Douglas A-4M Technical specifications

NAVAIR OI -40AVM- l
NATOPS FLIGHT MANUAL
NAV Y MODEL
A-4M
AIRCRAFT
Douglas Aircraft Company, L ong Beach, Calif. 90801
Contract No. NOOQI9 .70-C-0236
THIS MANUAL SUPERSEDES PRELIMINARY PUBLICATION
NAVAIR OI-40AVM·1 DATED I AUGUST 1970 :\ A
D<I.. <i>L 'i-I- 7'1
I -eel to special export controls
to fore ign governments nls thereof m ay be made
1 prior approval of NAVAIRSYSCOMHQ, as I
ISSUED BY AUTHORITY OF TH E CHIEF OF NAVAL OPERATIONS
AND UND
ER THE DIRECTION OF THE COMMANDER,
NAVAL AIR SYSTEMS COMMAND
FAl-2
I November 1971

I
NAV AlR 01-40AVM-1 Section XI
SECTION XI
PERFORMANCE OAT A
T
ABLE OF CONTENTS
Pa rt
Intr od uction
GENERAL ..
Performance Data Basis
Abbreviations , Symbo ls , and
Definitions ........... .
Drag Count Index System . . .
A
irspe ed Corrections ..
Al timeter Corr ections .....
2 TAKEOFF .....
Takeo ff Charts ..
Oper a tional Take off Distance ..
Maximum Takeoff W eig ht -With
and Without JA TO .......... .
JATO Firing Delay , Minimum Takeoff
Distance -Two MK 7 MOD 2,
5KS-4500 JATO Bottles ..
Refusal Speed ... .
Stopping
Distance ..... .
3 CLIMB ..... .
Climb .....
Combat Ceiling and Optimum Cruise
Attitude ......... ... .... . . . .
4 RANGE ....... ..... . • . • . . •..
Range Factor Chart
F ouled Deck Ra nge.
Long Range Cruise.
Ma.,<imum Range Cruise
Nautical Miles per Pound of Fuel
INTRODUCTION
P age
11 - 1
11 -3
11 -3
11 -3
11 -4
1l-7
11 -7
11 -7
11 -7
11 -7
11 -8
11-19
11-20
11-20
11 -3 1
11 -31
11
-3 1
11 -39
11-39
11 -39
11 -39
11 -46
11 -5 1
The ope rating data charts contai ned in this sedio n
provide the pilot with informa tion enabling him to
realize the ma.'<imum performance capabilities of
the
aircraft. Use of the c hart material for preflight
planning and application of the prescribed operating
procedures will result in op timum effectiveness of
the aircraft.
P art
5 ENDURANCE.
Fou l ed Deck Enduran ce ..
M aximum Enduran ce ...
6 Am RE FUELI NG ...
Air Refueling Chart s
Tanker Speed Envelope ...
Tanker Fuel Available for
Trans f er ........... .
Tanker Fuel Transf er Time ..
F uel Consumption oC Tank er
D
uring Air Refuelin g ..... .
7 DESCENT •..........
Maximum Range Descent
8 LANDING . . .
Landing ....
9 COMBAT PERF OR MANCE
Comba t P erformance
T urning Rad i us ... .
Maneuverabilit y .. .
M
aximum Ma ch Number .
10 MI SS I ON PLANNlNG .....•••....
f..1ission Planning ....... • ....•..
P age
11-63
11 -63
11-63
11-71
11-71
11-71
11-73
11 -73
11 -76
11-79
11-79
11- 83
11-83
11-93
11 -93
11 -93
11·93
11-98
11·101 ~
1l · 101 I
Section XI is divided into 10 parts to present
per f ormance data in proper se qu ence for prefli ght
planning . Sample problems and char ts are pro·
vided to present the sequence of steps required to
find the proper values and solution of a given
problem. Performan ce data are presented in
g
raphical type charts for ICAO standard day
conditions. In some instances, temperature
co rrections for non-standard atmosphere have
been included.
