. The type of pavement:
R - Rigid
F - Flexible
T - The pavement evaluation was done by

Technical means
To determine the ACN of the aircraft, follow these
example problems:
Problem 1:
GIVEN:
1. Gross Weight = 240,000 lbs.
2. PCN 30 F/B/W/T (From the Enroute Supplement)
FIND:
1. ACN
2. Is the aircraft allowed to land on the runway?
SOLUTION:
1. Enter the ACN chart, figure 8-26, since the
first letter in the PCN is F. This chart is based
on Flexible pavement.
3. The pavement sub-grade category:

A - High
B - Medium
C - Low
D - Ultra Low
Enter the chart with 240,000 lbs. and move up to

line B, (the next letter in the PCN), and then read
to the left for an ACN of 35.
2. The aircraft should not land since the ACN of
35 (determined above) is greater than the PCN
that is given of 30.
8-5
TO 1C-141B-1-1
Problem 2:
GIVEN:
crossing the threshold of the runway at 50 feet. Landing

ground roll for the landing configuration is presented
in figure 8-13.
1. Gross Weight = 257,500 Lbs.

2. PCN 80 R/B/X/T (From the Enroute
Supplement)
FIND:
1. ACN
2. Is the aircraft allowed to land on the runway?
SOLUTION:
Landing distance and landing ground roll charted

distances are based on the following assumptions:
1. Dry asphalt or concrete runways.
1. Enter the ACN chart for Rigid pavement,

figure 8-25, at 257,500 lbs. and move up to line
B and then left to read an ACN of 38.
2. Two seconds from touchdown attitude to taxi

attitude at 100% flaps, increasing to 5.3 seconds with
zero flaps.
2. The aircraft can land on the runway since the

ACN of 38 is lower than the PCN of 80. The
tire pressure limitation of X is not a factor
since the normal C-141 tire pressure is less than
217 PSI.
3. Maximum anti-skid braking is used once taxi

attitude is reached.
LANDING.
CROSSWIND LANDING.
Figure 8-5 provides a chart for resolving the wind
into its components, and is used to determine the
maximum permissible crosswind component for
landing. At gross weights below 212,000 pounds, the
Caution Zone and Not Recommended boundaries
are based on a constant steady sideslip capability.
Increasing approach speed for gusts or using reduced
flaps settings does not increase the maximum allowable
crosswind component.
Figure 8-6 presents the maximum crosswind to which
the C-141 can be subjected on the ground and still
remain under directional control.
WARNING
If runway is wet or icy, landing shall not be
made in the Caution Zone of figure 8-5
nor exceed Maximum Crosswind For
Landing of figure 8-6. Landing in the Not
Recommended zone shall not be attempted.
LANDING DISTANCE/LANDING GROUND ROLL.
The landing distance for the landing configuration
is presented in figure 8-11. This distance is based on
8-6
Charted distance from threshold to touchdown may

be determined by comparing Landing Distance from
50 Feet to Landing Ground Roll. This shall be
determined when landing distance is critical.
4. Spoilers are fully extended.

5. Thrust reversers are deployed within 2 seconds
of reaching taxi attitude. Maximum reverse thrust
attained within 6 seconds.
If necessary, provisions are made for the following
conditions:
1. Flap Position. Use figure 8-12 or 8-14 to correct
for actual flap position before entering the appropriate
sheet 2 of 2.
2. Pairs of spoiler panels not deployed.
3. Increased Threshold Speed. Increase threshold
speed for wind gusts (10 knots maximum), 2-Engine
V MCA , controllability check results, and C-141C
automatic landings.
NOTE
When performing C-141C automatic landings,
increase the landing distance to account for
the 20-knot increased landing speed.
4. Reverse thrust. Do not correct for reverse thrust
unless necessary for mission accomplishment. Use the
REVERSE THRUST grid only on dry runways.
5. Runway Condition. Runways may have a variable
braking coefficient. Always use the most critical factor
when computing landing data. Grids are available for
8 or 6 brakes.
TO 1C-141B-1-1
The braking coefficient on mat covered runways differs

from that on concrete runways. The effect of this
difference is accounted for by using a reduced RCR
value for the mat runway when calculating landing
ground roll distance (see figure 8-10).
6. Partial Braking Capability. The six brakes portion
of the charts will be used if only seven or six brakes are
available. If the runway is dry and no reverse thrust is
necessary for mission accomplishment, the center
correction grid (8 - 6 BRAKES) is the only correction
necessary for partial braking.
6. Charted distance from threshold to touchdown

may be determined by comparing Landing Distance
from 50 Feet to Landing Ground Roll. This shall be
determined when landing distance is critical.
If necessary, provisions are made for the following
conditions.
1. Increased landing speed for 2 engine V MCA and
gust.
NOTE
If the runway is other than dry (and reverse thrust is

required), use only the RCR (8 or 6) NO REV
correction grid. Then enter the RCR (8 or 6) BRAKES
correction grid.
When performing an autoland in the C-141C

aircraft, the landing distance must be increased
to correct for the 20 knot faster touchdown speed.
7. Slope. Do not correct for uphill slope unless necessary

for mission accomplishment. Always correct for a downhill
slope.
2. Partial braking capability. The six brakes portion

of the charts will be used if only seven or six brakes are
available. If the runway is dry and no reverse thrust is
used, the center correction grid (8 brakes-6 brakes) is the
only correction necessary for partial braking.
8. Wind. Do not correct for headwinds unless required

for mission accomplishment. Always correct for tailwinds.
LANDING GROUND ROLL/LANDING DISTANCE.
3. First use the no reverse grid, then account for 2 or 4

engine thrust on the second grid. Grids are available for
8 brakes or 6 brakes.
The landing ground roll distance for the landing

configuration is presented in figures 8-13 and 8-14.
These distances are based on the following assumptions.
4. Runway condition. Runways may have a variable

braking coefficient. Always use the most critical factor
when computing landing data.
1. Dry asphalt or concrete runways.

2. Two seconds from touchdown attitude to taxi
attitude at 100% flaps, increasing to 5.3 seconds with
zero flaps.
3. Maximum anti-skid braking is used once taxi
attitude is reached.
4. Spoilers are fully extended.
5. Thrust reversers are deployed within 2 seconds
of reaching taxi attitude. Maximum reverse thrust
attained within 6 seconds.
5. Slope. Do not correct for uphill slope unless necessary

for mission accomplishment. Always correct for a downhill
slope.
6. Wind. Do not correct for headwinds unless required
for mission accomplishment. Always correct for tailwinds.
7. Flap position.
8. Mat covered runway. The braking coefficient on
mat covered runways differs from that on concrete runways.
The effect of this difference is accounted for by using a
reduced RCR value for the mat runway when calculating
landing ground roll distance.
8-7
TO 1C-141B-1-1
SMOE
1.30
16
,0
00
FT
.
1.28
AL
T1
1.26
1.20
13
16
15
12
14
1.18
11
13
10
1.16
12
1.14
11
DAY
10
9
1.10
STD
1.12
8
1.08
7
1.06
1.04
1.02
3
1.00
0.98
0
0.96
-1
0.94
0.92
0.90
60
40
20
TEMPERATURE - C
Figure 8-1.
8-8
20
40
60
DENSITY ALTITUDE - 1000 FEET
1.22
14
PR
1.24
ES
S.
15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
GO-AROUND
EPR SETTING
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
NOTE
Four or three engines operating:
Rain removal
on
0.009
Engine anti-ice
on
0.013
Wing anti-ice
on
0.045 (for three
engine operation, open the wing
isolation valve).
2.2

4 & ABOVE
2.1
2
2.0
1
1.9 SL
-1
1.8
1.7
1.6
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
60
Figure 8-2.
8-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P7 ENGINES
THRUST REVERSE LIMITER

SETTING
DATE: OCTOBER 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
12
PRESSURE RATIO LIMITED
11
-1
SL
10
PRESSURE
ALTITUDE
1,000 FT
LIMITER SETTING - INDEX NUMBER
5
6
4
5
3
4
2
3
2
1
SL
0
-60
-1
-50
-40
-30
-20
-10
10
Figure 8-3.
8-10
20
30
40
50
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
THRUST FACTOR
DATE: DECEMBER 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
22
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
20
20
18
0
00
FT
18
1,
TAL 1
.
SS
PR
0
16
16
2
THRUST FACTOR
3
4
5
14
14
7
8
9
10
11
12
13
14
15
16
12
12
10
10
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
Figure 8-4.
8-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RUNWAY AND CROSSWIND

COMPONENT
DATE: OCTOBER 1968
LANDING ONLY
DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
WARNING
If runway is wet or icy landing shall not
be made in the "Caution Zone" of Figure 8-5
nor exceed "Maximum Crosswind For
Landing" of Figure 8-6 Landing in the
"Not Recommended Zone" shall not be
attempted.
1. Airplane tested to 30 knots crosswind component only.

2. Enter chart with maximum gust velocity for crosswind
components.
3. Crosswind limited to 20 knots when rudder pedal
steering or spoilers are inoperative.
4. Landing should be made in Normal Zone.
5. See text for explanation of crosswind landing and use of chart.
20
40
212
70
30
200
80
10
180
10
160
90
140
100
10
160
110
10
0
14
15
160
170
180
20
0
13
0
180
120
20
30
40
CROSSWIND COMPONENT - KNOTS
Figure 8-5.
8-12
50
60
LANDING GROSS WEIGHT - 1,000 POUNDS
NORMAL ZONE
S
REE
EG
WIN
40
DA
NG
TS
60
NO
-K
50
LE-D
TY
CI
LO 60
VE
50
20
RUNWAY COMPONENT - KNOTS
IN
30
40
CAUTION ZONE
30
50
NOT RECOMMENDED
20
10
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM
CROSSWIND FOR LANDING
DATE: JUNE 1979

NOTE
Do not exceed 25 knots crosswind.
40
S
IN
T
EN
N
PO
M 30 0
O
2 10
C
30
0
W
AD
HE
20
10
MAXIMUM CROSSWIND - KNOTS
OT
N
-K
0
360
RCR
5
320
300
23
260
19
280
15
12
340
240
220
200
180
160
Figure 8-6.
8-13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SINK RATE CHART
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
ALLOWABLE TOUCHDOWN VELOCITY

(SINKING SPEED)
NOTE
1. Use the lower touchdown speed allowed after consideration of both aircraft weight and fuel weight.
2. Adherence to normal landing procedures will preclude exceeding limit sink speeds at any gross
weight or fuel loading. It should be understood, however, that the life of the landing gear and
parts of the airframe are influenced 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 to monitor in-flight parameters only and is not to be used for hard
landing determinations.
650
600
450
400
FU
EL
WE
IG
AI
RC
MAXIMUM LANDING WEIGHT 343,000 POUNDS
500
DESIGN LANDING WEIGHT 257,500 POUNDS
ALLOWABLE TOUCHDOWN VELOCITY - FT/MIN
550
HT
RA
FT
LA
ND
IN
EIG
HT
350
300
70
80
90
100
110
120
130
140
150
TOTAL FUEL WEIGHT - 1,000 POUNDS
260
270
280
290
300
310
AIRCRAFT LANDING WEIGHT - 1,000 POUNDS
Figure 8-7.
8-14
320
330
340
350
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
APPROACH SPEED
DATA: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
1. Threshold airspeed is approach airspeed minus 10 knots.
2. Two engine approach speed is approach speed (75% Flap)
or two engine VMCA whichever is greater.
360
340
320
EN
RC
PE
AP
S
UP
-Z
220
240
ER
260
200
FL
280
LA FLA
TAK
ND
P
ING SET
EO
FF/
- 1 TING
AP
00
PR
PE
OA
CH RCE
N
-7
40
5P T
PE
E
RC
RC
EN
EN
T
T
15
PE
RC
EN
T
300
180
160
140
100
110
120
130
140
150
160
170
180
190
200
210
Figure 8-8.
8-15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: AUGUST 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
TIRE LIMIT SPEED
NOTE
HE
AD
4 0 WI
ND
30
20
15
-1
10
0
TA -20
ILW
IN
D
10
220
-6
0
TE
40
60
-4
210
-2
200
20
190
180
170
160
150
140
130
120
110
100
90
80
Figure 8-9.
8-16
The tire placard speed is 174 knots ground speed. To correct for
winds, use 100 percent of headwind or tailwind component.
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RCR CONVERSION
FOR USE WITH MATTED RUNWAY
DATE: APRIL 1969

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
25
20
RCR CONCRETE
15
10
0
0
10
15
20
RCR MATTED
Figure 8-10.
8-17
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: SEPTEMBER 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
LANDING DISTANCE
FROM 50 FEET
SPOILERS
NOTE
1.
2.
3.
4.
5.
60
Flaps - landing.
Anti-skid brakes.
Spoilers deployed.
4 engines idle.
If anti-skid brakes are inoperative, add 2,000 feet to the
uncorrected landing distance before going through the correction grids.
40
-2
20
0
10
16
14
12
-20
0
8
OAT - C
PR
E
DAY
STD
00 SS.
0 AL
FE TET
1,
-40
-60
7
GR
1,0 OSS
00
W
PO EIG
U
ND HT34
S
34 5
32 0
0
30
0
28
0
26
0
24
0
22
0
20
0
18
0
160
140

8-18
UNCORRECTED LANDING DISTANCE FROM 50 FEET - 1,000 FEET
TO 1C-141B-1-1
LANDING DISTANCE
FROM 50 FEET
SPOILERS
2 ENGINE REVERSE THRUST

11
10
10
ND
HI
LL
CORRECTED LANDING DISTANCE FROM 50 FT - 1,000 FEET
WN
WI
DO
AD
HE
HIL
TA I
LW
IN
UP
UNCORRECTED LANDING DISTANCE FROM 50 FT - 1,000 FEET
11
2 6 14 0
10 20 NO 4 20 10
0 20 10 0 8 6 20 10
0 20 10
0 0
2 0
20 40
REVERSE SLOPE - CALCULATED
10 18 INCREASED REV ENG RCR 8 REVERSE BRAKES RCR 6
THRUST PERCENT WIND BRAKES
BRAKES THRUST
SPOILER THRESHOLD
2
PANELS
RCR 6
RCR 8
NO REV
NO REV
KNOTS
SPEED
ENG
NOT
BRAKES
BRAKES
- KCAS
DEPLOYED
REVERSE
PAIRS
THRUST

8-19
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
LANDING DISTANCE FROM 50 FEET

- WING FLAP CORRECTION
SPOILERS
NOTE
1.
2.
3.
4.
4 engines idle.
Anti-skid brakes.
Spoilers deployed.
Correction distance must
be added to the uncorrected
landing distance from 50 feet.
50
45
40
HT
G DS
I
E
W UN
SS PO 0
RO 0 34 0
G ,00
32 0
-1
30 0
28 0
26
0
24
0
22
0
20
0
18
0
16
30
25
20
15
10
100
90
80
70
60
50
FLAP SETTING - PERCENT
40
Figure 8-12.
8-20
30
20
10
0
0
10
20
ALTITUDE - 1000 FEET
DISTANCE - 100 FEET
35
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
LANDING GROUND ROLL
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
SPOILERS
NOTE
1.
2.
3.
4.
5.
Flaps - landing.
Anti-skid brakes.
Spoilers deployed.
4 engines idle.
If anti-skid brakes are inoperative, add 2,000 feet to the uncorrected
ground roll before going through the correction grids.
60
40
STD D
PR
E
00 SS.
0 AL
FE TET
1,
0
6
10
16
14
12
-40
-20
-2
-60
6
GR
O
1,0 SS W
00
EIG
P
34 OUN HTDS
5
340
320
300
280
260
240
220
200
180
160
140
UNCORRECTED LANDING GROUND ROLL - 1,000 FEET
OAT - C
20
AY

8-21
TO 1C-141B-1-1
LANDING GROUND ROLL

SPOILERS

ND
ND
0
2 6 14 0
10 20
20 10
1018 INCREASED NO 4 RCR 8
SPOILER THRESHOLD REV ENG BRAKES
PANELS SPEED
2
NO REV
NOT
ENG
- KCAS
DEPLOYED
PAIRS
REVERSE
THRUST
0 20 10
REVERSE
THRUST
RCR 8
BRAKES
0 8 6 20
10
BRAKES RCR 8
BRAKES
NO REV

8-22
0 20 10
REVERSE
THRUST
RCR 6
BRAKES
0
0 0
2 0
20 40
CALCULATED
SLOPE PERCENT WIND
KNOTS
CORRECTED LANDING GROUND ROLL - 1,000 FEET
TA I
LW
I
WI
UNCORRECTED GROUND ROLL - 1,000 FEET
AD
HE
ILL
NH
W
U
DO PH
ILL
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
LANDING GROUND ROLL WING FLAP CORRECTION
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
SPOILERS
NOTE
1.
2.
3.
4.
4 engines idle.
Anti-skid brakes.
Spoilers deployed.
Correction distance must be added to the uncorrected
landing ground roll.
26
24
22
20
G
-1 ROS
,00 S
0 P WE
I
34 OUN GHT
32 0
DS
3 0
28 00
0
26
0
18
0
24 0
22 0
20 0
18 0
16
14
12
DISTANCE - 100 FEET
16
10
100
90
80
70
60
50
40
30
20
10
0
0
10
20
ALITITUDE - 1000 FEET
Figure 8-14.
8-23
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE 1. 3 engines at Go around EPR.

