Douglas A-4M - PART 4 RANGE

NAVAIn 01-40AVM- l
Section XI
Part 4
PART 4
RANGE
! RANGE FACTOR CHART
Th e Range Fa cto r c hart (fig ure 11-21) pr ovides a
means of correcting speci fic (or to taI) ran ge for
existing wind effecls. The pr ese nted ran ge facto r s
consi der wind speeds up to 12 0 knots from any rcla-
tive wind direl:lion for aircraft s peeds of 350 to
500 KTAS.
USE
!
Determine the relati ve wind direct ion by mea s urin g
(in a clockwise directi on from the fuselage referen ce
plane ) the angular diffe rence betw e en the aircra!!
heading and the t ru e wind direction. At a given wind
direction, wind speed, and aircralt true air spee d,
read the ran ge factor. Multiply the specific ran ge by
this
range factor to o btain sp eC ific range as affected
by wind.
FOULED DECK RANGE
O ccas io ns arise during ca rri er operations when the
de ck becomes fouled and aircraft c an not be taken
abo ard until the de ck is c le ared. In these instances .
it
is desirable for the pilots an d the air oHicer to be
aware of the ran ge c apab i litie s of the unrecove r ed
aircraft in or der tilat an im mediate de c is i on c an be
made conce rnin g the prOPer co urse of action. Should
the estima ted " cle ar dcck" time be beyond the endur-
ance time of the air c raft , then the aircraft lllU St
e
ither depart immediate ly for the beach or land
aboard the ready d eck of anothe r carrier, if avail-
able. Ho wever , if it is either de si rable or manda-
tory that the air craft orbll until the deck is clear, it
is necessa r y that the pilot fully unde r stand the proper
procedu re to obtain the maximum endurance with the
available fuel. The Fouled Deck Endurance chart is
shown in
figure 1 1-32.
Th e Fouled Oel:k Ran ge c hart (figure 11- 22) tabulates
the range distances obtainable fo r va ri ous qu antities
of fucl on board at both the initial altitu de and the
o ptimum, best ran ge altitude. The airc ra ft configu-
rati on cons i sts of four empty wing pylons plus guns,
with a total dra g index of 33. Climb speeds and air-
spee ds for maximum ran ge are include d in the c hart
as well as letdown ins tructions.
The time at which letdown s hould be init i ated Is given
in terms of fuel on board. and re prese n ts thc fuel
r
equi red to conduct a maximum r ange d esce nt from
altitude to sea level. A 250-I>ound fuel allowance is
included for approa ch and landing.
Bin go Range and Bingo Range - Gear Down ch ar ts
are presented in figures 11-23 and 11 - 24 r es l>ec-
tively. The se ch:trts are pr ovi ded f or an air('raft
co nfiguration consisting of four wing pylons. guns.
and two 300- galtotl exte r nal fuel tanks, with a to L;l.l
drag index of 61 with g ear up ane 391 with gea r down.
The procedure s for the use of these charts ar e Iden-
tic al to tho se for the Fouled D ec k Range cha r t: how-
ever. an 800-pound fu el all ow an ce is included in
Dingo
Ra nge and Ili ngo Han ge - Gear Down cha z· ts
fo r approa ch and landing.
LONG RANGE CRUISE
T he Long Range Cruis e cha rt s al'e shown in fi f.,'1. zres
11
-25 and 11 -26 . Long ran ge cruise is defined as
the hig hest Mach numbcz' which will result ill
99 l>ercent of the maximum miles per pound of f uel.
Essent i ally. long r ange c rui se permits an increase
of 20 to 35 kn ots in air spee d for an increase of
I percent in fu el consumption. To u se the Long
Ran ge Cr uise ch art s . average gross weight. drag
in de x, ambient t em peratur e. and desired cr ui se
altitude must be known for a given c rui se leg. With
these known conditions, lOll!; ran ge c ruise JI."I3 ch
number, en gine powe .. setting in terms of EPR .
and speCific
ran ge (nautical miles per pound of fu el)
ca n be d etermlned. Th e o ptimum long ran ge c ruise
a ltitudes are fllso s hown on figur es 11-25 and 1 1-26,
and are the altitude s thai will produce the maximum
miles per pound of fuel at the long ran ge c rui se
c ondition.
SAMPLE PROBLEM
Long Range Crui se - Mach Number and EPR
(F or figure 11 -25)
(A) Avera ge g ro ss weight .
1
8.000 lb
(il) Cruise altitud e . . . . . . . . .. 25.000 ft
11-39
I
!
I
!
I