11 -1 /( 11 ·2 blank)
A-4M
NATOPS
Nov 1971

NAVAIR Ol-40Avr.l-1
PART 1
GENERAL
PERFORM ANCE O AT A BASI S
Perforillance data are based on ai rcraft cha r ac t eris-
tics obtaine d from A -4 E F Nan and TA-4F Cont r ac-
tor flight tests. calculations. and engine data frOIll
Pratt and Whitney specifi cati ons. All charts ar e pre-
sented for I CA O standard atmosphe re co nditi ons.
although amiJie nt temperature correction sr:des ar e
provicti!ci in a
number of cha rts where temper :tt ur e
{'ffec
ts are significa nt. AI! perfo r mance is oased on
a c enter of g ra\'il y position of 25 percent MAC. All
cha rt s are applicable to JP-4 or J P-5 fuel. having a
nomiml densit~' of 6. 5 and 6.8 poun ds per g:.llIon
respecth·clv.
ABBREVIA liONS , SYMBOLS , AND
DEF INITIONS
Abbr(!t'L\tion
ac
ADF
AI!
"C
CAS or Vc
CG
de
Deg
Amb
EAS or
V,
EGT
EPR
Definitio n
R
atio of speed of sound at
a ltitude to speed of sound
at sea leveL [CAO
standard day
A liernating current
Automatic direction findin g
Altitude
Degrees Centigrade
Calib r at ed a irspeed = LAS
cO IT ect ed for position
('rro r
CC! nter of gnvity
Dit'eet current
Deg ree
Free stream static
conditi on
Equiva lent airspeed = CAS
corrected for compressi-
bilityeffect
Exhaust gas tempc ra ture
En gine p ress ure ra tio
AblJrevlalion
' F
Fit
FPl\l or fpm
Fr eq
Ft or ft
g
H or h
LA S or V.
,
[CAO
In
KCAS
KEAS
KIAS
KTAS
Kts Kn
Ib
M
l\lAX
min
mill
NM or N1vti
OAT
Section Xl
Part I
Definition
Degrees FailT('nhcit
Flight
Feet per minut(>
Frequency
Fect
Gr,\\'iiy force
Altitude
r.le rcury
H our
Indicated airspeed
Instrument reilding cor-
r ccted for instrumenl
error
I nternational Civil
A\'iation Or ganization
In ches
Knots calib r ated ai r speed
Knots equiv a l ent airs peed
Knots indicated airsp eed
K nots true airSI)ced
Knots
Pounds
M ach numb C!r
Maximum
~linutes
Mi/liJnetel's
No rm a l load bctor
Nautical l\liIes
Ou tside ai r temperatu re
11-3
I

Section Xl
Part 1
A bbreviation
p
pSi
R CR
RNI
RPM
SL
Sid
T
To
TAS
V ol
Wt
6 or p I p0
p
11-4
NAVAIR 01- 4 0AVM - l
Definition
Static a tm o spheri c pres-
sure at any al titude
Static atmos pheric pres-
sure at se a level r CA D
stand . trd day = 29. 92 inches
of mercu r y
Pounds pe r square inch
Runway
co ndition reading
R eynolds number index
Revolutions
per minute
(Engine
speed )
Sea
level
Standar d
Static absol ute tempera-
tur e at any altitude
Static abso lute temper a-
ture at sea level ICAD
sta ndard day =
288.2 degrees K el vin
True a ir speed
V olume
Weight
Delta - change in (e. g.
gr
oss weight)
Delta -
ratio of sta tic a ir
pressure to ICAD stan dard
sea level st atic a ir
pr essu re
Coeffi
cient of rolling
friction
Rho - density of a tmos-
phere in sLugs per foot at
any altitude
Rh o - d ensity of atmos-
phere at sea leve l ICAO
standa rd day = 0.0 02378
slugs per foot
Abbr
eviati on Definition
Sigma - ratio of density at
any alti tude to density at
sea level. ICAO standard
day
Thet a - r atio of absolute
temper a ture or any a lti -
tude to a bs olute tempe r a-
ture at sea level; ICAO
standa rd day
DRAG COUNT INDEX SYSTEM
The la rge v;lr iety of extern al store loadings per-
mitted on the A- 4M aircraft requires a method of
dat a p re sentation that ca n refl ec t a var iable exter nal
configur at ion. This method is called the Dr ag Count
Index
Sy stem .