2. Full rudder and 5 degrees bank.
3. Shaker Speeds based on 17 percent CG. (C-141B ONLY)
4. Flaps as noted.
350
PS
FLA
NT
CE
PER
25
300
PS
FLA
50
310
NT
320
CE
330
PER
STA
75 LL SP
PER EED
CE
NT S
FLA
P
340
290
T
EN
5P
ERC
270
SA
T7
260
- FL
AP
250
ET
SPE
ED
240
NS
230
ER
O
280
SH
AK
220
210
200
OR
CT
FA
ST
RU .25
TH 20
.60
19
.00
19 .50
18
.00
18 0
.5
17
.00
17 0
.5
16
190
180
170
16.00
160
70
80
90
100
110
120
AIR MINIMUM CONTROL SPEED - KCAS
Figure 8-15.
8-24
130
140
150
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
350
PS
FLA
ENT
ERC
ERC
25 P
310
50 P
320
ENT
STAL
L
75 P SPEEDS
ERC
ENT
FLA
PS
330
FLA
P
340
300
290
270
260
D,
CL
EA
250
LS
PEE
240
NT
220
1.1
5S
TAL
230
PER
CE
160
- FL
AP
200
KER
R
TO
25
20.
6
5
0
19.
18.
100
18.
90
0
17.
80
140
70
17.
15.
150
5
16. 16.0
15.
160
FAC
170
19.
ON
UST
SET
180
THR
SPE
ED
190
170
180
190
NOTE
SA
T 75
210
SHA
280
110
120
130
140
AIR MINIMUM CONTROL SPEED - KCAS
1. 2 engines at Go around EPR.

2. Full rudder.
3. 7 degrees bank or 50 percent
wheel throw.
4. Two engine flaps retract speed
is 1.15 VS clean or two engine.
VMCA whichever is greater.
5. Two engine VMCA will be based
on shaker onset speed or thrust
factor line, whichever is greater.
6. Shaker speeds based on
17 percent CG. (C-141B ONLY)
150
Figure 8-16.
8-25
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

MINIMUM CLIMBOUT SPEED +25 KNOTS
75 PERCENT FLAPS
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Engines at Go Around EPR
2. For 2 engine Vmco, compare the minimum climbout speed with the
air minimum control speed (2 engines out) and use the greater of the two.
3. For two engines minimum flap rectraction speed, see text and
Figure 3-30 or Figure 8-16.
100
21
105
110
115
120
125
130
135
140
145
150
155
160
21
20
19
19
18
18
17
17
THRUST FACTOR
20
340
345
320
300
280
260
220
200
14
240
15
180
15
160
16
GR
-1,0 OSS W
00
PO EIGH
140 UND T
S
16
14
13
13
12
12
11
11
10
100
105
110
115
120
125
130
135
Figure 8-17.
8-26
140
145
150
155
10
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

50 PERCENT FLAPS
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Engines at Go around EPR.

2. Three or four engines.
3. For 2 engine VMCO, compare the minimum climbout speed with the air
minimum control speed (2 engines out) and use the greater of the two.
4. For two engines minimum flap retract speed, see text and Figure 8-16.
90
21
100
110
120
130
140
150
160
170
20
19
18
13
340
345
320
300
280
260
240
220
200
SS W
14
180
15
160
EIGH
T -1,
000
140
POU
N
DS
16
GRO
THRUST FACTOR
17
12
11
10
90
100
110
120
130
140
150
160
170
Figure 8-18.
8-27
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE

25 PERCENT FLAPS

2. Three or four engines.
3. For 2 engine VMCO, compare the minimum climbout speed with the air minimum
control speed (2 engines out) and use the greater of the two.
4. For two engines minimum flap rectract speed, see text and Figure 8-16.
5. See Figure 3-38 for flap retraction speed above 16,000 feet.
100
21
110
130
140
150
160
170
180
21
20
19
19
17
17
16
240
16
18
220
GR
OS
SW
EIG
HT
140 1,000
PO
UN
160
DS
180
200
20
18
15
15
280
260
THRUST FACTOR
120
14
320
300
14
13
345
340
13
12
12
11
11
10
100
110
120
130
140
150
160

Figure 8-19.
8-28
170
10
180
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

ZERO FLAPS
4 AND 3 ENGINES
DATE: JANUARY 1968

NOTE
2. 1.3 VS at 30 bank.
220
210
200
0F
0
1,0
TAL 16
.
SS
SL
RE
190
180
170
160
150
140
130
140
160
180
200
220
240
260
280
300
320
340
360
Figure 8-20.
8-29
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BRAKE LIMITS
NOTE
DATE: FEBRUARY 1968

6. See figure 8-22 for

Flaps "take-off/approach" or landing".
minimum brake
Spoilers deployed.
cooling time.
Maximum anti-skid braking.
7. Use actual number
To obtain brake application speed:
of brakes.
Substract full value of headwind component,
8. The Brake Limit Chart
add full value of tailwind component.
does not take into
5. Take-off cooling procedure:
account Taxi Time/Distance.
(A) Make normal take-off
(B) 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.
(C) Leaving gear in extended position for cooling per (B) results in reduced
obstacle clearance capabilities.
DESIGN STOP LIMIT
1.
2.
3.
4.
DANGER ZONE
(OVER 27 MILLION FT-LB)
CAUTION ZONE
(18 TO 27 MILLION FT-LB)
CAUTION ZONE
NORMAL ZONE
40
15
28
14
24
0
13
12
20
0
11
16
10
90
12
80
70
8
60
160
200
240
280
320
360 8 7 6
BRAKES
0 ENG
2 ENG
4 ENG
4
60
REV THRUST

8-30
40 20
0 -20 -40 -60
RUNWAY TEMPERATURE - C
AVERAGE KINETIC ENERGY PER BRAKE - ONE MILLION FOOT - POUNDS
32
2
1 00
18 90
1
0
16 70
0
GR
KN OU
OT ND
S
SP
EE
D-
36
TO 1C-141B-1-1
BRAKE LIMITS
40
DESIGN STOP LIMIT
TA
ILW
IN
UPH
ILL
HE
AD
WI
ND
36
DOW
NHILL
36
32
32
28
28
24
24
20
20
16
16
12
12
8
12
PRESSURE ALTITUDE1,000 FEET
16
0
1
RUNWAY
SLOPE PERCENT
0
20
40
WIND
COMPONENT KNOTS
40
10
20
SPOILER
PANELS NOT
DEPLOYED
PAIRS

8-31
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BRAKE LIMITS
DATE: FEBRUARY 1968

MINIMUM BRAKE COOLING TIME
NOTE
Taxi time will not be included
in cooling time calculations.
CAUTION ZONE
6 TO 18 MILLION FT-LB
CAUTION ZONE
18 TO 27 MILLION FT-LB
DANGER ZONE
OVER 27 MILLION FT-LB
1. If stop does not exceed 6 million ft-lbs,

no special procedure is required.
2. If stop exceeds 6 million ft-lbs, delay
subsequent take-off 8 minutes for each
one million ft-lb in excess of 6 million.
3. If stop exceeds 6 million ft-lb and an
immediate take-off is mandatory, there
may not be sufficient brake energy to
make a rejected take-off should it become necessary. If the take-off is
made, the brakes should be cooled
as prescribed in Figure 8-21 note 5 on
sheet 1.
1. Clear runway; do not set brakes.

2. Request fire fighting equipment. Hydraulic fluid fire and blown fuse plugs
are possible.
3. Chock nose gear.
4. Evacuate aircraft by moving foward
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.
1. Clear runway; do not set brakes.

2. Request fire fighting equipment.
Hydraulic fluid fire and blown fuse
plugs are imminent.
3. Chock nose gear.
4. Evacuate aircraft by moving foward
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 inspected per TO 4B1-2-373.
8. Have tires removed and checked
per TO 4T-1-3.
10
G
IN
OL
CO
ND
GR
OU
12
OOLIN
14
16
AIR C
AVERAGE KINETIC ENERGY PER BRAKE ONE MILLION FOOT - POUNDS
18
6
0
20
40
60
TIME - MINUTES
Figure 8-22.
8-32
80
100
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BRAKE LIMITS
DATE: JANUARY 1968

ZERO FLAPS
DANGER ZONE
(OVER 27 MILLION FT-LB)
NOTE
1. To obtain brake application speed:
Subtract full value of headwind component;add full value, of tailwind component.
CAUTION ZONE
2.
Spoilers
deployed.
3. Maximum anti-skid braking.
4. Take-off cooling procedure: Make normal take-off. After lift-off, landing gear
CAUTION ZONE
should remain extended for a cooling period equal to 2 minutes for each million ft-lb
in excess of 6 million ft-lb. Leaving gear in extended position for cooling results in
reduced obstacle clearance capabilities
NORMAL ZONE
5. Use actual number of brakes.
6. The Brake Limits Chart does not take into account taxi time distance!
40
GR
- K OU
NO ND
TS SPE
ED
2
19 00
1
0
17 80
0
DESIGN LIMIT STOP
36
15
16
32
13
14
28
24
CAUTION ZONE
12
20
11
10
16
90
80
CAUTION ZONE
12
70
60

(Refer to figure 8-21, sheet 2)
DANGER ZONE
4
NORMAL ZONE
4 ENG
60
2 ENG
8 7 6
BRAKES
0 ENG
160 180 200 220 240 260 280 300 320 340
40
20
0 -20 -40
RUNWAY
TEMPERATURE - C
0
-60
REVERSE THRUST
Figure 8-23.
8-33
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RUNWAY STRENGTH
REQUIREMENTS
DATE: MAY 1969

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
330
320
LOAD CLASSSIFICATION
NUMBER
RIGID PAVEMENT
22
290
30
33.4
AC
280
M
NT
270
CE
260
N
250
R
PE
TIO
CA
240
CG
230
LO
220
210
200
24
190
22
ENT
AVEM 15 CBR)
P
E
L
FLEXIB ENGTH =
IL STR
UBSO
20
18
16
(S
SS)
BSOIL
90 (SU
ICKNE
EMENT
VEMENT TH
A
RIGID PAV
P
F
O
H
I PER INC
S = 200 PS
MODULU
70
60
50
40
30
14
12
10
90
80
80
UMBER
TION N
A
20 IN.)
IC
IF
S
MENT =
CLAS
E
V
D
A
A
P
O
L
LEXIBLE
(FOR F
L LOAD
LE WHEE
G
IN
IN.)
S
T
N
E
ENT = 20
EQUIVAL
E PAVEM
L
IB
X
E
L
F
(FOR
70
60
50
40
30
80
30 IN.)
IDITY =
IG
R
E
IV
AT
ER
60
NUMB
OF REL
ATION
ADIUS
R
IC
IF
G
S
IN
S
50
CLA
T HAV
LOAD
VEMEN
Y
D
40 OR RIGID PA
HEEL LOA OF RELATIVE RIGIDIT IN.)
SINGLE W
(F
30
S
T
=
IU
N
D
LE
A
A
R
IV
EQU
T HAVING
N
E
M
E
V
A
P
(FOR RIGID
70
Figure 8-24.
8-34
26
EQUIVALENT SINGLE PAVEMENT THICKNESS-INCHES

FLEXIBLE OR RIGID PAVEMENT
WHEEL LOAD
1,000 POUNDS
FLEXIBLE PAVEMENT
LOAD CLASSSIFICATION
NUMBER
FLEXIBLE PAVEMENT
1. MLG Tire Pressure 185 PSI Constant. NLG

Tire pressure - 150 PSI
Constant.
2. Pavement thickness
requirements are for
unlimited operation.
3. Subsoil strengths supporting the pavements are
as shown on the chart.
Less pavement thickness
is required if the subsoil
strength is higher.
4. The Load Classsification
Numbers (LCN) and the
corresponding Equivalent
Single Wheel Loads
(ESWL) are computed
for the parameters as
indicated.
300
50
40
30
20
EQUIVALENT SINGLE
WHEEL LOAD
1,000 POUNDS
RIGID PAVEMENT
NOTE
310
TO 1C-141B-1-1
AIRCRAFT CLASSIFICATION
NUMBER (ACN)
C-141B/C FOR RIGID PAVEMENT
80
SUBGRADE CODE
70
AIRCRAFT CLASSIFICATION NUMBER (ACN)
60
50
A
40
30
20
10
140
160
180
200
220
240
260
280
300
320
340
GROSS WEIGHT (x 1,000 lbs)
Figure 8-25.
8-35
TO 1C-141B-1-1
AIRCRAFT CLASSIFICATION
NUMBER (ACN)
C-141B/C FOR FLEXIBLE PAVEMENT
90
SUBGRADE CODE
80
D
AIRCRAFT CLASSIFICATION NUMBER (ACN)
70
60
50
40
30
20
10
140
160
180
200
220
240
260
280
GROSS WEIGHT (x 1,000 lbs)
Figure 8-26.
8-36
300
320
340
TO 1C-141B-1-1
PART 9. AIRDROP DATA

TABLE OF CONTENTS
Paragraph
Page
Airdrop Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-2
LIST OF CHARTS
Figure
Title
Page
9-1
Airdrop Data Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-5
9-2
Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-6
9-3
Military Rated Thrust EPR Setting - Air Conditioning, Pressureization On . . . . . . . . . . . . . . . . .
9-7
9-4
Thrust Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-8
9-5
Operating Envelope for Paratroop Airdrop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-9
9-6
ADS Speed Envelope - 2,500 to 35,000 Pound Drop Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-10
9-7
Flap Position for Airdrop of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-11
9-8
Maximum Airdrop Gross Weight for 5 Degree Deck Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-12
9-9
Flap Position for Airdrop of Cargo, Deck Angle

5 Degrees Nose Up - (30 Percent Above Stall Speed) (CDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-13
Flap Position for Airdrop of Cargo, Deck Angle

5 Degrees Nose Up - (25 Percent Above Stall Speed) (CDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-14
9-11
Minimum Flap Retraction Speed - 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-15
9-12
9-16
9-13
9-17
9-14
9-18
9-15
Minimum Climbout Speed and Minimum Flap Retraction

Speed for Altitudes Above 16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-19
9-16
Spoiler Extended Speed Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-20
9-17
Shaker Onset Speed - Gear Up (C-141B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-22
9-18
Shaker Onset Speed - Gear Up (C-141C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-24
9-19
Stall Speed - Gear Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9-26
9-10
9-1
TO 1C-141B-1-1
AIRDROP DATA.
Aircraft Predrop
Weight = 200,000 pounds
This section contains all the performance charts

required to compute airdrop data. The airdrop data
card will be completed and checked by the scanner
prior to the Pre-Slow down check.
EXAMPLES:
NOTE
Use aircraft predrop gross weight for all airdrop
computations.
2. (FLAP POSITION) = 75 percent.
Four example problems are given:

Example 1 - Personnel Airdrop
Example 2 - Equipment Airdrop
From aircrew briefing or from figure 9-5. Enter chart

with GW 200,000 pounds and 130 KCAS. Check that
it is in the permissible range.
Example 3 - CDS Airdrop

