b.
Power changes in high power, low airspeed climbs may cause as much as 30 knot airspeed changes in indi-cated airspeed. Increase in power causes increase in indi-cated airspeed, and a decrease in power causes decrease in indicated airspeed.
c.
The pilot and copilot airspeed indicators may be un-reliable during high power climbs at low airspeeds (less than 50 KIAS) with the copilot system reading as much as 30 knots lower than the pilot system.
d.
In-.ight opening and closing of doors and windows may cause momentary .uctuations of approximately 300 feet per minute on the vertical speed indicators.
AIRSPEED SYSTEM CORRECTION
CLEAN
CORRECTION TO ADD ~ KNOTS
20
15
10
5
0
.5
.10
.15
DATA BASIS: IAS FROM CRUISE CHARTS ~ KNOTS
EXAMPLE
WANTED:
INDICATED AIRSPEED TO CLIMB AT
MAXIMUM RATE OF CLIMB
KNOWN:
70 KIAS MAX END / AND R / C FROM
APPROPRIATE CRUISE CHART FOR
A GIVEN PRESSURE ALTITUDE, FAT,
AND GROSS WEIGHT.
METHOD:
ENTER AT KNOWN IAS FROM
CRUISE CHART, MOVE UP TO R / C GREATER
THAN 1400 FPM, MOVE LEFT READ CORRECTION
TO ADD TO IAS = + 12.5 KTS, RE.ENTER
AT KNOWN IAS FROM CRUISE CHART, MOVE UP
TO R / C LESS THAN 1400 FPM LINE, MOVE LEFT,
READ CORRECTION TO ADD TO IAS = . 4 KTS
CALCULATE IAS FOR MAX R / C WHEN:
FOR R / C GREATER THAN 1400 FPM, AIRSPEED = 70 KIAS + 12.5 KIAS = 82.5 KIAS
FOR R / C LESS THAN 1400 FPM, AIRSPEED = 70 KIAS . 4 KIAS = 66 KIAS
AB1089
FLIGHT TEST SA
Figure 7-34. Airspeed Correction -Clean
AIRSPEED SYSTEM CORRECTION
20 40 60 80 100 120 140 160 IAS FROM HIGH DRAG CRUISE CHARTS ~ KNOTS
DATA BASIS: FLIGHT TEST AA1029A
SA
Figure 7-35. Airspeed Correction Chart -High Drag
Section X SPECIAL MISSION PERFORMANCE
7.29 SPECIAL MISSION FLIGHT PROFILES.
Figure 7-36 shows special mission .ight pro.les required to obtain near maximum range when equipped with ESSS and extended range fuel system. The upper seg-ment of the chart provides the recommended altitude pro.le along with the IAS and average TRQ versus distance trav-eled. An average value of elapsed time is also presented on the lower axis of the altitude scale. The lower segment of the chart provides the relationship between fuel remaining and distance traveled resulting from the .ight pro.le shown. This portion may be utilized to check actual in.ight range data to provide assurance that adequate range is being achieved. The chart is divided into 3 regions of Adequate Range, Inadequate range-return to base, and Inadequate range-requiring emergency action. When an in.ight range point is in the Adequate range region, the required mission range can be obtained by staying on the recommended .ight pro.le. However, the range may not be achieved if stronger headwinds are encountered as the .ight progresses, and normal pilot judgement must be used. These charts also assume that the .ight track is within proper navigational limits. Standard temperature variation with PA is shown on the upper segment of the charts. A general correction for temperature variation is to decrease IAS by 2.5 KTS and total distance traveled by 0.5% for each 10°C above stan-dard. Detailed .ight planning must always be made for the actual aircraft con.guration, fuel load, and .ight conditions when maximum range is required. This data is based on JP-4 fuel. It can be used with JP-5 or JP-8, aviation gaso-line, or any other approved fuels ONLY IF THE TAKE-OFF GROSS WEIGHT AND THE FUEL LOAD WEIGHT MATCH THE DATA AT THE TOP OF THE CHART. The Flight Time and the Distance Traveled data SHOULD NOT be used with any full tank con.guration if the fuel density is not approximately 6.5 lb/gal (JP-4 fuel).
SPECIAL MISSION PROFILE -2 tanks. The spe-and a Climb to 4,000 feet should be made with max power cial mission pro.le is shown in Figure 7-36 with the ESSS and airspeed between 80 and 108 KIAS. The .rst segment con.gured with two 230-gallon tanks. In this con.guration, should be maintained at 4,000 feet and 108 KIAS for 1 the aircraft holds in excess of 5,300 pounds of JP4 fuel and hour. The average engine TRQ should be about 77% for assumes a take-off gross weight of 22,000 pounds which this segment, but will initially be a little more and gradually provides a maximum mission range of 630 Nm. with 400 lb decrease as shown on each segment. Altitude is increased reserve. This mission was calculated for a standard day in 2,000 feet increments to maintain the optimum altitude with a zero headwind. Take-off must be made with a mini-for maximum range to account for fuel burn. At this alti-mum of fuel used (80 lbs) for engine start and warm-up, tude, the airspeed for best range should also be reduced to
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