In the Dr
ag Count Index System. each ilem of the ex-
te rnal store configur ation. such as a bomb. ta rue or
pylon. Is ass igned a dr ag number value t hat depends
up on the size and shape of the item and its location
on the
air cr aft. The s um of the se individu al drag
numbe rs. f or a particul ar loading. reflect s the drag
index for t hat configuration. This index. when ap-
plied to the pe rf o rm ance charts. defines the perfor-
mance of that configuration.
Some of the individual drag numbers used for deter-
mining drag Indexes are shown In figure II-I. and a
comple
le listing is made in NAV AlR Ol -40AV-1T.
Note that the dr ag nu
mbers for a given sto re depend
on the
store station on which they a rc ca rr ied. The
weights of t ypical external stores. pylons, tanks. and
ada pters ar e included in figw'e II -I. The drag of the
clean aircraft includes the dr ag of the cen terline
pylon. upper av ionics pod. inflight fueling probe. a nd
drag chute. but no guns or wing pylons.
SAMPLE PROBLEM
Drag Indexes
(For
figure 11-1)
As sume the external configuration consists of a 300-
gallon
Aero 1 -0 fuel tank on the cente rlin e pylon. a
6x300
-po und MK 81 Sn.'1.keye bomb cl uster on e;lch
inboar d wing
py lon, and a 530-pound MK 82 bomb on
each outboa rd wing pylon.

NAVAIR Ol-40AVM-l
STORE DRAG IN DEXES AND GRO SS WE I GH TS
DRAG INDEX FOR CLEAN CONFIGURA T ION (2) = 0
Section XI
Par t 1
MODE L: A- 4M
ENGINE: JS2-P-408
DATA AS OF. 1 DECEMBER 1970
DATA BASIS: ESTIMATEO
STATIO N
STATION
1 2 4 ,
500
U
)POUNDS
UP TO
500(l)POUNDS
STORES UP TO
STORES UP TO
1200(I)POUNDS
1200
U
)POUNDS
NOTE:
AI RCRAFT WEIGHT (POUNDS I
ESTIMATED W EIGHT EMPTY (~) - - - _ - - 11,326
TW020MMGU NS(N QAMMOJ------_ 344
TWO AERO 20 A AI RACK-PYL ONS ON
STATIO N 75 (2 AN D 4)- - - - - - -- - _ 140
TWO AERO 20 4-1 RACK-PYLONS ON
STATI ON1l3.7 5(lANDS)------ - - 128
TWO JOe-GALLON AERO-lO
EX TERNAL FUEL TANKS{EMPTYl_____ 398
ARMORPLATE __ ___ __ ____ __ 101
TOTAL OPERATI NG WEIGHT EMPTY - _ _ _ 12,437
(l J REFER TO N AVAIR Ol -4 0AV - IT FOR CA RR IAGE AND
RELEASE L IMI T ATIONS, ANO EXCEPTIONS FOR CARRIAGE
OF CE RTAIN S TORE S WEIG HI NG MORE THAN STATION
LIMITAT IONS SHo\'VN.
( 2) CLEAN A IRCRAFT CO N FIGURATIO N DOES NOT I NCLUDE
GUNS AND WING PYLONS.
( J) OPERATING WEIGHT IN CLUDES A CENTERLINE AERO 7 A-I
RACK (WITH FAIRI NG ) PILOT ENGINE OIL, TR APPED
FUEL AND OIL, lIQU16 OXYGEN (10 LI T ERS), DRAG CHUTE,
ECM EQUIPMENT, AND MISCELLANEOUS EQUIPMENT
(PARAKITS, ETC).
Figure 11-1. Drag Indexes (Sheet 1)
FAl-l17
11-5
I

Section XI
Part 1
Guns and Suspension Equipment
NAVAlR 01-<lOAVM ~ 1
Apprl)x
Wclght
I b(ca
'('\\O )\ !K 12 Guns and ·100 Rounds Ammo
li2'"'
·100 Hou nd s 2 0-mm ,\mmo
2"4
One AEH020A -l Rack-l'~l o1\
70
011(' A ERO 20, ,\~ I Rack~ p..·]on
6·1
AF:RO 5,0\-1
Launchel' 99
A A
37B-I ;\IBR I S!)