NOTE
Example 4 - Halo Airdrop

Example Problem 1 - Personnel Airdrop
Airspeeds of 128 KCAS to 135 KCAS will be used.
Flaps will be extended from 75 to 90 percent to obtain
a 0-3.5 degree deck angle. An airspeed of 130 KCAS
with 75 percent flaps is recommended.
To determine deck angle from Figure 9-5, enter chart
with GROSS WEIGHT and go to airdrop KCAS,
parallel deck angle lines to the top of the chart to
determine deck angle degrees.
GIVEN: From aircrew briefing and aircraft weight
and balance forms.
1. Flap position = 75 percent
2. Drop airspeed = 130 KCAS
3. Drop time = 1200Z
4. Drop altitude temp = 9C true, corrected to
11C IOAT
5. Drop altitude = 2,000 feet PA
6. Aircraft GW = 225,000 pounds
COMPUTATIONS:
1. Determine aircraft gross weight for time of drop.
Compute fuel burnoff from brake release to drop time.
For this problem, use 25,000 pounds.
NOTE
Fuel flow for low level flight is approximately
14,000 per hour.
Aircraft GW = 225,000 pounds
Fuel Burnoff = 25,000 pounds
9-2
For higher gross weights the flap setting and

airspeed need to be adjusted.
3. (DROP KCAS) = 130 knots.
From aircrew briefing, or from figure 9-5. (See NOTE
in step 2.)
4. (MRT) = 1.87.
From figure 9-3, using IOAT (11C) and drop altitude
(2,000 feet PA).
5. Determine a thrust factor using figure 9-4, enter
chart with MRT setting and drop pressure altitude = 17.5.
6. (VMFR) = 147 KCAS.
From figure 9-11, using thrust factor (17.5) and aircraft
predrop weight 200,000 pounds.
NOTE
For altitudes above 16,000 feet, use figure 9-15.
7. (V SHO (30 Bank)) = 108 KCAS (C-141B), 112
KCAS (C-141C).
From figure 9-17 (C-141B) or figure 9-18 (C-141C),
using 30 bank angle, aircraft predrop weight, drop
altitude, computed flap setting and drop altitude.
8. (VMS)= 138 KCAS.
From figure 9-16, using drop altitude, aircraft predrop
GW. Determine Mach, enter sheet 2 with Mach, and
drop altitude. Read KCAS for V MS .
TO 1C-141B-1-1
Example Problem 2 - Equipment Airdrop

and balance form.
1. Drop air speed = 150 KCAS
NOTE
For altitudes above 16,000 feet, use figure 9-15.
7. (V SHO (30 Bank)) = 116 KCAS (C-141B), 131
KCAS (C-141C).
2. Drop time = 1300Z

3. Drop altitude temp = 10C true, corrected to
13C IOAT
5. Offload = 6,800 pounds (1 platform)
6. Aircraft gross weight = 245,000 pounds
COMPUTATIONS:
For this problem use 30,000 pounds.
NOTE
Use aircraft predrop gross weight for all airdrop
computations.
Aircraft GW = 245,000 pounds
Fuel Burnoff = 30,000 pounds
Aircraft Predrop
Gross Weight = 215,000 pounds
2. (DROP KCAS) = 150 knots.
From aircrew briefing.
3. (FLAP POSITION) = 54 percent.
From figure 9-7, using 150 KCAS and aircraft predrop
weight.
4. (MRT) = 1.85.
From figure 9-3, using drop altitude temperature and
drop altitude (3,000 feet PA).
5. Determine a thrust factor using figure 9-4, enter
chart with MRT setting and drop pressure altitude =
16.6.
6. (VMFR) = 153 KCAS.
From figure 9-12, using thrust factor (16.6) and aircraft
predrop weight (215,000 pounds).

using 30 bank angle, aircraft predrop weight, drop
8. (VMS) = 142 KCAS.
From figure 9-16, using drop altitude, aircraft predrop
GW, determine Mach. Enter sheet 2 with Mach and
drop altitude, read KCAS for VMS .
Example Problem 3 CDS
and balance form.
1. Drop airspeed = 150 KCAS (or as determined)
2. Drop altitude temperature = 16C true, corrected
to 20C IOAT.
4. Aircraft gross weight = 310,000 Lbs.
COMPUTATIONS
1. Determine aircraft pre-drop gross weight. Compute
fuel burnoff from brake release to drop time. For this
problem use 20,000 pounds.
NOTE
Fuel flow for low level flight is approximately
14,000 pounds per hour. Use aircraft pre-drop
gross weight for all airdrop computations. Prior
to container airdrop, the aircraft fuel load shall
be scheduled to ensure the forward CG limits
will not fall forward of 25 percent MAC for
any release of containers.
310,000 (Aircraft GW) 20,000 (Fuel Burnoff) =
290,000 (Aircraft Pre-drop GW)
2. Drop KCAS is determined from figure 9-9 or
9-10. Whenever possible, the drop will be performed
at an airspeed that provides at least a 30 percent margin
above stall speed.
9-3
TO 1C-141B-1-1
NOTE
When aircraft gross weight and drop altitude
requirements will not permit using a speed
with a 30 percent stall margin, a 25 percent
margin above stall may be used. Figure 9-8
provides a quick reference for determining a
maximum gross weight at drop time for 1.3Vs/
1.25Vs drop speeds at various drop altitudes.
Always be on or to the left of the pressure altitude
lines. In some cases, the airspeed will have to be
increased to offset heavy gross weights and/or high
pressure altitudes, when you fall to the right of the
pressure altitude lines of figure 9-9. In this example
problem, the airspeed will have to be increased to
offset the heavy gross weight. Enter figure 9-10 with
150 KCAS and then over to the pre-drop gross weight
line. Parallel the gross weight line to the left and
intersect the drop pressure altitude line. Read the new
airspeed (157), and flap position (55%).
NOTE
If the planned airspeed is changed, the pilot
and navigator must be notified.
3. Flap position = 55%
From figure 9-10, using airspeed and aircraft pre-drop
GW.
4. MRT = 1.78
From figure 9-3, using drop altitude temperature (20 C)
and drop altitude (4,000 feet PA) = 1.785. Use 1.78.
5. Determine a thrust factor using figure 9-4. Enter
chart with MRT setting and drop pressure
altitude = 15.1
6. VMFR = 171 KCAS
From figure 9-12, using thrust factor (15.1), and
aircraft pre-drop GW (290.0). For flap settings less
than 25%, use the Minimum Climbout Speed-Zero
Flap chart (figure 9-14).
7. VMS = 172
From figure 9-16, using drop altitude and aircraft
pre-drop GW. Determine Mach, enter sheet 2 with
Mach and drop altitude. Read KCAS for VMS.
8. VSHO (30 bank) = 136 KCAS (C-141B), 152
KCAS (C-141C)
9-4

using 30 bank angle, aircraft pre-drop GW, drop
Example Problem 4 HALO
Given: From aircrew briefing and aircraft weight
and balance form.
1. Flap position = 75%
2. Drop airspeed = To be determined
3. Drop time =1600Z
4. Drop altitude temperature = -29C true, corrected
to -24 IOAT
6. Aircraft gross weight = 225,000
7. Offload = 10 troopers
COMPUTATIONS:
For this example, use 30,000 pounds.
225,000 (Aircraft GW) 30,000 (Fuel Burnoff)
= 195,000 (Aircraft Pre-drop GW)
NOTE
Use aircraft pre-drop gross weight for all
airdrop computations.
2. Flap position = 75% (From aircrew briefing).
3. Drop KCAS = 130
NOTE
Drop KCAS is 1.3Vs and will be between 130
and 180 KCAS.
Enter figure 9-19 with 0 degrees bank angle, gross weight
(195,000) PA (20,000), and determine a reference number.
Enter sheet 2 with reference number, flap setting (75
percent), and PA (20,000). Determine stall speed = 97
KCAS. Compute 1.3Vs by multiplying 97 times 1.3 = 126
KCAS. As this speed is not in the 130 to 180 KCAS
envelope, increase the drop airspeed to 130 KCAS.
4. MRT = 2.13.
From figure 9-3, using drop altitude temperature
(-24C) and drop altitude (20,000).
TO 1C-141B-1-1
5. VMFR = 140 KCAS

From figure 9-15, using the gross weight proceed to
the minimum flap retraction speed line, proceed to the
base line, follow the pressure altitude lines to 20,000
feet. Read the minimum flap retraction speed.
6. VMS = 144
From figure 9-16 using drop altitude and aircraft predrop GW. Determine mach, enter sheet 2 with mach
and drop altitude. Read KCAS for V MS .
7. VSHO (30 bank) = 108 KCAS (C-141B), 119 KCAS
(C-141C)
30 bank angle, aircraft pre-drop GW, drop altitude,
computed flap setting, and drop altitude.
AIRDROP DATA CARD
FLAP POSITION
Vms
DROP KCAS
Vsho (30Bank)
Vmfr
MRT
Replaces AMC Form 133, Jun 92. which is obsolete.
C-141 AIRDROP DATA
AF FORM 4070, 19990301 (EF-V2)
Figure 9-1.
9-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
TEMPERATURE CORRECTION
DATE: JUNE 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
-120
-100
TRUE OAT - C
-80
AT -
DO
ATE
C
I
IND
-80
-70
-60
-40
00
-60
-50
.
ESS
PR
-40
-30
36
OV
30
20
-10
15
10
10
20
B
DA
AN 35
FT
25
-20
-20
T
AL
,0
-1
5
SL
30
40
20
40
150
PR
ES
S.
TAL
200
1,
00
0
FT
40
250
35
30
20
100
25 0
2 5
1
10
300
5
SL
350
Figure 9-2.
9-6
10
0
-10
-20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MILTARY RATED THRUST

EPR SETTING
DATE: AUGUST 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
REMARKS:
Pressure Altitude
Above
20,000 ft
20,000 ft
and below

4 engine operation
Wing anti-ice on
3 engine operation
Wing anti-ice on
Engine anti-ice on
2.2
2.1
0.061
0.023
0.067
0.061
0.043
0.067
0.045
0.062
4,000 FT
3,000 FT
2,000 FT
2.0
PRESS. ALT
SEA LEVEL
20,000 FT
40,000 FT
45,000 FT
1,000 FT
SEA LEVEL
1.9
1.8
1.7
1.6
1.5
1.4
-60
-50
-40
-30
-20
-10
10
20
30
40
50
60
Figure 9-3.
9-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
THRUST FACTOR
DATE: DECEMBER 1965

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
22
1.5
1.6
1.7
1.8
1.9
2.0
2.1
2.2
2.0
2.1
2.2
20
18
0
,0
FT
1
TAL 1
S.
ES
R
0
P
16
THRUST FACTOR
3
4
5
14
7
8
9
10
11
12
13
14
15
16
12
10
1.5
1.6
1.7
1.8
1.9
Figure 9-4.
9-8
TO 1C-141B-1-1
MODEL: C-141B
TF33-A-7 ENGINES
OPERATING ENVELOPE FOR

PARATROOP AIRDROP
DATE: AUGUST 1980

DATA BASIS:
FLIGHT TEST
NOTE
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 .
2. 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
APPROXIMATELY 3 TO 3 1/2 .
3. 0 TO 3 LINES ARE BASED ON 75% FLAPS. 3 TO 3 1/2 WILL REQUIRE A
INTERMITTENT FLAP SETTING UP TO THE 90% FLAP LIMIT.
135
0.5
DECK ANGLE - NOSE UP

1.0
1.5
2.0
2.5
3.0
3.5
90
131
-F
-F
LA
LA
132
LIM
LIM
IT
IT
133
80
AIRSPEED, CAS - KNOTS
134
130
129
75% - FLAPS
128
150
160
170
180
190
200
210
220
230
240
Figure 9-5.
9-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ADS SPEED ENVELOPE

2,500 to 35,000 POUND DROP LOAD
DATE: AUGUST 1968
DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
NOTE
1. Flaps for 2 nose up cargo deck angle.
2. Gear up.
3. Ramp skid blocks/end cover installed at drop
loads of 25,000 pounds and up.
4. Maximum speed limit based on peak limit load factor 2.0 G, and/or
total drop package cross-sectional area, and/or 200 KCAS.
5. Minimum speed limit based on 130 KCAS or speed for 2 deck angle
6. Must operate above hashed line for given drop weight and to the left
of the appropriate drop package cross-sectional area line.
7. Minimum unit drop weight is 2,500 pounds.
8. Use only parachute extraction systems specified in TO 1C-141B-9.
330
320
310
290
280
llll
llll
lll
llll
llll
llll
llll
lll
llll
lll
llll
ll
lll
llll
ll
lll
lll
lll
llll
ll
lll
llll
lll
ll
llll
ll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
llll
000 l l l l
ll
25, l l l l l l l
lllll
llll
lllll
l
l
l
l
l
l
l
l
l
l
l
l
l
lll
llll
llll
llllll
lllll
0
llll
,00 l l l l l l l l l
llllll
llll llllll l l l l
l
0
l
l
l
2
l
ll
0
lllll
l
lllll
5,00
llllll l l l l lllllllllllllllllllllllllllllll l l l l l
lllllll
lllll
l
l
l
TO 1l l l l l l l l l l l l l
l
0
0
l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l llllllllllllllllllllllllllllllllll l l l
l
5
2, l l l l l l l l l
l
l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l l lllllllllllllllllllllllllllllllllllllll l l l l l l l
lll
llll
130
140
llll
lll
150
160
170
ADS SPEED - KCAS
Figure 9-6.
9-10
lll
llll
150
llll
160
llll
llll
170
llll
llll
180
lll
llll
ll
llll
190
0
lll
,00 l l l l
30 l l l l l l l
llll
llll
llll
200
lll
llll
lll
210
lll
DR
220
lll
AD 00
O
L
,0
35
OP
230
lll
U
PO
lll
ND
240
lll
250
lll
260
lll
270
lll
DROP ZONE GROSS WEIGHT - 1,000 POUNDS
300
6.5
CARGO CROSS-SECTIONAL
AREA - 1,000 SQUARE INCHES
10.2
10.0
9.5
9.0
8.5
8.0
7.5
7.0
340
lll
NOT RECOMMENDED.
350
lll
CAUTION. MAXIMUM ALLOWABLE

AIRSPEED IS A FUNCTION OF DROP
PACKAGE CROSS - SECTIONAL AREA
DUE TO POSSIBLE PETAL DOOR DAMAGE.
lli
RECOMMENDED OPERATION. OPERATION

IS NOT PERMITTED IN THE AREA BELOW
THE APPLICABLE DROP LOAD LINE.
180
190
200
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: OCTOBER 1968

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
FLAP POSITION FOR

AIRDROP OF CARGO
NOTE
1. This data provides at least a 30 percent margin above stall speed.
2. This will give approximately 2 nose up deck angle.
3. Flap speed relationships during airdrop configuration must not
exceed the following:
1
200
190
180
170
GR
OS
S
MAXIMUM RECOMMENDED AIRDROP SPEED
160
150
16
0
15
0
140
19
0
18
0
17
0
W
EIG
H
34 T - 1
3 5 ,000
33 40
PO
UN
32 0
0
DS
31
30 0
29 0
28 0
27 0
26 0
0
25
0
24
0
23
0
22
0
21
0
20
0
130
1
KCAS
MAXIMUM FLAPS
50%
70%
88%
180-200
165-180
BELOW 165
120
110
100
0
10
20
30
40
50
FLAP POSITION - PERCENT
60
70
80
90
Figure 9-7.
9-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MAXIMUM AIRDROP GROSS WEIGHT

FOR
5 DEGREE DECK ANGLE
DATE: MAY 1976

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
CDS
280
270
MAXIMUM AIRDROP GROSS WEIGHT FOR 5 DECK ANGLE - 1,000 POUNDS
260
15
0K
CA
250
S=
1.2
5V
S
240
230
220
150
KC
AS
=1
.30
210
V
S
200
190
180
170
160
0
2.5
7.5
12.5
10
15
Figure 9-8.
9-12
17.5
20
22.5
25
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FLAP POSITION FOR AIRDROP OF CARGO

DECK ANGLE 5 DEGREES NOSE UP
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
(3O PERCENT ABOVE STALL SPEED)

CDS
NOTE
Airspeed and gross weight intersection must
be to the left of drop altitude to be at least 30
percent above stall speed.
220
210
200
190
170
GR
1,0 OSS W
00
EIG
P
345 OUN HT
DS
340
320
160
150
300
280
140
260
240
25
130
20
110
200
S.L.
PRESS. ALT1,000 FEET
120
220
10
AIRDROP SPEED - KCAS
180
180
160
100
90
10
20
30
40
50
60
70
80
90
100
Figure 9-9.
9-13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FLAP POSITION FOR AIRDROP OF CARGO

DECK ANGLE 5 DEGREES NOSE UP
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
(25 PERCENT ABOVE STALL SPEED)