,\ ,\ 37B - 3 P;\IBR
,7
THt-7 105
MER-7
22:)
--
Approx
Tanks and Pods (1) ""0.
of
W eight
st:sPF.:"'SIOK Stores lb/c>a
150-G!\ L Fud Tank ; AEHO
20A-1.
7,1._ 1 • 1156/136
rTLLfE~lI'Tyf.!)
30Q-G,\ I. J'ue! rank
AERO 7A~1
1
2223(1$3
(Bobtail ); FrI. ••
DIPTy('2)
300 -GA L Fuel Tank AE RO 20A-I 1
2239/199
H Fin!'); Fl'U..!
EMPTy(2)
·IO O- Gi\ L F'uel T ank; AEB O 7A-I
,
2960/240
Ft: LL.iEJ\l PTy(2)
300-GA L Hefueling AEHO 7A-I
•
2765/725
Store ; FrLLI
EM PTy(2)
GTC-% POO- AE RO 20A-I,
7A-I
•
SA5/4i 7
Mounted;
f'L 'LLI
E j\\PTY
Drag Imit'x :It Store Station
, 2 3 ,
7
- - --
6 6
7
6 6 6 6
" " "
,.
., ,< " "
1Z 12
"
23 n 23
Drag Index at Store Station
• 2 3 •
"
10
"
"
" "
20
30/1111(3)
" "
19
!\OTES: \. Hekr to the NAVAIR OI- <l OAV-1T for a ll other appli c:l. b\e e.'((ernal store dra g index and weight d:lta.
carr iage and r cl e:l.sc li mitati ons , and exc epti ons f or c:l.rl 'iag c of the s tores weighin g more than stati on
limitations noted on sh e et I.
2. Fuel tank weight for JP-5 fuel.
3. H os e and drogue: retracted / extended.
Figure 11 -1. Drag Index es (S heet 2)
11 -6
5
-
7
6
"
"
5

NAVAIR 01- 4 0AVM-l
Se ction XI
External Dr ag
Weig ht -
Stor e It
em
Index
Pounds
Clean ai rcr aft 0
2 MK 12 2 0-mm guns 7 628
with 400 round s of
ammu nition
1 300-gallon Aer o- ID
15 183
f uel tank on ce nterlin e
2 inboa
rd wing pylons 12 140
2 outboar d wing pylons 14 128
2 mul tipl e ejecto r r acks 46 446
~ 2 5x300-pound MK 81
70 '
30 00
Snak
eye bombs
§
2 S30-pound MK 82
6" 1060
bombs
T otals 170 5585
As the mission is flown, tanks may be dropped and
stores will be ex pended , changing the external s tore
configur ation and thus the drag index.
"'Ref
er to NAVAIR 01-40AV-IT.
AI RSPEED CORRECTIONS
Sev eral co rre ctions to the ai rspeed indicator reading
must be added to a rr ive at the t rue airspeed of the
ai r craft. Two corrections peculiar to the indi ca tor
Hsel! are instru ment error and la g. T hese er ro r s,
which are us uaUy small, a re added aLgebraically to
the
indicator r ea ding to o btain the indi ca tor airspeed.
Cal ibra ted airs peed is equaI to the airspeed indica tor
re ading corrected for pos ition and instrument error.
P os iti on e rror, shown in figure (to be furnished at a
lat
er date ), is an error introdu ce d due to the loc a-
tion of the s tati c source at a point of nonambient
sta ti c pres s ur e.
Equivalent ai rspeed is equal to the airspeed indicator
reading co rre cted for position error, inst r ument
error, and for the co mpressibility at a. par ticular
altitude.
True ai rspeed is rel a ted to equivalent airspeed by the
following: KTAS
::. K EAS x 1 /,fU
The quantity 1/ ,fli m ay be found in figures 11-3 and
11 -5.
Part 1
To co nvert cali br ate d airspeed to true airspeed and
true M ac h number, figure 11-2 is provided . Fi g-
ur e 11 -2 has compressibility effects built into the
gra ph permittin g a direct step from calib r ated to
true a irspeed .
A
position e rr or is associated with the Mach number
indicated values and the true ?v l ach number v alues.
This re l ationship is shown in figure (to be furnished
at a later date).