CDS
NOTE
Airspeed and gross weight intersection must
be to the left of drop altitude to be at least 25
percent above stall speed.
25
220
210
AIRDROP SPEED - KCAS
10
180
170
S.L.
PRESS. ALT1,000 FEET
190
30
20
200
GR
1,0 OSS
WE
00
IG
P
345 OUN HT
DS
340
160
320
150
300
280
140
260
240
130
220
120
200
180
110
160
100
0
10
20
30
40
50
60
Figure 9-10.
9-14
70
80
90
100
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JUNE 1979

75 PERCENT FLAPS
130
140
150
160
170
180
190
21
20
19
19
18
18
17
17
16
16
340
12
345
11
10
120
320
300
12
280
13
260
220
200
180
14
240
13
15
160
14
WEIGH
T
15
-1,000
POUND
S
140
20
GROSS
THRUST FACTOR
120
21
130
140
150
160
170
180
11
10
190
Figure 9-11.
9-15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

50 PERCENT FLAPS
DATE: JUNE 1979

130
140
150
160
170
180
20
19
19
18
18
17
17
16
16
345
12
11
120
340
13
320
300
280
240
220
200
14
260
13
180
14
15
160
15
12
11
130
140
150
160
170
Figure 9-12.
9-16
190
21
20
GROS
S WEIG
HT -1,0
00 PO
UNDS
140
THRUST FACTOR
120
21
180
10
190
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JUNE 1979

25 PERCENT FLAPS
140
150
160
170
180
190
200
21
20
19
19
18
18
17
17
16
16
340
345
320
300
260
240
220
200
14
280
13
180
14
15
160
15
S WEIG
HT -1,0
00 PO
UNDS
140
20
GROS
THRUST FACTOR
130
21
13
12
12
11
11
10
130
140
150
160
170
180
190
10
200
Figure 9-13.
9-17
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

ZERO FLAPS
4 AND 3 ENGINES
DATE: JANUARY 1968

NOTE
1. Engines at Go Around EPR.
2. 1.3 VS at 30 bank.
220
210
200
FT
00
0
,
1
TAL 16
.
S
ES
SL
PR
190
180
170
160
150
140
130
140
160
180
200
220
240
260
Figure 9-14.
9-18
280
300
320
340
360
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JUNE 1979

MINIMUM CLIMBOUT SPEED AND

FOR ALTITUDES ABOVE 16,000 FEET
NOTE
1. Minimum climbout speed is
2. Based on 1.15 VS above 16,000 feet.
10 20
200
30
40 160
180
200
220
240
260
280
300
320
340
360
240
260
280
300
320
340
360
190
180
170
D
EE
IO
T
AC
160
CLIMBOUT SPEED - KCAS
SP
TR
AP
140
UM
BASELINE
150
RE
FL
IM
IN
ED
PE
S
UT
BO
IM
CL
MU
NI
MI
130
120
110
100
90
10 20 30 40 160
PRESSURE
ALTITUDE 1,000 FEET
180
200
220
Figure 9-15.
9-19
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
SPOILER EXTENDED
SPEED ENVELOPE
DATE: AUGUST 1969

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
0.8
NOTE
1. Spoilers extended to
maximum inflight position.
2. Spoiler extend design limit350 KCAS 0.75 Mach.
0.7
28
G
1, RO
00 S
0 SW
PO E
UN IG
D HT
34
32 0 3 S 45
0
0.5
14
16
20
0
24
0.4
0.3
10
15
20
25
30
Figure 9-16 (Sheet 1 of 2).

9-20
35
0.2
40
MACH NUMBER
0.6
TO 1C-141B-1-1
SPOILER EXENDED
SPEED ENVELOPE
0.8
0.75 MACH LIMIT
AL
T
40 - 1,
0
00
FT
KCAS LIMIT
0.7
30
0.5
20
MACH NUMBER
PR
ES
S.
0.6
10
SL
0.4
0.3
0.2
120
140
160
180
200
220
240
260
280
300
320
340
360
AIRSPEED - KCAS

9-21
TO 1C-141B-1-1
MODEL: C-141A/B
TF33-P-7 ENGINES
SHAKER ONSET SPEEDS
DATE: MAY 1983

34
0
34
5
0
32
0
30
0
28
26
0
24
0
0
22
20
0
18
0
0
16
14
GEAR UP (C-141B)
60
GR
O
1,0 SS W
00
PO EIGHT
UN
DS -
50
40
30
20
10
0
9
45
50
35
30
5
25
20
15
10
5
SL
0 FT
- 1,00
T
L
A
.
PRES

9-22
REFERENCE NUMBER
40
TO 1C-141B-1-1
SHAKER ONSET SPEEDS

GEAR UP (C-141B)
260
240
20
15
180
30
25
160
35
140
40
45
120
200
10
PR
ES
S.
AL
T1,0
SL
00
FT
220
50
100
9
80
SHAKER
OPERATION
10
75 0
50
REFERENCE NUMBER
EN
25
NATURAL
BUFFET
C
ER
-P
N
TTI
PS
A
FL
2
1
0
.10
.20
.30
.40
MACH NUMBER
.50
.60
.70

9-23
TO 1C-141B-1-1
MODEL: C-141C
TF33-P-7 ENGINES
SHAKER ONSET SPEEDS
DATE: MAY 2000

DATA BASIS: AIRCRAFT
FLIGHT TEST
GEAR UP (C-141C)
50
40
30
20
G
R
1, OS
00 S
0 WE
PO IG
14 U N H T
0
DS 16
0
18
20 0
0
22
0
24
26 0
28 0
0
30
0
3
34 3 20
5 40
60
10
0
9
45
50
30
6
25
5
20
15
10
5
SL
TUD
ALTI
E
R
SU
ET
PRES ,000 FE
1
2
1
0

9-24
REFERENCE NUMBER
35
40
TO 1C-141B-1-1
SHAKER ONSET SPEEDS

GEAR UP (C-141C)
15
10
220
200
25
180
30
35
160
40
140
45
50
120
SL
240
20
PR
ES
SU
1,0 RE A
00 LT
FE ITUD
ET
E-
260
100
9
80
REFERENCE NUMBER
0
10 5
7
50
25
ING
T
T
E
T
P S EN
FLA PERC
4
3
SHAKER
OPERATION
NATURAL
BUFFET
1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
MACH NUMBER

9-25
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
STALL SPEEDS
DATE: MAY 1983

GEAR UP
50
40
30
20
G
1, RO
00 SS
0
PO WE
UN IGH
14
0
DS T16
0
18
20 0
0
22
0
24
0
26
0
28
30 0
32 0
0
3
34 4
5 0
60
10
45
35
6
30
25
20
15
10
5
SL

9-26
REFERENCE NUMBER
40
PR
ES
S.
AL
T1
50 ,000
FT
TO 1C-141B-1-1
STALL SPEEDS
GEAR UP
V
STALL
260
200
180
20
15
10
PR
ES
S.
AL
TSL
1,0
00
5
F
220
30
25
160
35
140
40
45
240
120
50
100
FL
AP
LIM
IT
SP
EE
D
9
8
80
50
10
REFERENCE NUMBER
75
25
EN
C
ER
-P
TI
ET
S
AP
NG
FL
3
2
1
0
0.1
0.2
0.3
0.4
MACH NUMBER
0.5
0.6
0.7

9-27/(9-28 blank)
TO 1C-141B-1-1
PART 10. AIR REFUELING DATA
This section provides data for planning refueling operations with the KC-135, and KC-10 tankers. For
detailed refueling procedures, see TO 1-1C-1-31.
TABLE OF CONTENTS
Paragraph
Page
Air Refueling Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-2
Factors Affecting Air Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-2
10-2
LIST OF CHARTS
Figure
Title
Page
10-1
Military Rated Thrust EPR Setting - Air Conditioning, Pressurization On . . . . . . . . . . . . . . . . . .
10-4
10-2
Air Refueling Rendezvous - Range, Fuel and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-5
10-3
Descent Speed Schedule - Refueling Rendezvous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-6
10-4
Fuel Transfer Time - Air Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-7
10-5
Normal Formatting Capabilities - C-141B/KC-135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-8
10-6
Fuel Consumption During Air Refueling - C-141B/KC-135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-9
10-7
Normal Formatting Capabilities - C-141B/KC-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-10
10-8
Fuel Consumption During Air Refueling - C-141B/KC-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-11
10-9
Orbital Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10-12
10-1
TO 1C-141B-1-1
AIR REFUELING DATA.

This section contains all the performance charts
required to compute air refueling data. Air refueling
data will be computed prior to the start descent
point or no later than 15 minutes prior to the ARCT.
NOTE
Higher than normal stick force of the
elevator may occur with the zero fuel
weights between 170,000 to 201,840 pounds
and the zero fuel CG range between 14 and
17.6 percent until fuel is redistributed to
normal sequence. It may be desirable to
select the "LOQ" position on the artificial
feel system, which will reduce the control
force required to move the elevator.
FACTORS AFFECTING AIR REFUELING.

TEMPERATURE.
The effects of temperature other than standard day
are accounted for on applicable charts by means
of correction grids.
TANKER WEIGHT.
The downwash from the tanker results in a
deflection of the relative wind at the receiver
which, in turn, requires the receiver to increase
thrust in order to maintain the particular airspeed
and altitude. Since the tankers downwash is
directly proportional to its weight, the amount of
additional thrust required by the receiver increases
with increasing tanker weight. Correction grids are
presented on applicable charts to account for tanker
weight.
Military rated thrust EPR setting, from figure 10-1,
used for all air refueling power settings when
required.
AIR REFUELING RENDEZVOUS.
From figure 10-2, may be used to plan either a
point parallel or head-on type rendezvous. Enter
the chart with a differential altitude (difference
between the receivers cruise altitude and the
10-2
rendezvous level-off altitude), the range, fuel used

and time for descent may be determined. In order
to calculate the receiver range after descent for a
point parallel rendezvous, the descent range should
be subtracted from 80 nautical miles (the distance
from the orbit point where the descent is started).
This figure added to 70 nautical miles (the
approximate distance downstream from orbit where
rendezvous is normally completed) will give the
total distance from end descent to rendezvous. The
time between these two points can be determined
by using the scheduled true airspeed and the
applicable wind effect. The fuel used can be
extracted from applicable range charts in Part 5.
DESCENT SPEED SCHEDULE.
The normal descent procedure is to descend at
2,500 feet per minute at 0.8 Mach or 280 KCAS,
whichever is less. Figure 10-3 presents this schedule
in terms of altitude and true airspeed for
temperature deviations of 20C.
FUEL TRANSFER TIME.
Figure 10-4 is used to determine the time required
to transfer any amount of fuel for a selected fuel
transfer rate. The KC-135 fuel transfer rate normally
will be 5,900 PPM with all four tanker air refueling
pumps operating and all receiver refuel valves open.
The KC-10 fuel transfer rate is 4,500 PPM.
NORMAL FORMATTING CAPABILITIES.
Figures 10-5 and 10-7 show the normal formatting
capability for the KC-135 and KC-10 at 0.75 Mach
to 275 KCAS, whichever is less. The KC-135 chart
is based on 300 FPM rate of climb capability at
NRT. The KC-10 chart is based on 200 FPM at
NRT. To obtain the normal refueling altitude, enter
the lower chart for the respective type tanker with
the receiver end of refuel gross weight. Proceed
to the right, correcting the altitude for standard
day temperature deviation. True airspeed may then
be determined by entering the upper chart with
corrected altitude and the standard day temperature
deviation.
When planning normal formatting capabilities, use
150,000 lbs. for the end refuel tanker weight for
the KC-135, 175,000 lbs. for KC-135R and 400,000
lbs. for the KC-10.
TO 1C-141B-1-1
NORMAL FORMATTING CAPABILITY DEFINITION

NOTE
The altitude at which the receiver, for a given
weight and ambient temperature, will have a
rated climb capability (300 FPM KC-135/200
FPM KC-10) at NRT in the tanker downwash
at the normal formatting airspeed. Thus by using
the MRT power setting, the aircraft will meet
or exceed the respective rated climb capability.
FUEL CONSUMPTION DURING REFUELING
figure 10-8 for KC-10 tankers (when formatting altitude

is based on NRT). To find the fuel flow during refueling,
enter the chart with the refueling altitude and receiver
gross weight. The fuel flow may then be corrected for
tanker gross weight and standard day temperature
deviation.
ORBITAL REFUELING.
Figure 10-9 is to be used when it becomes necessary
to refuel in a circular (orbital) pattern. When computing
fuel consumption or stall speed in an orbital refueling
mission use the effective gross weight as determined
from the appropriate bank angle.
The fuel consumed by the receiver during air refueling

is presented in figure 10-6 for KC-135 tankers and in
10-3
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MILITARY RATED THRUST

EPR SETTING
DATE: AUGUST 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
AIR CONDITIONING
PRESSURIZATION ON
REMARKS:
Pressure Altitude
Above
20,000 ft
20,000 ft
and below

4 engine operation
Wing anti-ice on
3 engine operation
Wing anti-ice on
Engine anti-ice on
2.2
2.1
0.061
0.023
0.067
0.061
0.043
0.067
0.045
0.062
4,000 FT
3,000 FT
2,000 FT
2.0
PRESS. ALT
SEA LEVEL
20,000 FT
40,000 FT
45,000 FT
1,000 FT
SEA LEVEL
1.9
1.8
1.7
1.6
1.5
1.4
-60
-50
-40
-30 -20 -10

0
10
20
30
Figure 10-1.
10-4
40
50
60
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
AIR REFUELING RENDEZVOUS
DATE: JUNE 1979

DIFFERENTIAL ALTITUDE
1,000 FEET
30
20
00
EN
10
TE
RA
OF
SC
DE
,5
-2
FPM
0
GRO
SPEEDUND SPEED
- KCA
OR C
LOSU
S
RE
100
DESCENT RANGE - NAUTICAL MILES
20
200
300
40
40
0
50
60
60
80
100
FUEL USED - 1,000 POUNDS
120
0
6
8
10
DESCENT TIME - MINUTES
12
14
Figure 10-2.
10-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DESCENT SPEED SCHEDULE
DATE: JUNE 1979

REFUELING RENDEZVOUS
NOTE
1. Descend at 0.8 Mach
or 280 KCAS, whichever
is less.
2. Rate of descent = 2,500
FPM.
50
45
40
35
30
YDA
D
ST
M
O
FR 0
V -2 0
E
-1
PD
M
0
E
T
0
+1
0
+2
25
20
15
10
320
340
360
380
400
420
Figure 10-3.
10-6
440
460
480
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FUEL TRANSFER TIME
DATE: JUNE 1979

AIR REFUELING
NOTE
All four pumps operating 5,900(KC-135) PPM.
4,500 (KC-10) PPM.
160
140
TR
1,0 AN
00 SFE
LB R R
/M A
IN TE 6
100
80
GROSS FUEL TRANSFER - 1,000 POUNDS
120
60
40
20
0
0
10
15
20
25
30
35
AIR REFUELING TRANSFER TIME - MINUTES
Figure 10-4.
10-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
NORMAL
FORMATING CAPABILITIES
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
C-141/KC-135
NOTE
1. Four engines.
2. C-141 in tanker
downwash.
3. Refueling airspeed 275

KCAS or 0.75 Mach
whichever is less.
60
TEMP DEV FROM
STD DAY - C
-20
-10
0
+10
+20
40
30
20
10
280
320
360
400
TRUE AIRSPEED- KNOTS
440
480
42
AB
OV
ES
. TD.
TD
BELOW S
EN
38
RE
FU
EL
TA
N
36
KE
W
E
12 IGH
0
T14
1,0
16 0
00
18 0
PO
20 0
UN
0
D
34
32
30
28
200
240
280
320
END REFUEL RECEIVER WEIGHT - 1,000 POUNDS
Figure 10-5.
10-8
360
0
10
20
TEMP DEV FROM
STD - C
26
40
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FUEL CONSUMPTION
DURING AIR REFUELNG
DATA: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
C-141/KC-135
310
TD
ES
OV
AB
300
BE
LO
NRT S
280
Y
TD. DA
323
290
270
260
300
250
280
240
260
TOTAL FUEL FLOW - POUNDS PER MINUTE
343
STD
END REFUEL
RECEIVER WEIGHT 1,000 POUNDS
230
240
220
210
200
200
10
15
20
25
30
35
120
140
160
TANKER WEIGHT 1,000 POUNDS
180
190
10
20
TEM DEV
FROM STD - C
Figure 10-6.
10-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
NORMAL
FORMATING CAPABILITIES
DATE: JULY 1983