SAMPLE PROBLEM
Alt itude Cor re ct i on for Posi
ti on Error
( For figure 11-6 )
( fr.l.t a to be furnished at a late r date. )
Mach Numb er Correcti on for Po sition
( For figure 11 -7)
(Data to be furnished at a la ter date.
Airspeed Conversion
(For figure 11 -2)
(A) Ca
libr ated ai rspeed .
(B) True
pressur e altitude
Ie)
True Mach numb er ..
(0) OAT. .. . ....
(E) True a irspeed.
ALT I METER CORRECTIONS
Err or
360 kn
25,000 (t
0.849
565 kn
The a
ltimeter is co nnected to the static source .
Pos
ition error . co rrections, sim il ar to those for air -
speed indications , mus t be applied to the alti meter
indications to obtain tru e pr ess ur e altitude. The
cor r ections a re given in figure (to be furnished at a
later da te ). Instrument er r or and alt ime ter lag are
also prevalen t in the altimeter system . The lag
error (appr oxima t ely 200 fee t) could be signifi can t
in a lo w -altitude dive pullout.
SAMPLE PROBLEM
Airspeed Correction for Pos ition Erro r
(F or figure 11 -6)
(Data to be furnished at a later d.-lt e.
11 -7
§
B
,.,
I

NAVAIR Ol-40AVM-l
AIRSPEED CONVIRSION
PRESSURE ALTIWDE-l000 FEET
60
••
..
,.
,.
I.
1.00
•
....
0.'0
0 .7 0
'00
"
..
~
.,
~ 0.60
600
"
Z
:z:
u
c
:Ii
.... 0.50
...
"
..
~
....
...
0.'0
...
0 .20
f!j l :~~:'=~~3i~60 KNOTS
, ..
PRESSURE AL TITUDE ~ 25,000 FEET
1
~~~~~ T~R~U~E~M~A~C~H~N~U~M~B~£R~=~01·~84['~~~ ~
TRUE AIRSPEED DAY) = 517
I ..
cuo • 100
'00 '00
...
. .. ...
CAUSIAUD AIRSPEED - KNOTS
Figure 11-2. Airspeed Conversion
~
~
0
Z
..
I
"
~
~
L
~
..
:c
~
"
..
~
Sectio n XI
Part 1
FA 1-5t
11-9
I

Section XI
Part 1
11-10
NAVAffi Ol - 40AVM-l
DENSITY ALTITUDE CHART
_80 -60 -:"0 _20 0 20
TEMPERATURE DEGREES CENTIGRADE
TEMPERATURE DEGREES FAHRENHEIT
40
..
_140_120 _100_80 _60 _40 -20 0 20 40 60 .0 100 120 '40
.65 .7 0 .75 .• 0 .as .90 .95 1 .00 1.05 1.10 1.15
TEMPERATURE RATIO - 9
Figure 11 -3. Density Altitude Chart
FA 1-60

N AVAIR 01 - 40AVM-l
Degrees Deg rees
Degrees De grees
Centigrade Fah r enheit
Centigrade F:lhr en heit
-75
-103 .0
-33 - 27 .4
-74
-101.2 -33
-25. 6
-73 - 99 . 4 -3 1 -23. 8
-72 - 97.6 -30
-22. 0
-71
- 95 . 8 - 29
-20. 2
-70
- 94.0
- 28 - 18 . 4
-69
-92.2 -
27 -16. 6
-08 -90.4
-26
- 14. 8
-67 -88.G -
25 -13. a
-66 -
86.8 - 24
-11. 2
-65
- 85.0 -23
-
9.4
I
-64
- 83.2
-22 -7. 6 I
-63 -81. 4 -
21
-5. 8 I
-62 -79. 6 -
20 -4 0 I
-61
- 77.8 - 19
- 2. 2
- 60 - 76.0 - 18
0.4
,
-59 -7 4.2 - 17
1.4
I
- 58 - 72 . 4 -16
3. 2
-57 - 70.6 -15
5. a I
-56
- 68.8 -14
6. 6
-55 - 67. 0 -13
8.6
-5 4 -
65.2 -12
10. 4
-53 -
63. 4 -11
12. 2
-5 2 -61. 6 -10
14.0
-51
- 59.8 -9 15. 8
-50 -
58.0 -8 17. 6
-40 - 56 . 2 -7
19 . 4
-48 -
54. 4 -6 21. 2
-
47 - 52. 6 -5
23.0
-46 - 50 . 8 -4
24. 8
-45 -49. 0 -3
26.6
-44 -4'
7. 2 -2
28 . 4
-43
- 45. 4 -1 30. 2
-42 - 43.6
0 32.0
- 41 - 41. 8 1 33.8
- 40
-
40.0
2 35 .6
-39 -
38.2
3 37. 4
-38
-36. 4 4
39.2
-37
- 34.6
5 41. 0
-3 6 -
32 . 8 6 4
2.8
-35
- 31. 0 7 44 6
- 34 - 29 . 2 8
46. 4
Figur e 11-4. Centi gr a de / Fa hrenheit Conversion
Degrees
Centigrade
,
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
4G
47
46
49
50
Section XI
Pa rt 1
Degrees
Fahrenheit
-
48. 2
50.0
51. 8
53.
6
55 . 4
57. 2
59
.0
60 . 8
62.6
64. 4
66. 2
68.0
69.8
71. 6
73-
4
75.2
77.0
78.8
80. 6
82.4
8 4. 2
86.0
8 7. fI
89. 6
91. 4
93.2
95.0
96 . 8
98.6
1 00 .4
102. 2
104.0
105.8
107.6
109. 4
111. 2
113.0
114. 8
11 6 .6
118 . 4
120.2
122 .0
11-11
I

Section XI
P art 1
Altitude
Feet
Se:l l.el'ei
1000
2000
:l000
4000
5000
6000
7000
8000
9000
10.000
Il,OOO
12,000
13.000
J.l,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
3 1. 000
32.000
33.000
34.000
REMAHKS:
NAVAIR O l-4 0A VM - l
TempcratUI'C
Speed of
Sound Hntio
Pressure
Density Hatio
I} -p/ po 'C ' F
!Iatio e
T/To a/ao
In. of Hg Hatio 6 PIP
o
L 0000
0.971]
0 . 942~
0. 9151
O. 88'! I
O. 8617
0.8359
0. 8106
0.7860
0 .7 620
0.7355
0.7156
0. 6932
0. 67J3
O. 6500
0.6292
0.6090
0.5892
0.5699
O. SSll
0.5328
0.5150
0.4976
0.4807
0.4642
0.4481
0.4325
0.4173
0.40'l5
0.38~1
0. 3701 1
0.360:;
0.3473
0.3345
0.3220
1. 0000 15.000 59 .000
1.0148 13.0H! 55.434
1.0299 JI.03'J 51.868
I. 0454 9.056 48.302
1. Dull 7.075 44. 735
1.0773 5.094 41.169
I. 0938 3. I J3 37.603
1.1107 1.132 34.037
1.1279 -0. 85030 .471
1. 1456 -2.831 26.905
1.1637 -4. 812 23.338
1.1822 -6.793 19.772
1.2011 -8.774 16.20G
1.2205 -1 0.756 12.640
1.2403 -12.737 9. 074
1.2606 -14.7'18 5.508
1.2815 -16.699 1.941
I. 3028 -J!l. G'IO -1. 625
1. 324G _20.662 -5 . 191
1.3 470 _22.0 43 -8.757
1.3700 -24.624 - 1 2.323
l. 3935 -26.605 -IS. 889
1.4176 -2 8.586 -19.456
1.4424 -30.586 -23.022
1.4678 -32.5'19 -26.588
1.4938 -34.530 -30 .154
1.520G
-36.511 -33. no
I. 5480 -3 '1. 493 -37. 2SG
I.S762 -40.474 -40. 852
1.6052 -42.4(;5 -44.419
1.6349 -4 '1"13{\ -47.9 8(;
1.66501 -,10.417 -(;1.551
1.6968 - 4~.39V -55.117
I. 7291 -50.379 -5 8. 6'13
1. 7623 - 52.361 -62.24 9
(I) One in. of Ilg -
70.732 Ib per sq ft
= 0.4912 Ib per sq in.