C-141/KC-10
NOTE
1. Four engines.
2. C-141 in tanker downwash.
3. Refueling airspeed 275 knots or 0.75 Mach,

whichever is less.
50
TEMP DEV FROM
STD DAY - C
40
+20
30
+10
0
-10
-20
20
10
280
300
320
340
360
380
400
TRUE AIRSPEED- KNOTS
420
440
460
480
36
EN
B
TA
N
VE
EL
R
W
25 EIG
0
HT
32
ST
KE
30
34
STD
BO
FU
W
ELO
RE
30
-1
,00
0P
40
UN
28
DS
50
26
59
24
22
20
18
200
220
240
260
280
300
320
END REFUEL RECEIVER WEIGHT - 1,000 POUNDS
Figure 10-7.
10-10
340
16
0
10
20
TEMP DEV FROM
STD - C
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JULY 1983

FUEL CONSUMPTION
DURING AIR REFUELNG
C-141/KC-10
350
BE
LO
ST
D
TD
S
VE
340
AB
END REFUEL RECEIVER

WEIGHT - 1,000 POUNDS
320
343
NRT S
Y
TD DA
323
310
300
300
290
280
280
260
270
24
260
10
15
20
25
30
35
250 300
TOTAL FUEL FLOW - POUNDS PER MINUTE
330
250
400
500
600 0
10
20
TANKER WEIGHT TEMP DEV FROM
1,000 POUNDS
STD - C
Figure 10-8.
10-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ORBITAL REFUELING
DATE: JUNE 1979

340
320
ES
RE
EG
BA
10
LE
20
300
-D
30
280
260
240
220
200
180
160
160
180
200
220
240
260
EFFECTIVE WEIGHT - 1,000 POUNDS
Figure 10-9.
10-12
280
300
320
340
TO 1C-141B-1-1
PART 11. ABNORMAL CONFIGURATION DATA
This section provides data for planning recovery/ferry missions with the aircraft in abnormal configurations.
TABLE OF CONTENTS
Paragraph
Page
Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-3
Factors Affecting Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-3
11-3
LIST OF CHARTS
Figure
Title
Page
11-1
Fuel Jettison Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-4
11-2
Enroute Climb - 4 Engines, NRT, 75 Percent

Flaps, Time, Range and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-5

75 Percent Flaps, Speed, Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-6
Range Summary - 4 Imagines, 99 Percent Max Range,

75 Percent, Flaps, Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-7
Long Range Prediction - Time - 4 Engines, 99 Percent Max

Range, 75 Percent Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-8
Enroute Climb - 4 Engines, NRT All Gear

Down, Time, Range and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-9
Range Summary - 4 Engines, 99 Percent, Max Range,

All Gear Down, Speed, Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-10

All Gear Down, Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-11
Long Range Prediction - Time - 4 Engines,

99 Percent Max Range, All Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-12
Enroute Climb - 4 Engines, NRT, Nose

Gear Down, Time, Range and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-13
11-3
11-4
11-5
11-6
11-7
11-8
11-9
11-10
11-1
TO 1C-141B-1-1
LIST OF ILLUSTRATIONS (Continued)

Figure
11-11
11-12
11-13
11-14
11-15
11-16
11-17
11-18
11-19
11-20
11-21
11-2
Title
Page

Nose Gear Down, Speed, Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-14

Nose Gear Down, Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-15

99 Percent Max Range, Nose Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-16
Enroute Climb - 4 Engines, NRT, Main

Gear Down, Time, Range and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-17

Main Gear Down, Speed, Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-18

Main Gear Down, Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-19

99 Percent Max Range, Main Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-20
Enroute Climb - 4 Engines, NRT, Cargo

Ramp Open, Time, Range and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-21

Cargo Ramp Open, Speed, Altitude and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-22
Range Summary, 4 Engines, 99 Percent Max Range,

Cargo Ramp Open, Range and Nautical Miles Per Pound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-23

99 Percent Max Range, Cargo Ramp Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11-24
TO 1C-141B-1-1
DEFINITION OF TERMS.
FACTORS AFFECTING PERFORMANCE.
CLIMB SPEED.
CLIMB.
Climb speed for an abnormal configuration climb is

either the configuration airspeed limitation or the
recommended optimum climb speed. Recommended
optimum climb speed for 75 percent flaps is 180 KCAS
or 0.42 Mach, whichever is less. For ramp open, the
optimum climb speed will be 200 KCAS or 0.48 Mach,
whichever is less. For all gear down configurations
the optimum climb speed will be 220 KCAS or 0.55
Mach, whichever is less.
Other than the factors related to the abnormal configuration,

the same factors affecting a normal configuration climb
also affect an abnormal configuration climb.
CRUISE SPEED.
Cruise speeds for all abnormal configurations are equal

to or less than the configuration airspeed limitation.
In no case will cruise speed be less than max/best
endurance speed from figure 6-2. Do not exceed 15
degrees of bank when airspeed is below 30 degrees
Vstall plus 25.
ARRANGEMENT.
CRUISE.
Other than the factors related to the abnormal configuration,
the same factors affecting a normal configuration cruise
also affect an abnormal configuration cruise.
Charts in this section are grouped by the abnormal

configuration which they represent. Within each
configuration group, the segments of flight are presented
so that there is a logical pattern for data computation
when operating in a particular configuration.
CRUISE ALTITUDE.
FLAPS 75 PERCENT.
Cruise altitudes were evaluated at the altitude for an
optimum specific range at a cruise speed for a given
weight, but never higher than the 300 foot per minute
cruise ceiling. At these altitudes cruise speed equals
both the limiting Mach number for the abnormal
configuration and the clean, zero flap best endurance
speed. Consequently (with the exception of the approach
flap configuration) there is no margin for error in
airspeed control. At these altitudes it is not safe to fly
any slower, while flying faster may damage the aircraft.
When range is not critical, an appreciable improvement
in stall margin can be realized by flying 4,000 to 6,000
feet lower than the recommended cruise climb altitude
even flying 0.03 Mach less than the limiting Mach
number. Flying 0.52 Mach (not to exceed 235 KCAS)
for gear down, 0.45 Mach (not to exceed 200 KCAS)
for ramp down will result in a 3 to 5 percent reduction
in air nautical mile per 1,000 pounds of fuel at 4,000
to 6,000 feet lower than cruise climb altitude but will
approximately double the margin over 30 degrees bank
Vstall and reduce the risk of overspeeding the aircraft.
The range loss with approach flaps by flying 0.45 Mach
4,000 to 6,000 feet lower is similar (3-5 percent).
Figures 11-2 through 11-5 provide data for enroute

climb, range summary and long range predictions when
operating with the flaps set at 75 percent.
ALL GEAR DOWN.
operating with all landing gear down.
NOSE GEAR DOWN.
operating with the nose gear down and the main landing
gear up.
MAIN GEAR DOWN.
operating with the main landing gear down and the
nose gear up.
NOTE
CARGO RAMP OPEN.
Prior to reaching the recommended cruise
altitude, the engineer will advise the pilot of
stall speed at 0 and 30 degrees of bank angle.

climb, range summary and long range predictions with
the cargo ramp open.
11-3
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FUEL JETTISON TIME
DATE: JUNE 1963

NOTE
1.
2.
3.
4.
Normal fuel distribution.

All pumps operating.
This chart does not account for fuel consumption during jettison.
Refer to section III of T O 1C-141B/C-1 for fuel jettison procedures.
150
140
RY
LIA
XI
AU
130
AN
120
EX
ED
ND
TE
110
RA
N
TA
90
KS
Y
NL
FUEL - 1,000 POUNDS
NG
100
80
70
60
50
MAIN TANKS FUEL ONLY

40
30
MA
IN T
AN
KS F
20
UEL
ON
LY
10
10
12
14
16
TIME - MINUTES
Figure 11-1.
11-4
18
20
22
24
26
28
30
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB
DATE: JULY 1983

4 ENGINES
NRT
75 PERCENT FLAPS
TIME, RANGE AND FUEL
NOTE
1. No wind.
2. Climb to cruise climb altitude.
TIME
35
30
25
120
15
RANGE
110
100
90
20
80
18
FUEL
16
14
12
10
8
20
40
160
180
200
220
240
260
280 300
320
4
340-20-10 0 10 20
TEMP DEV FROM
STD - C
Figure 11-2.
11-5
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES
75 PERCENT FLAPS
DATE: JULY 1983

NOTE
1. No wind.
2. Speed and altitude good for all temperatures
up to standard day + 20 C.
MACH NUMBER
0.5
CRUISE CLIMB SPEED
0.4
0.3
40
35
30
25
20
15
10
25

STD DAY +20 C
STD DAY
20
STD - 20 C
15
10
360
340
320
300
280
260
240
220
Figure 11-3.
11-6
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

75 PERCENT FLAPS
DATE: JULY 1983

NOTE
NAUTICAL MILES
PER 1,000 POUNDS OF FUEL
1. No wind.
2. All temperatures up to standard day + 20 C.
30
CRUISE CLIMB NM/1,000 POUNDS FUEL
20
10
CRUISE CLIMB RANGE
0
360
340
320
300
280
260
240
220
200
180
160
Figure 11-4.
11-7
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JULY 1983

4 ENGINES

75 PERCENT FLAPS
160
NOTE
180
1. No wind.
2. To correct time for wind
conditions, calculate
average groundspeed
over true airspeed and
determine additional
time required for
the mission.
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
+20
+10
BASELINE
-10
-20
0
8
10
TIME - HOURS
Figure 11-5.
11-8
12
14
16
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB
DATE: JULY 1983

4 ENGINES
NRT
ALL GEAR DOWN
NOTE
No wind.
TIME
30
25
20
15
10
130
RANGE
120
110
100
90
80
14
70
FUEL
12
10
8
6
160
180
200
220 240
260 280 300
320
CLIMB RANGE NAUTICAL MILES
35
4
340-20-10 0 10 20
TEMP DEV FROM
STD - C
Figure 11-6.
11-9
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

ALL GEAR DOWN
DATE: JULY 1983

NOTE
1. No wind.
2. Speed and altitude good for all temperatures up to standard day + 20 C.
3. Cruise climb speed is Mach 0.55 for all gross weights.
45
40
35
30
25
FUEL FLOW (4 ENGINES) -1,000 POUNDS PER HOUR
20
18
16
STD +20 C
STD DAY
STD - 20 C
14
12
10
8
360
340
320
300
280
260
240
Figure 11-7.
11-10
220
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

ALL GEAR DOWN
DATE: JULY 1983

NOTE
1. No wind.
NAUTICAL MILES
50
40
30
20
10
CRUISE CLIMB RANGE
0
360
340
320
300
280
260
240
220
200
180
160
Figure 11-8.
11-11
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES

4 ENGINES
DATE: JULY 1983


ALL GEAR DOWN
160
NOTE
1. No wind.
average groundspeed
time required for
the mission.
180
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
+20
+10
BASELINE
-10
-20
0
8
TIME - HOURS
10
Figure 11-9.
11-12
12
14
16
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB
DATE: JULY 1983

4 ENGINES
NRT
NOSE GEAR DOWN
NOTE
No wind.
TIME
20
18
16
14
12
85
RANGE
80
75
70
65
60
10
FUEL
9
8
7
6
5
4
160
180
200 220 240

260 280 300
320
22
3
340 -20-10 0 10 20
TEMP DEV FROM
STD - C
Figure 11-10.
11-13
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

NOSE GEAR DOWN
DATE: JULY 1983

NOTE
1. No wind.
45
40
35
30
25
16
14
STD +20 C
STD DAY
12
STD - 20 C
10
6
360
340
320
300
280
260
240
Figure 11-11.
11-14
220
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

NOSE GEAR DOWN
DATE: JULY 1983

NOTE
NAUTICAL MILES
1. No wind.
50
40
30
20
CRUISE CLIMB RANGE
0
360
340
320
300
280
260
240
220
200
180
160
Figure 11-12.
11-15
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JULY 1983

4 ENGINES

NOSE GEAR DOWN
NOTE
1. No wind.
2. To correct time for wind conditions, calculate average groundspeed
over true airspeed and determine additional time required for the
mission.
160
180
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
+20
+10
BASELINE
-10
-20
0
10
12
TIME - HOURS
Figure 11-13.
11-16
14
16
18
20
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB
DATE: JULY 1983

4 ENGINES
NRT
MAIN GEAR DOWN
NOTE
No wind.
28
TIME
24
22
20
26
18
16
RANGE
110
100
90
80
12
70
FUEL
10
160
180
200
220
240
260
280
300
320
340 -20 -10 0
FUEL TO CLIMB 1,000 POUNDS
120
4
10 20
TEMP DEV FROM

STD - C
Figure 11-14.
11-17
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

MAIN GEAR DOWN
DATE: JULY 1983

NOTE
1. No wind.
45
40
35
30
25
20
18
16
STD +20 C
STD DAY
14
STD - 20 C
12
10
8
360
340
320
300
280
260
240
Figure 11-15.
11-18
220
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES

MAIN GEAR DOWN
DATE: JULY 1983

NOTE
1. No wind.
NAUTICAL MILES
50
40
30
20
10
CRUISE CLIMB RANGE
0
360
340
320
300
280
260
240
220
200
180
160
Figure 11-16.
11-19
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JULY 1983

4 ENGINES

MAIN GEAR DOWN
160
NOTE
1. No wind.
average groundspeed
time required for
the mission.
180
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
+20
+10
BASELINE
0
-10
-20
0
8
10
TIME - HOURS
Figure 11-17.
11-20
12
14
16
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ENROUTE CLIMB
DATE: JULY 1983

4 ENGINES
NRT
CARGO RAMP OPEN
NOTE
No wind.
28
TIME
24
22
20
18
26
16
14
RANGE
110
100
90
80
70
14
FUEL
12
10
8
6
160
180
200
220
240
260
280
300
320
4
340 -20 -10 0 10 20
TEMP DEV FROM
STD - C
120
Figure 11-18.
11-21
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES
CARGO RAMP OPEN
DATE: JULY 1983

NOTE
1. No wind.
40
35
30
25
20
18
16
STD +20 C
14
STD DAY
STD - 20 C
12
10
6
360
340
320
300
280
260
240
Figure 11-19.
11-22
220
200
180
160
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
RANGE SUMMARY
4 ENGINES
CARGO RAMP OPEN
DATE: JULY 1983

NOTE
1. No wind.
NAUTICAL MILES
50
40
30
20
10
CRUISE CLIMB RANGE
0
360
340
320
300
280
260
240
220
200
180
160
Figure 11-20.
11-23
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
DATE: JULY 1983

4 ENGINES
CARGO RAMP OPEN
NOTE
1. No wind.
2. To correct time for wind conditions, calculate average groundspeed over true
airspeed and determine additional time required for the mission.
160
180
200
220
240
260
280
300
320
340
TEMP DEV FROM

STD - C
20
10
BASELINE
-10
-20
8
10
TIME - HOURS
Figure 11-21.
11-24
12
14
16
18
TO 1C-141B-1-1
PART 12.
MISSION PLANNING
TABLE OF CONTENTS
Paragraph
Page
Description of Mission Planning Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-2
LIST OF CHARTS
Figure
Title
Page
12-1
PERFORMANCE DATA WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-6
12-2
Pilot TOLD Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-20
12-3
Fuel Consumption, Ground Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-21
12-4
Block Fuel, Mach = 0.74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-22
12-5
Block Time, Mach = 0.74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-23
12-6
Block Fuel, Mach = 0.767 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-24
12-7
Block Time, Mach = 0.767 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-25
12-8
Alternate Airport Mission Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-26
12-9
Minimum Cost Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12-27
12-1
TO 1C-141B-1-1
DESCRIPTION OF MISSION PLANNING

CURVES.
C-141 PERFORMANCE DATA WORKSHEET, Figure 12-1, is a sample of the PERFORMANCE
DATA WORKSHEET.
SECTION 1
TAKE-OFF WEIGHT - This section will be completed
on all flights.
outside air temperature changes 5C or more, a gross

weight change of 10,000 pounds or more, or if the landing
flap configuration is changed. On locals within the
terminal area, section 5 of the worksheet may be used
versus the landing portion of section 2. Local data thrust
factor will be computed using Go-around EPR. A number
is not required in each block of the worksheet. A check
( ) may be used to indicate that the condition was
checked, but did not exist, was not a factor, or the result
was outside the parameters of the chart.
SECTION 3
OPERATING WEIGHT - ref #9, DD Form 365-4.