I. 0000
0.9931
0.9862
0.9 794
0.9725
0.9656
0.9587
0. 9519
0.9450
0.9381
0.9312
O. 9244
0.9175
0.9106
0 .9 037
0.8969
0.8900
0.8831
0. 8762
0. 8694
0.8625
0.8556
0.8487
0.8419
0.8350
O. 1l2S1
0.8212
0. 8144
0.8075
0.800B
0.7937
0.7869
0.7800
0.7731
0. 7662
1.000
0.99 7
O. f}93
0.990
0.!)66
0.983
0.9 79
0.97G
0.972
0.9G9
0.965
0.961
0.958
0.954
0. 951
0.947
0.943
O.MO
0.936
0.932
0.929
0.925
0.921
0.918
0.914
0.910
0.906
0.902
0.899
0.895
0. 80 1
O. '1[\7
0. .983
0.879
0.875
29.921
2R.f\56
27. ~21
26 . 8 17
2.;. 842
24.896
23.978
23.08'1
22.225
21.
.38!1
20.571
19.79\
19.029
18 .2 !!2
17.577
16_886
W.216
15.569
14.942
14.3:"16
13. no
13. 1'14
12.6:l6
12. 107
11. 597
11. 104
10.627
10.168
9.725
9.297
8.885
8. 48'l
8.106
7.737
7.3112
1.0000
0.9644
0.9298
0. 8962
0.8637
0. 8320
0.8014
0.7716
0.7428
0.7148
0.6577
0.6614
0. 6360
0. 6113
0.5875
0.5643
O. '-i420
0.5203
0. 4994
0.479 1
0.4595
0.4406
0.4223
O. ~O~G
0.3876
0.3711
0.3552
0.3398
0.3250
0.3107
0.2970
0 .2S37
0 .27 09
0.2586
O. z.lG7
(2) (CAO Standard Se~ Leve l Air
to 15 "e
Po 29.921 in. of l!g
ao 661. ~ Imots
DATA BASIS, ~ACA Technical ~ote 1'\0. 3182 Po -
0.0023769 slug per cu fl
Figure 11· 5. ICAQ Standard Altitude Chart (S heet 1)
11 ·12

Altitude
Feet
35.000
36,000
36.089
3 •. 000
31'1.000
39.000
40.000
41,000
· !2,000
43.000
4.1.000
45.000
46,000
47.000
48,000
49.000
50,000
5 1. 000
52.000
53 . 000
54 . 000
55 .000
56 . 000
57,000
58,000
5<:l . 000
60,000
61. 000
62,000
63,000
64 .0 00
65,000
REMAR KS:
Densitv Hatio
(l ' plpo
O. 3099
0.2981
0.2D71
0. 28 44
0.27 JO
0.2C,85
0.2462
0. 2346
0. 22 36
0.2 1 31
0. 2031
0.1936
O. 1845
O. 1158
O.
1676
O. 1597
0.1522
O.
H.id
O. 1383
O. 131 8
0.1256
0. 1197
0.1141
0.1087
0. 1 036
0. 09fl77
0.09414
0 .0 8972
0.08551
0.08150
0. 07767
0.07403
NAVAIR Ol -40AVM- l
Temperat ur e
OF Ratio e _ TIT
1. 796.. -54 . :3<12 -65 . 816
]. 83 1 ;) -56.323 - 69 . 3 82
1.83 47 -56 . 500 -69.700
I . ~753
J. 9209
L 9677
2.0155
2.
0645
2.1148
2 j 662
2.2189
2. 2728
2 3~81
2.
3848
2. 4428
2.5022
2. 56:1O
2.625 4
2.6 8 92
2. 75 40
2.
8216
2. 8903
2 . 960(;
3.
0326
3. 1 063
3. 18 .19
3. 2593
3. 3386
3.
4198
3.
S029
3.
588 1
3 .
675 4 -56.500 -69 . 700
0.7534
0.7525
0.751D
0 .7 519
(l) Onc in. of H~ -" 70 .73 2 lb pe r sq rt
= 0.4912 Ib per sq in.
OAT .. , BASIS, NA CA Technical Notc No. 3182
o
Sec ti on XI
Part 1
Speed of
Sound .Ratio
a
lao
Pres sure
In. of I!g Halio 6 = P/Po
0. 871
0.867
0. 8 67
0. 8 67
7. 041
G.7 12
6.683
6. 397
0. on
5. m
5
538
5 .2 78
5.030
4.794
4. .' ;69
.1. 355
...