CARGO/PAX WEIGHT - ref #15, DD Form 365-4.
ZERO FUEL WEIGHT - total of operating
weight and cargo/pax weight.
RAMP FUEL WEIGHT - total of all fuel
quantity gauges.
TOTAL RAMP WEIGHT - total of zero fuel
weight and ramp fuel weight.
RUNUP & TAXI FUEL - 1,400 pounds.
BRAKE REL WEIGHT - total ramp weight
minus 1,400 pounds.
DESCENT POINT GROSS WEIGHT - This section
will be completed on all flights in excess of five hours,
except local transition or tactical missions. This block
is also used to compute estimated gross weight at the
ARCP during aerial refueling missions. On aerial
refueling missions, these blocks will need to be updated
with descent point information after the last refueling
is completed.
ZERO FUEL WEIGHT - total of operating
weight and cargo/pax weight.
FUEL REQ BDP/ARCP - required Begin
Descent Point/ARCP fuel obtained from
applicable fuel planning forms.
BDP/ARCP GW - zero fuel weight plus Fuel
Required BDP/ARCP.
SECTION 2
INITIAL LEVEL OFF DATA - This section will be

completed on all flights, except local transition or
tactical missions.
The first three blocks will be completed prior to initial
level off at cruise altitude
a. ALT - planned cruise altitude.
b. MACH/KCAS - planned cruise MACH and
computed KCAS.
c. TARGET EPR - computed target EPR.
The remaining five blocks will be completed after
level off on all flights with a cruise profile of 1 hour
or longer.
a. TIME - record the time the throttles are set
to cruise EPR.
b. 3-ENG ALTITUDE - compute
Altitude for level off gross weight.
3-Eng
c. STEP CLIMB TO: FL - next altitude to step

climb to; normally present cruise altitude plus 4,000
feet.
d. AT - computed time to climb.
e. EPR - normal rated thrust using IOAT and
present altitude.
NOTE
Additional blocks are provided for subsequent
climbs.
TAKE-OFF DATA CONDITIONS

NOTE
Section 2 will be completed on all flights. The take-off
and emergency return portion will be based upon brake
release gross weight. Data will be recomputed when the
12-2
A computation block is provided for use as

needed such as recording altitudes cleared to.
TO 1C-141B-1-1
SECTION 4
CRUISE DATA - This section will be completed on
all flights exceeding five hours, except CONUS, local
transition, or tactical missions. Weights will be entered
to nearest hundred (ie 150.4) and time in hours and
minutes (ie 8+26). When NOT using a computerized
flight plan (CFP) all fuel and time calculations will be
to overhead destination versus BDP.
4. CRUISE DATA
CRUISE NO.
TIME "Z"
BDP TIME/ARCP TIME
PRESENT GROSS WT
IOAT/OAT/DEV
ALTITUDE/MACH
FUEL REMAINING
(GAUGE)
FUEL REQUIRED
BDP/ARCP
AVAILABLE CRUISE FUEL
9
2
AVERAGE FUEL
WEIGHT
10
BDP/ARCP
GROSS WEIGHT
11
AVERAGE GROSS
WEIGHT
12
NMPP
13
AVERAGE
FUEL FLOW
14
COMPUTED
ENDURANCE
15
ETE TO
BDP/ARCP
TIME DIFFERENCE
(+ OR -)
PILOT'S INITIALS
5. ALTITUDE/MACH - Enter the indicated altitude

and mach.
6. 3-ENG ALTITUDE - Enter three-engine cruise
ceiling applying temp deviation. NOTE: There is no
need to compute a 3-engine altitude for Cruise #1 since
it is computed on the front as part of the Initial Level
Off Data.
7. FUEL REMAINING (GAUGE) - Enter the total
of all fuel gauges at time of calculation.
8. FUEL REQUIRED BDP/ARCP - Enter the
required BDP fuel/fuel required at ARCP (if doing an
Aerial Refueling) obtained from Section 1.
3-ENG ALTITUDE
4. IOAT/OAT/DEV - Enter indicated outside air

temperature, corrected outside air temperature and
temperature deviation from standard day.
16
17
18
1. TIME Z - For cruise #1 enter the time the throttles

are set to cruise EPR. Cruise #2 will start 30 to 90
minutes after the first cruise. All remaining cruises will
be 1 hour after the preceding cruise, until within 1
hour of final decent.
2. BDP/ARCP TIME - Obtain a precise Begin
Descent time or ARCP from the pilot for each calculation.
3. PRESENT GROSS WT - Zero fuel weight plus
total of all fuel gauges (enter the sum of all fuel gauges
in the FUEL REMAINING (GAUGE) block)
9. AVAILABLE CRUISE FUEL - Subtract FUEL

REQUIRED BDP/ARCP from FUEL REMAINING
(GAUGE).
10. AVERAGE FUEL WEIGHT - Divide the
AVAILABLE CRUISE FUEL fuel by 2 to obtain an
average useable fuel weight.
11. DESCENT POINT GROSS WEIGHT - Enter the
GW obtained from Section 1.
12. AVERAGE GROSS WEIGHT - Add the
AVERAGE FUEL WEIGHT and the BDP/ARCP GROSS
WEIGHT to obtain an average gross weight.
13. AVERAGE NMPP - Constant Altitude cruise
profile, enter the Specific Range chart for present
altitude (when flying altitudes that dont have a chart,
interpolate between charts).
a. Constant MACH - Enter specific range chart
with MACH being flown up to the AVERAGE GROSS
WEIGHT. Read to the left to obtain an average NMPP.
Enter it in the NMPP block.
b. 99 percent Max Range. - Enter specific
range chart to the intersection of the AVERAGE
GROSS WEIGHT and 99% MAXIMUM SPECIFIC
RANGE line. Read down to obtain an average MACH
and to the left to obtain average NMPP. Enter both
in the NMPP block.
14. AVERAGE FUEL FLOW - Enter FUEL FLOW
chart with MACH (present MACH for CONSTANT
MACH profile or average MACH for 99% MAXIMUM
SPECIFIC RANGE profile) to obtain an average fuel
flow.
12-3
TO 1C-141B-1-1
15. COMPUTED ENDURANCE - Divide the

AVAILABLE CRUISE FUEL by the AVERAGE FUEL
FLOW to determine COMPUTED ENDURANCE.
16. ETE TO BDP/ARCP - Enter the difference
between the TIME Z and the BDP TIME/ARCT.
17. TIME DIFFERENCE (+ OR -) - Obtained from
COMPUTED ENDURANCE minus ETE to BDP/
ARCP.
18. PILOTS INITIALS - The pilot flying the aircraft
at the time of the calculation will initial this block.
12-4
NOTE
Should the TIME DIFFERENCE block approach
or become a negative value, check all chart and
time figures. If the figures are correct, consider
climbing, starting LRC procedures, change
altitude, or diverting.
SECTION 5
LOCAL TRAINING MISSION WORKSHEET - This
section is provided for computing data necessary
during a local transition training mission.
TO 1C-141B-1-1

12-5
TO 1C-141B-1-1
4. CRUISE DATA
ZERO FUEL WEIGHT: ______________

1
2
3
4
CRUISE NO.
10
11
TIME "Z"
BDP/ARCP TIME
PRESENT GROSS WEIGHT
IOAT / OAT / DEV
ALTITUDE / MACH
3-ENG ALTITUDE
FUEL REMAINING (GAUGE)
FUEL REQUIRED BDP /ARCP AVAILABLE CRUISE FUEL
=
2
AVERAGE FUEL WEIGHT
BDP/ARCP GROSS WEIGHT +

AVERAGE GROSS WEIGHT =
AVERAGE NMPP
AVERAGE FUEL FLOW
COMPUTED ENDURANCE
ETE TO BDP/ARCP
TIME DIFFERENCE (+ or - ) =
PILOTS INITIALS
5. LOCAL TRAINING MISSION WORKSHEET
GROSS WT FUEL WT
VROT
VAPP
ZERO FW
SMOE
VAPP TAS REF GS
LND DIST
GO AR EPR
VMCO
VMFR
AF FORM 4071, 20030601 (IMT - V1) (REVERSE)

12-6
REV LIM
2 ENG
VMCA
2 ENG
VMFR
TF
75%
VAPP
75%
75% LN
VAPP TAS
DIST
TO 1C-141B-1-1
Example Problem 1. Reduced EPR Takeoff.
12. (SLOPE) = 0.5 percent uphill.
This problem is to determine, first of all, if the takeoff is feasible, and then to determine the performance
factors necessary for take-off.
Obtained from SID or base operations.
1. (GW) GROSS WEIGHT AT BRAKE RELEASE 300,000 pounds.
Obtained from base operations.
Ramp gross weight (301,400 pounds) minus taxi fuel

(1,400 pounds).
2. (CG) CENTER OF GRAVITY - 26 percent MAC.
13. (RCR) RUNWAY CONDITION READING = 12.
14. (RSC) RUNWAY SURFACE COVERING = 0.

15. ( _1_ SMOE) = 1.017.
As computed from weight and Balance Form.

3. (OAT) RUNWAY OUTSIDE AIR TEMPERATURE = 4C.
Obtained from base weather for take-off time.
4. (PA) RUNWAY PRESSURE ALTITUDE =
2,000 feet.
5. (WIND-DIR) WIND DIRECTION = 320.
Wind direction obtained from base weather for takeoff time.
6. (VEL) WIND VELOCITY = 20 knots.
Wind velocity obtained from base weather for
take-off time.
7. (FLD ELEV) = 1,820.
8. (OBST-HT (MSL)) - HEIGHT
A check with SID or base operations verifies no obstacle
exists in the take-off flight path. Indicate verification
by placing a check () in OBST-HT (MSL) block.
9. (DIST) - OBSTACLE DISTANCE
A check with base operations/SID verifies no obstacle
exists in the take-off path. Indicate verification by
placing a check () in OBST-DIST block.
10. (RWY-HDG) RUNWAY HEADING = 360
11. (AVAIL) AVAILABLE RUNWAY = 11,100 feet.
Runway length obtained from base operations/SID
(11,500 feet) minus aircraft lineup distance (400 feet).
Determined from figure 1-3, using temperature and

pressure altitude.
16. (TRT) EPR FOR TAKE-OFF RATED THRUST =
1.983.
From figure 2-1 (air-conditioning and pressurization
will be on), using runway temperature and pressure
altitude.
17. (GO AR EPR) EPR FOR GO-AROUND = 1.97.
From figure 2-3, using runway temperature and pressure
altitude, subtract 0.013 for engine anti-ice = 1.987 0.013 = 1.974 (use 1.97)
18. (RED EPR/MIN) MINIMUM REDUCED THRUST
TAKE-OFF EPR = 1.84. CHARTED TRT LESS 0.15 =
1.833 (use 1.84).
19. (REV LIM) REVERSE LIMITER SETTING = 8.6.
altitude compute 8.55 (use 8.6).
20. (X-WIND) CROSSWIND = 13 knots.
Determined from figure 3-5, using a wind velocity of
20 knots at a 40 angle from runway heading.
21. (COMP) WIND COMPONENT = 15 knots.
22. (CALC) CALCULATED WIND = 8 knots.
Calculate runway component for headwind effect on
take-off performance by multiplying 15 knots by 50
percent which equals 7.5 knots (Use 8 knots).
23. (GUST) WIND GUST = 0.
Any wind value in excess of the steady value.
12-7
TO 1C-141B-1-1
24. TF (TO EPR) TAKE-OFF EPR THRUST

FACTOR = 17.1.
33. (GW (OBS)) GROSS WEIGHT LIMITED BY

OBSTACLE CLEARANCE.
From figure 3-7, using TAKE-OFF EPR and pressure

altitude.
No obstacle exists in the take-off flight path.
25. TF (GO AR EPR) GO AROUND EPR THRUST

FACTOR = 18.8.
From figures 3-13, 3-15, or 3-16. The check verifies

that gross weight is not limited by obstacle clearance
in this problem.
From figure 3-7, using GO-AROUND EPR and pressure

altitude.
34. (VMCG) GROUND MINIMUM CONTROL

SPEED = 124 KCAS.
26. (TOF) TAKE-OFF FACTOR = 46.8.

From figure 3-9, using take-off EPR, OAT and pressure
altitude.
27. (CFL) CRITICAL FIELD LENGTH = 6900 feet.
From figure 3-11, using take-off factor and brake release
gross weight, correct for the following: spoilers, up/down
slope, calculated tailwind, brakes, RCR and RSC.
28. (3-ENG COF/FT/NM) Three engine climbout
factor, feet per nautical mile = 77.4/300.
From figure 3-13 using thrust factor and gross weight
obtain climbout factor. From figure 3-14 using 3-ENG
COF obtain 3-ENG FT/NM.
29. (4-ENG COF/FT/NM) Four engine climbout
30. (GW SCREEN) GROSS WEIGHT SCREEN
HEIGHT.
RA (11,100) - CFL (6900) = 4200.
4200 > 1400.
31. (GW C F L ) GROSS WEIGHT LIMITED BY
CRITICAL FIELD LENGTH.
From figure 3-11. The check verifies that critical
field length does not limit the gross weight in this
problem, since critical field length is less than
runway available.
32. (GW (3 ENG)) GROSS WEIGHT LIMITED BY
3-ENGINE CLIMB PERFORMANCE.
From figure 3-12. The check verifies that gross weight
is not limited by 3-engine climb performance in this
problem.
12-8
From figure 3-24, using thrust factor, runway condition

reading and crosswind component.
35. (VR) REFUSAL SPEED = 153 KCAS.
From figure 3-25, using takeoff factor, gross weight,
and runway available, normal corrections used are:
spoilers, up/down slope, calculated tailwind, RCR.
36. (VCEF) CRITICAL ENGINE FAILURE SPEED.
From figure 3-25 using takeoff factor, gross weight,
and critical field length, normal corrections used are:
37. (VROT) ROTATION SPEED = 136 KCAS.
From figure 3-26, using thrust factor and brake release
gross weight select 135.8 (use 136).
38. (VB (MAX)) MAXIMUM BRAKING SPEED =
197 KCAS.
From figure 3-27, using brake release gross weight,
pressure altitude, runway temperature, runway slope,
100 percent wind component and spoilers.
39. (TLS) TIRE LIMIT SPEED = 186 KCAS.
From figure 3-28, using pressure altitude, 100 percent
wind component and runway temperature, always
compare VROT to tire limit speed. By comparison,
tire limit speed (186 knots) is not restrictive.
40. (STAB SET) TAKE-OFF STABILIZER SETTING
= 3.3.
From figure 3-36, using center of gravity and brake
release gross weight.
41. (VMCO) MINIMUM CLIMBOUT SPEED = 144
KCAS.
gross weight.
TO 1C-141B-1-1
42. (VMFR) MINIMUM FLAP RETRACTION SPEED

= 169 KCAS.
1. (GW) GROSS WEIGHT AT BRAKE RELEASE.

To be determined through the following computations.
Determined by V MCO plus 25 knots.

2. (CG) CENTER OF GRAVITY 43. (2 ENG VMCA) 2-ENGINE AIR MINIMUM
CONTROL SPEED = 128.
From figure 3-30 using gross weight and TF (GOAROUND EPR) or Shaker Onset Speed, whichever is
greater.
44. (2 ENG VMFR) 2-ENGINE MINIMUM FLAP
RETRACT SPEED = 163.
From figure 3-30 using 1.15V S clean or 2 engine V MCA
Complete the EMERGENCY RETURN portion of the
TOLD card using brake release gross weight.
45. SINK RATE = 445 FPM.
From figure 8-7 using aircraft landing weight or fuel
weight, use the most restrictive.
46. (VAPP) APPROACH SPEED = 152 KCAS.
From figure 8-8, using brake release gross weight and
landing flaps.
47. (VAPP TAS) APPROACH TRUE AIR SPEED =
154.5 (Use 155).
Approach speed (152) times SMOE (1.017) = 154.5
(Use 155).
48. (REF GS) REFERENCE GROUND SPEED 139.5
(Use 140).
Subtract headwind from or add tailwind component to
the approach true air speed.
49. (LDG DIST) LANDING DISTANCE = 5,500 feet.
From figure 8-11, using outside air temperature, pressure
altitude, brake release gross weight, and runway
condition reading. Increased threshold speed would be
considered when wind gusts are present. Uphill slope,
reverse thrust, and calculated headwinds are used only
for mission accomplishment.
Example Problem 2.
This problem is to determine the maximum gross weight
which a take-off can be made, using all available runway
and clearing all obstacles. Use 2 engine reverse thrust
for maximum effort.
To be determined after determining gross weight

3. (OAT) RUNWAY OUTSIDE AIR TEMPERATURE
= 30 degrees C.
4. (PA) RUNWAY PRESSURE ALTITUDE = 6,170
feet.
5. (WIND-DIR) WIND DIRECTION = 350.
6. (VEL) WIND VELOCITY = 20 gusting to 25
knots.
Wind velocity obtained from base weather for take-off
time.
7. (FLD ELEV) = 6,172 feet MSL.
WARNING
Field elevation is the highest elevation on any airdrome
runway. Airfields with multiple runways may require a
value other than the published field elevation for
computing effective obstacle height. If field elevation is
not based on the departure runway, use the highest point
on that runway as determined from the airfield diagram.
8. (OBST-HT (MSL)) = HEIGHT 6,352 feet MSL.
9. (DIST) - OBSTACLE DISTANCE = 2,200 feet.
Obtain distance from end of runway from SID or base
operations.
10. (RWY-HDG) RUNWAY HEADING = 350.
(Take-off EPR set prior to brake release.)
Runway length obtained from SID or base operations
(11,013 ft) minus aircraft lineup distance (200 ft).
12-9
TO 1C-141B-1-1

(Wet runway, but no bleed penalties required.)

FACTOR = 15.0.
From figure 3-7, using EPR for TRT and pressure altitude.

FACTOR = 14.5.

15. ( _1_ SMOE) = 1.15.

altitude.
Determined from figure 1-3 using temperature and

pressure altitude.
16. (TRT) EPR FOR TAKEOFF RATED THRUST
= 1.874 (Use 1.87).
From figure 2-2 (air conditioning and pressurization
will be OFF), using runway temperature and pressure
altitude.
From figure 3-8, using thrust factor, OAT and pressure

altitude.
27. GW(SCREEN) GROSS WEIGHT SCREEN
HEIGHT = 300,000.

altitude.
From figure 3-11, enter chart from the right side with
runway available minus 1,400 feet using corrections
for RSC, RCR (2 engine reverse lines), number of brakes,
calculated head/tailwind, up/down slope, 2 engine
reverse and spoilers = 10,200 feet. Enter chart with
take-off factor and distance of 10,200 feet to determine
gross weight of 300,000 pounds = GW (SCREEN).
18. (RED EPR/MIN) MINIMUM REDUCED

THRUST.
28. (GW (CFL)) GROSS WEIGHT LIMITED BY

CRITICAL FIELD LENGTH = 310,000.
17. (EPR-GO AR) EPR FOR GO-AROUND = 1.82.
A check in this block verifies reduced EPR is not

required due to a TRT take-off.
altitude.
percent which equals 10 knots.
12-10
From figure 3-11, enter chart from the right side with
runway available, using corrections for RSC, RCR (2
engine reverse lines), number of brakes, calculated
head/tailwind, up/down slope, 2 engine reverse and
spoilers = 10,800 feet. Enter chart with take-off factor
and distance of 10,800 feet to determine gross weight
of 310,000 pounds = GW (CFL).
29. (GW (3 ENG) ) GROSS WEIGHT LIMITED BY
3-ENGINE CLIMB PERFORMANCE = 308,000
pounds.
From figure 3-12, enter chart with thrust factor and a
2.50 climb gradient. Determine gross weight of
308,000 pounds. Enter this weight in the block
(GW (3 ENG)).
30. (GW (OBS) ) GROSS WEIGHT LIMITED BY
OBSTACLE CLEARANCE = 266,000 pounds.
To complete this block the obstacle section of the
worksheet needs to be completed.
TO 1C-141B-1-1
a.
TOTAL
= 13,013 feet.
(OBST-DIST)
Add runway available to the obstacle distance from

the departure end of the runway.
b. (OBST-HT) = 6,352 MSL.
c. (FLD ELEV) = 6,172 MSL.
d. (OBST-HT) = 180 feet.
TOTAL
Subtract field elevation (MSL) from obstacle, height
(MSL).
e. Enter figure 3-15 or 3-16 with total obstacle
height and distance corrected for tailwind. Determine
climbout factor = 78.2.
j. (EFFECTIVE OBSTACLE HEIGHT) = 198 feet.

Add runway slope correction (18 feet) to total obstacle
height (180 feet) to find effective obstacle height (198
feet).
k. (COF) CLIMBOUT FACTOR = 77.5.
Enter figure 3-15 or 3-16 with effective obstacle distance
and effective obstacle height. Find new climbout factor
77.5. (Corrected for calculated tailwind.)
l. Enter figure 3-13 with new climbout factor
and thrust factor; determine GW (OBS), enter GW (OBS)
266,000 pounds on TOLD card and complete TOLD
card based on limiting weight.
31. Determine brake release gross weight
by comparing GW(SCREEN), GWCFL, GW3-ENG, and GWOBS.
The lower of these four is GWOBS 266,000 pounds.
NOTE
Calculated headwind is used ONLY for (GWCFL).
f. Enter figure 3-13 with climbout factor and

thrust factor. Compute an approximate gross weight
277,000 pounds.
32. CG can now be computed for this example, it is

29.9 percent.
g. (RSC AND SLOPE DIST CORRECTION) =

900 feet.
33. (CFL)
8,500 feet.
Enter figure 3-11 with take-off factor and approximate

gross weight. Determine the difference between
uncorrected CFL (8,450) and CFL corrected for uphill
slope and RSC (9,350). This is the RSC and slope distance
correction and will be entered in its block (900 feet).
From figure 3-11, using take-off factor and brake

release gross weight, correct for the following: 2
engine reverse, up/down slope, calculated headwind
(only for GWCFL), number of brakes, RCR (use reverse
lines) and RSC.
h. (EFFECTIVE OBSTACLE DISTANCE) =

12,113 feet.

Subtract the RSC and slope distance correction from

total obstacle distance.
From figure 3-13 using thrust factor and gross weight,

i. (SLOPE CORRECTION) = 18 feet.

Use formula to find runway slope correction.
NOTE
CFL in the formula will be determined using
approximate gross weight and will be corrected
for up or down slope, RSC and calculated tailwind.
UPHILL: (10813-9350) x 1.2 = 17.56 feet (use 18 feet.)
100
CRITICAL
FIELD
LENGTH
35. (4-ENG COF/FT/NM) Four engine climbout factor,

feet per nautical mile = 95.6/423.
SPEED = 98 KCAS.
12-11
TO 1C-141B-1-1

From figure 3-25, using take-off factor and runway
available, correct for the following: 2 engine reverse,
up/down slope, calculated headwind (only for GW
(CFL)), number of brakes, RCR.
38. (VCEF) CRITICAL ENGINE FAILURE SPEED.
From figure 3-25 using take-off factor, gross weight,
From figure 3-30 using 1.15VS clean or 2-engine VMCA

47. (SINK RATE) = 568.
Mission accomplishment procedures do not apply to
emergency return data, accomplish normally.

gross weight.
40. (VBMAX) MAXIMUM BRAKING SPEED - 3
pressure altitude, runway temperature, 2 engine reverse,
runway slope, 100 percent wind component and
spoilers.
wind component and runway temperature.

landing flaps.
49. (VAPP TAS) APPROACH TRUE, AIR
SPEED = 167.
Approach speed 145 times SMOE 1.15 = 167.
50. (REF GS) REFERENCE GROUND SPEED = 147.
Subtract headwind from or add tailwind component
to the approach true air speed.
STABILIZER
51. (LDG DIST) LANDING DISTANCE = 6,300 feet.

From figure 8-11, using outside air temperature,

pressure altitude, brake release gross weight, runway
condition reading and increased threshold speed.
Uphill slope, headwind and reverse thrust are not
considered.
42. (STAB SET)

SETTING = 1.5.
TAKE-OFF

KCAS.
Example Problem 3.
gross weight.
44. (VMFR) MINIMUM FLAP RETRACTION
SPEED = 161 KCAS.
This problem determines if a reduced thrust takeoff

can be accomplished with a given gross weight from
a runway where an obstacle exists.
1. (GW) GROSS WEIGHT

RELEASE = 300,000 pounds.
45. (2 ENG VMCA) 2-ENGINE AIR MINIMUM

2. (CG) CENTER OF GRAVITY - 26 percent MAC

as computed from Weight and Balance Form.
From figure 3-30 using gross weight and TF(GOAROUND EPR) or Shaker Onset Speed, whichever is
greater.
3. (OAT)
RUNWAY
OUTSIDE
AIR
TEMPERATURE = 28C obtained from base weather
for take-off time.
46. (2 ENG VMFR) 2-ENGINE MINIM FLAP

4. (PA) RUNWAY PRESSURE ALTITUDE 2,000

feet obtained from base weather for take-off time.
12-12
AT
BRAKE
TO 1C-141B-1-1
5. (WIND DIR) WIND DIRECTION = 310.

Wind direction obtained from base weather for
take-off time.
6. (VEL) WIND VELOCITY = 16 gusting to 23
knots.
Wind velocity obtained from base weather for take-off
time.
WARNING
16. (TRT) EPR FOR TAKE-OFF RATED THRUST =

1.862.
From figure 2-1 (air conditioning and pressurization will
be on), using runway temperature and pressure altitude.
altitude.
18. (RED EPR/MIN) MINIMUM REDUCED THRUST
TAKE-OFF EPR = 1.72 CHARTED TRT LESS 0.15 =
1.712 (Use 1.72).
Field elevation is the highest elevation on any

airdrome runway. Airfields with multiple runways
may require a value other than the published
field elevation for computing effective obstacle
height. If field elevation is not based on the
departure runway, use the highest point on that
runway as determined from the airfield diagram.
8. (OBST-HT MSL) = HEIGHT 1,947 feet MSL.
9. DIST - OBSTACLE DISTANCE = 3,000 feet.
Obtain distance from end of runway from SID or base
operations.
Runway length obtained from base operations (9,800
feet) minus aircraft lineup distance (400 feet).

altitude.
percent which equals 6 knots.
24. TF (TO EPR) TAKE-OFF EPR THRUST FACTOR
= 15.2.
From figure 3-7, using take-off EPR and pressure altitude.
FACTOR = 16.3.
altitude.

15. ( _1_ SMOE) = 1.06.
pressure altitude.

altitude.
27. (CFL) CRITICAL FIELD LENGTH = 8,800 feet.
From figure 3-11, using take-off factor and brake release
gross weight, correct for the following: spoilers, up/down
slope, calculated tailwind, number of brakes, RCR, and RSC.
12-13
TO 1C-141B-1-1

29. (4-ENG COF/FT/NM) Four engine climbout
HEIGHT = .
RA (9400) - CFL (8800) = 600
600 < 1,400.
d. (OBST-HT) = 47 feet.
TOTAL
Subtract field elevation (MSL) from obstacle height
(MSL)
e. (RSC and SLOPE DIST CORRECTION) =
700 feet.
Enter figure 3-11 with take-off factor and brake release
gross weight. Determine uncorrected CFL (8,100) and
corrected CFL for uphill slope and RSC (8,800). The
difference is the slope correction.
f. (EFFECTIVE OBST DIST) = 11,700 feet.
Subtract RSC and SLOPE DIST correction from the
total obst dist. This is the effective Obst Dist.
g. (SLOPE CORRECTION) = 6 feet.
DEPARTURE END OF RUNWAY (DER) = 0

Using the uphill formula compute correction.
Since DER = 0, no computations are required. Enter
in (GW SCREEN) block on Performance Data
Worksheet.
31. (GW (CFL)) GROSS WEIGHT LIMITED BY
CRITICAL FIELD LENGTH = .
Place a check in this block because the critical field
length is less than runway available.
32. (GW (3 ENG)) GROSS WEIGHT LIMITED BY
3-ENGINE CLIMB PERFORMANCE = .
Enter a check in this block because charted gross
weight exceeds brake release gross weight.
33. (GW (OBST) ) GROSS WEIGHT LIMITED BY
OBSTACLE CLEARANCE = .
To complete this block, the obstacle section of the
worksheet needs to be completed.
a.
TOTAL
= 12,400 feet.
(OBST-DIST)
Add runway available to the obstacle distance from

the departure end of the runway.
(RA 9400 - CFL 8800) x 1.0 percent = 6 feet.

100
(Round up to nearest foot)
h. (EFFECTIVE OBST - HT) = 53 feet.
Add slope correction (6 feet) to total obst ht (47 ft)
to determine effective obst-ht (53 ft).
i. (COF) = 79.6
Enter figure 3-13 with thrust factor and brake release
gross weight, determine COF (79.6).
j. GW (OBST) -
Enter figure 3-15 or 3-16 with effective obst distance
corrected for tailwind. Read up to COF (79.6), determine
height above runway. Compare height above runway
with effective obstacle height. If height above runway
is greater, place in the GW (OBS) block.
SPEED = 115 KCAS.
b. (OSBT-HT) = 1947 MSL.

c. (FLD ELEV) = 1900 MSL.
12-14
From figure 3-25, using take-off factor, gross weight,

and runway available, correct for the following:
spoilers, up/down slope, calculated tailwind, number
of brakes, and RCR.
TO 1C-141B-1-1
36. (VCEF) CRITICAL ENGINE FAILURE SPEED -
From figure 3-25 using take-off factor, gross weight
spoilers, up/down slope, calculated tailwind, and RCR.
45. (SINK RATE) = 445.


gross weight.
38. (VBMAX) MAXIMUM BRAKING SPEED - 185
KCAS.
pressure altitude, runway temperature, runway slope,
100 percent wind component and spoilers.
wind component and runway temperature. Always
compare VROT to tire limit speed. By comparison, tire
limit speed (175 knots) is not restrictive.
40. (STAB SET) TAKE-OFF STABILIZER SETTING
= 3.3.
KCAS.
gross weight.
42. (VMFR) MINIMUM FLAP RETRACTION SPEED
= 169 KCAS.
From figure 3-30 using gross weight and TF(GO-AROUND
EPR) or Shaker Onset Speed, whichever is greater.
44. (2 ENG VMFR) 2-ENGINE MINIMUM FLAP
From figure 3-30 using 1.15V S clean or 2-engine V MCA

landing flaps.
47. (VAPP TAS) APPROACH TRUE AIR SPEED = 161.
Subtract headwind component from the approach true
air speed 161 - 12 = 149.
49. (LDG
5100 feet.
DIST)
LANDING
DISTANCE
From figure 8-11, using outside air temperature, pressure

altitude, brake release gross weight, spoilers, increased
threshold speed for gust, RCR with no reverse for 8 or
6 brakes, down slope, and calculated tailwind.
Example Problem 4.
This problem has a given gross weight. Determine if a
safe take-off can be made using reduced EPR or if a
TRT take-off is required.
1. (GW) GROSS WEIGHT AT BRAKE RELEASE
= 245,000 pounds.
Ramp gross weight (246,400 pounds) minus taxi fuel
(1,400 pounds).
2.
(CG) CENTER OF GRAVITY = 25.5 percent MAC.
As computed from Weight and Balance Form.

3. (OAT) RUNWAY OUTSIDE AIR TEMPERATURE
= 35C.
4. (PA) RUNWAY PRESSURE ALTITUDE = 3000
feet.
5. (WIND-DIR) WIND DIRECTION = Calm.
12-15
TO 1C-141B-1-1
6. (VEL) WIND VELOCITY = 0.

Wind velocity obtained from base weather for takeoff time.
17. (TRT) EPR FOR TAKE-OFF RATED THRUST

= 1.825.
From figure 2-1 (air conditioning and pressurization

will be on), using runway temperature and pressure
altitude.
8. (OBST-HT (MSL)) - HEIGHT.

altitude.
A check with SID or base operations verifies no obstacle

exists in the take-off flight path. Indicate verification
by placing a check ( )in OBST-HT (MSL) block.
9. DIST-OBSTACLE DISTANCE.
A check with SID or base operations verifies no
obstacle exists in the take-off path. Indicate
verification by placing a check ( ) in the OBSTDIST Block.
Runway length obtained from base operations (6,900)
minus aircraft lineup distance (400) = 6,500. Rolling
or standing take-off planned.
12. (SLOPE) = 0.
19. (RED EPR/MIN) MINIMUM REDUCED

THRUST TAKE-OFF EPR = 1.68 CHARTED TRT
LESS 0.15 = 1.675 (use 1.68).
altitude.
FACTOR = 14.2 (Reduced EPR).
From figure 3-7, using TAKE-OFF EPR and pressure
altitude.

FACTOR = 15.7.
13. (RCR) RUNWAY CONDITIONS READING =

23.

altitude.

27. (TOF) TAKE -OFF FACTOR = 41.9.

altitude.
28. (CFL) CRITICAL FIELD LENGTH = 6,250 feet.
15. (DER) DEPARTURE END OF RUNWAY = 35

FEET.
Obtain Departure End of Runway crossing height
restriction form sid or base ops.
NOTE
RA (6500) - CFL (6250) = 250 feet
250 ft < 1400 ft.
16. ( _1_ SMOE) = 1.093.

pressure altitude.
12-16
Reference GW (DER SCREEN HEIGHT)

procedures in PART 3. Use TRT Set Prior to
Brake Release. Reduced EPR Take-off is
unsafe.
TO 1C-141B-1-1
29. RUNWAY AVAILABLE = 6,700

Runway length 6,900 feet minus 200 feet. Set take-off
power prior to brake release because gross weight is
limited by DER SCREEN HEIGHT.
30. (TRT) EPR FOR TAKE-OFF = 1.825 (use 1.82).
31. TF (TO EPR) TAKE-OFF EPR THRUST FACTOR
= 16.2
From figure 3-7, using EPR 1.82 and pressure altitude.
32. (TOF) TAKE-OFF FACTOR = 43.8
From figure 3-8, using take-off EPR, OAT, and pressure
altitude.
33. (CFL) CRITICAL FIELD LENGTH = 5,275
From figure 3-11, using TOF and brake release gross
weight. No corrections required.
35. (4-ENG COF/FT/NM) Four engine climbout factor,
feet per nautical mile = 93.0/556.
From figure 3-12, using Thrust Factor and a 2.5 percent

climb gradient, determine the maximum gross weight of
332,000. Place a ( ) in this block because the maximum
gross weight is higher than the brake release gross weight.
39. (GW (OBS)) GROSS WEIGHT LIMITED BY
OBSTACLE CLEARANCE = .
Not applicable since no obstacle exists.
SPEED = 93 KCAS.
reading, and crosswind component.
From figure 3-25, using take-off factor runway available.
No corrections required.
42. (VCEF) CRITICAL ENGINE FAILURE SPEED = .
From figure 3-25 using take-off factor, gross weight,
and critical field length, normal corrections are: spoilers,
up/down slope, calculated tailwind, RCR.
gross weight.
44. (VBMAX) MAXIMUM BRAKING SPEED = .

HEIGHT = .
RA (6700) - CFL (5275) = 1425 ft
1425 ft > 1400 ft.
Reference GW (DER SCREEN HEIGHT) procedures in
PART 3. Aircraft will be at 35 feet at DER and therefore
meets the restriction.
37. (GW (C F L ) ) GROSS WEIGHT LIMITED BY
CRITICAL FIELD LENGTH = .
Put a ( ) in this block because critical field length is
less than runway length.
38. (GW (3ENG)) GROSS WEIGHT LIMITED BY 3
ENGINE CLIMB PERFORMANCE = .

pressure altitude and runway temperature (runway slope,
100 percent wind component and spoilers).
wind component and runway temperature.
46. (STAB SET) TAKE-OFF STABILIZE SETTING
= 3.2.
KCAS.
gross weight.
12-17
TO 1C-141B-1-1
48. (VMFR) MINIMUM FLAP RETRACTION

SPEED = 156 KCAS.
Determined by VMCO plus 25 knots.
Obtained via radio.


CONTROL SPEED = 117 KCAS.
Active runway for landing. Heading is available from

instrument approach charts. Normally the active
runway is determined by prevailing winds. Confirm
prior to landing.
From figure 3-30 using gross weight and TF(GO-AROUND

EPR) or Shaker Onset Speed, whichever is greater.
5. (LENGTH) RUNWAY LENGTH = 9000 feet.
50. (2 ENG VMFR) 2-ENGINE MINIM FLAP

RETRACT SPEED = 147 KCAS.
From figure 3-30 using 1.15VS clean or 2-engine VMCA
Obtained from instrument approach chart.

Obtained via radio.
7. (SLOPE) RUNWAY SLOPE = 0.5 PERCENT
DOWN.
Obtained from the instrument approach charts.
51. (SINK RATE) = 570.

landing flaps.
53. (VAPP TAS) APPROACH TRUE AIR SPEED =
152.
Subtract headwind from or add tailwind component
to the approach true air speed.
55. (LDG DIST) LANDING DISTANCE = 4350 feet.
From figure 8-11, using outside air temperature,
pressure altitude and brake release gross weight.
Destination Example.
1. (GW) GROSS WEIGHT FOR LANDING =
240,000 pounds.
Use predicted gross weight for estimated landing time.
8.
(WIND-DIR) RUNWAY WIND DIRECTION = 300.
Obtained via radio.

9. (VEL) RUNWAY WIND VELOCITY = 10 knots,
gusting to 15 knots.
Obtained via radio.
10. ( _1_ ) SMOE = 1.064.

altitude.
11. (GO AR EPR) GO AROUND EPR = 1.82.
altitude.
12. (REV LIM) REVERSE LIMITER = 10.8.
altitude.
13. (TF) THRUST FACTOR = 16.8.
From figure 8-4, GO AR EPR and runway pressure
altitude.
AIR
14. (X-WIND) CROSSWIND COMPONENT = 13

knots.
3. (PA) RUNWAY PRESSURE ALTITUDE =

2,000 feet.
From figure 8-5, using predicted wind velocity plus gust

increment (15 knots) at a 60 degree angle to the runway.
2. (OAT)
RUNWAY
OUTSIDE
TEMPERATURE = 30C obtained via radio.
12-18
TO 1C-141B-1-1
15. (COMP) HEADWIND COMPONENT = 5 knots.

From figure 8-5, using wind velocity of 10 knots at a
60 degree angle to the runway heading.
16. (CALC) CALCULATED = 3 knots.
50 percent of headwind component equals 2.5 knots.
Use 3 knots.
17. (GUST) WIND GUST = 5 knots.
Use wind value in excess of steady wind.
From figure 8-8, using predicted landing gross weight
and landing flaps.
19. (VAPP TAS) APPROACH TRUE AIR- SPEED
- 147 TASK APPROACH SPEED (138 KCAS) x
( _1_ 1.064) = 146.8. Use 147.
20. (REF GS) REFERENCE GROUND SPEED =
142.
Approach true airspeed (147 TASK) minus headwind
component (5 knots).
21. (TIRE LIMIT) TIRE LIMIT SPEED = 168 KCAS.
From figure 8-9, using runway pressure altitude,
headwind component and runway temperature. Always
compare tire limit speed with touchdown speed
(approach speed minus 20 knots). Tire limit speed
must be equal to or greater than touchdown speed. In
this case tire limit speed is not restrictive.
24. (VMFR) MINIMUM FLAP RETRACT SPEED =

155 KCAS.
VMCO (130 KCAS) plus 25 knots = 155 KCAS.
25. TWO ENGINE VMCA = 116 KCAS.
From figure 8-16 using gross weight, thrust factor or
shaker onset, whichever is greater.
26. TWO ENGINE VMFR = 146 KCAS.
From figure 8-16 using gross weight and 1.15 Vstall
or 2 engine VMCA, whichever is greater.
27. Consider all data to assure the landing is
permissible. Compare computed landing distance with
runway length. Consider command landing distance
restrictions.
28. Enter appropriate data on the L card to include
persons on board (POB) and estimated landing fuel
(FUEL).
Pilots Told Card.
The pilots TOLD cards will be completed by the flight
engineer using the data computed on the
PERFORMANCE DATA WORKSHEET. Enter all takeoff data on the "T" card and landing on the "L" card,
including the total number of persons on board aircraft
(POB). The VROT block on the "L" is computed when
planning touch-and-go landings only. Two engine data
is only required for local training missions and engine
out operations.
FUEL CONSUMPTION DURING GROUND OPERATION.
22. (LDG-DIST) LANDING DISTANCE = 5,300 feet.

From figure 8-11, using runway temperature, pressure
altitude, predicted landing gross weight, gust
increment, RCR, and downhill slope.
The fuel required for start and taxi may be obtained

from figure 12-3, providing an average N2 RPM is
available. Ground operation from the last engine start
to brake release is an average of 100 pounds per minute
with four engines operating.

KCAS.
FUEL CONSUMPTION FOR TRT.
From figure 8-17, using thrust factor and predicted

landing gross weight.
Fuel required while using TRT power settings is 800

pounds per minute.
12-19
TO 1C-141B-1-1
PILOT TOLD CARD
APP TAS
REF GS
TAKEOFF EPR
VR
GO/ROTATE
VAPP
STAB SETTING
VMCO
LDG DIST
REV LIM
VMFR
GO-AROUND EPR
FUEL
POB
AF FORM 4072, JUN 03 (IMT-V1)

C-141 PILOT TOLD CARD
PREVIOUS EDITIONS OBSOLETE
APPROACH TAS
APPROACH
REF GS
GO-AROUND EPR
VROT
REV LIM
VMCO
VMFR
2 Eng VMCA
2 Eng VMFR
LDG DIST
75% FLAP VAPP
FUEL
75% FLAP LDG DIST
AF FORM 4072, JUN 03 (IMT-V1) (REVERSE)
Figure 12-2.
12-20
POB
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
FUEL CONSUMPTION
DATE: JANUARY 1966

DATA BASIS:
C-141A CATEGORY II
FLIGHT TEST
GROUND OPERATION
FOUR ENGINE FUEL CONSUMPTION - POUNDS PER MINUTE

100
40
80
120
160
HIGH PRESSURE ROTOR SPEED - PERCENT OF N2
90
200
240
280
PRESS. ALT - 1000 FT
16
12
SL
80
70
60
50
40
0
10
20
30
40
50
ONE ENGINE FUEL CONSUMPTION-POUNDS PER MINUTE
60
70
Figure 12-3.
12-21
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BLOCK FUEL
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.74
NOTE
Block fuel consists of the following:
Cruise fuel
5 percent of cruise fuel
Fuel to climb to cruise altitude
Warmup and take-off - 2,000 pounds
Approach and landing - 2,500 pounds
Holding - 10,000 pounds
160
ND
340
300
,00
0P
OU
140
-1
260
MP
RA
100
W
IN
D80 KNO
TS
40
HE
AD
0
W
40
IN
D
80
220
80
60
D
IN
LI W
TA
40
180
20
PR
1,0 ESS
00 . A
41 FEE LT T
37
33
29
25
FUEL - 1,000 POUNDS
WE
IG
HT
120
2
3
4
Figure 12-4.
12-22
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BLOCK TIME
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.74
NOTE
Cruise fuel
160
340
140
RA
1,0 MP
00 WE
PO IG
UN HT
DS -
300
100
220
60
180
TEMPERATURE - C
STD + 20 C
STD DAY
STD - 20 C
33
25 29
80
40
260
P
1, RES
00 S.
0 A
41 FE LT
ET 37
FUEL - 1,000 POUNDS
120
20
6
TIME - HOURS
10
12
Figure 12-5.
12-23
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BLOCK FUEL
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.767
NOTE
Cruise fuel
160
340
140
100
300
RA
1,0 MP W
00
PO EIGH
UN T DS
260
60
IN
220
40
DK
80 NO
TS
40
HE
0
A
D
W
IN
D
80
P
1, RES
00 S
0 .
41 FE ALT
ET 3 37
25 29 3
FUEL - 1,000 POUNDS
120
D
IN
LI W
TA
40 0
8
20
2
3
4
Figure 12-6.
12-24
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
BLOCK TIME
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
MACH = 0.767
NOTE
Cruise fuel
160
340
140
ND
300
-1,
260
60
40
TEMPERATURE - C
PR
E
1,0 SS.
00 ALT
F 25 29 33 37 41 T.
80
MP
WE
IG
HT
100
RA
FUEL - 1,000 POUNDS
00
0P
OU
120
220
STD + 20C
STD DAY
STD - 20C
20
6
TIME - HOURS
10
12
Figure 12-7.
12-25
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
ALTERNATE AIRPORT
MISSSION PLANNING
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
1. Includes climb at NRT, cruise at 99% maximum specific
range, enroute descent, and fuel for 15 minutes
maneuver at alternate.
2. Standard day.
3. Use that altitude for short range cruise at which
the aircraft grosss weight is equal to or lighter than
that shown on the chart.
200
45
180
45
GROSS WEIGHT - POUNDS
243,300
40
40
267,500
291,500
160
317,800
35
35
25
25
EL
30
20
20
BASELINE
TIM
100
30
FU
120
TIME - MINUTES
140
80
15
60
10
10
40
20
0
1
3
4
5
6
7
8
RANGE - 100 NAUTICAL MILES
10
350
Figure 12-8.
12-26
15
300
250
200
GROSS WEIGHT AT START OF
DIVERSION - 1,000 POUNDS
0
150
FUEL - 1,000 POUNDS
345,000
TO 1C-141B-1-1
MODEL: C-141B
TF33-P-7 ENGINES
MINIMUM COST ALTITUDE
DATE: MARCH 1980

DATA BASIS:
C-141B CATEGORY II
FLIGHT TEST
NOTE
The lines labeled "compensating wind required",
represent the additional favorable wind required
to justify flying at other than the reference
altitude
42
40
38
RE
FE
RE
NC
CO
36
PT
PE
IM
NS
UM
AT
IN
34
20
RE
UI
RE
10
32
AL
TIT
UD
IN
15
-K
NO
TS
30
30
40
28
26
24
22
160
180
200
220
240
260
280
300
320
340
360
GROSS WEIGHT 1,000 POUNDS
Figure 12-9.
12-27/(12-28 blank)

C141 Performance Data

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COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF

LIST OF EFFECTIVE PAGES

INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.

Dates of issue for original and changed pages are:

Original . . . . . . . . . . 0 . . . . . . . . . . . . . . . . 1 June 2003

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 334, CONSISTING OF THE FOLLOWING:

*Zero in this column indicates an original page.

INTRODUCTION ....................................................................................................................... 1-1

ENGINE DATA ......................................................................................................................... 2-1

TAKE-OFF AND CLIMB ........................................................................................................... 3-1

ENROUTE CLIMB .................................................................................................................... 4-1

RANGE ...................................................................................................................................... 5-1

ENDURANCE ............................................................................................................................ 6-1

DESCENT ................................................................................................................................. 7-1

APPROACH AND LANDING .................................................................................................... 8-1

AIRDROP DATA ....................................................................................................................... 9-1

PART 10. AIR REFUELING DATA ........................................................................................................... 10-1

Abbreviations Used in the Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Basis for Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pressure Altitude Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Airspeed and Altimeter Position Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Temperature and Speed Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Abbreviations and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ICAO Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

True Mach Number - Calibrated Airspeed Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

True Mach Number - True Airspeed Conversion (For Mission Planning) . . . . . . . . . . . . . . . . . . . .

True Mach Number - True Airspeed Conversion (For Inflight Use) . . . . . . . . . . . . . . . . . . . . . . . . .

Altitude Pressure Table - Inches Hg. vs Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Stall Speeds - Gear Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Stall Speeds - Gear Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Shaker Onset Speeds (B-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Buffet Boundary Stick Shaker Speed Envelope (B-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Shaker Onset Speeds (C-model) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ABBREVIATIONS USED IN THE APPENDIX.

TEMPERATURE AND SPEED CONVERSION.

The abbreviations used throughout this Appendix are

CONVERSION OF INDICATED OAT (TOTAL TEMPERATURE) TO TRUE OAT (AMBIENT TEMPERATURE).

BASIS FOR CHARTS.

Because of ram effect, total temperature must be

The Total Temp gauge shall not be used for

PRESSURE ALTITUDE DEFINITION.

AIRSPEED AND ALTIMETER POSITION

TEMPERATURE CONVERSION CHART.

shaker onset occurs is influenced by aircraft configuration.

Mach Number = 0.58

Figure 1-12 shows stick shaker speeds, in the various

Gross Weight = 250,000 pounds

STICK SHAKER ONSET (C-141C)

Natural buffet = 0.81

Speeds in the pattern are determined from the approach

ABBREVIATIONS AND DEFINITIONS

Aircraft Classification Number/Pavement Classification Number

Figure 1-1. (Sheet 1 of 2)

ABBREVIATIONS AND DEFINITIONS

Normal Rated Thrust - (Maximum allowable thrust for continuous operation

Calibrated Airspeed (Indicated airspeed corrected for

Figure 1-1. (Sheet 2 of 2)

ICAO STANDARD ATMOSPHERE TABLE

Standard Sea Level Air:

Po = 14.70 lb/sq in. = 29.921 in. of Hg

1 in. Hg = 70.727 lb/sq ft = 0.49116 lb/sq in.

DENSITY ALTITUDE - 1000 FEET

DATE: JUNE 1965