15 .1
3. 956
3.770
~ J . 593
3.425
3.26·1
3. 11 1
2.965
2.1126
2.69 3
2.567
2. 446
2. 331
2.
222
S. JI 8
2.0 .18
L 924
1. 83 :\
1. 747
1. 665
0. 235:\
0.2243
0.2234
O. ~ 138
0.2038
O. 1942
O. ISS1
O. 1704
O. 16~ 1
o. 1602
0.1527
0. ]·155
O. 1387
O. 1322
O. 1260
O. 120]
0. 11 45
O. 1091
0.1040
O. 099]
O. 09'14
O. 0900
0. 0858
O. OillS
0. 0779
0. 0743
0.0709
0. 0675
0.0643
0 .0 613
0. 0584
0.0557
(2) ICAO Standard Sea Level ilir
to = 15 °C
Po = 29 . 9~ I ill. of l!g
ao - 661. 8 knots
Po -" 0. 00237(;9 slug per ell ft
Figur e 11 ·5. ICAO Standard Altit ud e Cha rt ( Sheet 2)
11 -13
I

NAVAIR 01-40AVM-l
Section Xl
Part 2
PART 2
TAKEOFF
TAKEOFF CHARTS
The takeoff charts present takeo ff distan ce, maximum
takeoff weight. JATO firing delay, and JA TO takeoff
distance. The charts encompass suc h varia bles as
takeoff weIght, equivalent ai rspeed, amb ient runw ay
temperature, runw ay pressure alt itude , headwind,
and runway g radient H all flaps and MILI TA R'i
thrust are recommended f or all takeoffs.
Variables, which are not co nsidered in the charts,
that will influence the accele r ation of the ai r c ralt
during ground run are pilo t b raking to m ai nt ain di-
rection al cont rol; ru nway surface co ndit ions whi ch
constitute a [o wer or higher value for the rolling
coefficient of friction ($.I); external sto r e loadings on
the wing st.'ltions which protrude forward or n ea r th e
leading edge of the wing and influen ce the flow Held
of
ai r over the wing, reducing lift and increasing re-
quired takeoff speeds; and rough or bum py runways
which inf l uence the taxi attitude of the air c ralt , in-
troducin g aerodynamic braking during the ground run.
Of th ese va r iables, pilot braking, whi ch Is a fun ction
of pilot technique, probably has the gr eatest Influence
on acce le rati on-reta rdati on and will increase the
ground run sign if icantly.
OPERATIONAL T AKEOFF DISTANCE
Operational takeoff dist an ce, total distance to clea r
a
50-foot obstacle, without JA TO a ssist. and re com-
mended takeoff sp eeds are shown in figure 11 -8.
R TakeoH dis tan ces are based on haU ftaps. MILITARY
/j thrust, and 8 degrees aircraft noseup trim.
The takeoff airspeeds and dista.nces are based on
NATC
flight test data of the Model A-4E ai rcraft.
Note the region in the altitude co rrecti on box where
MAXIMUM TAK EOFF WEIGHT f\. ·IAY BE EX CEEDED.
This region represents an ar ea in which the minimum
acceptable thrust- to-weight ratio may be e ncountered.
resulting in marginal climbo ut capability, or the sale
tire limit speed of 175 knots g round speed may be ex-
ceeded. Since temperature and alt itud e ar e not in-
dependent . the boundary tines in this bo x are shown
for extreme altitude-temperatu re comb inati ons. A
more detailed explanation of the ma r ginal region is
given under maximum takeofI weight. The method of
obtaining the ground run distance. tot al dist a nce to
clear a 50- foot obstacle, takeoff airspeed, and the
line speed chec k are des cri bed in the following
example .
Not e
II o ll erat ional conditions require takeoffs
for which computed takeoff distance places
the ai rcralt in the region labeled TAKEOFF
IS MARGINAL on the chart . lift-off speed
sh ould be inc r eased app r oxi mately 5 to 10
knots. not to exceed tire limiting speed.
Th is w ill result in increased r ates of clim b.
Runway length
and location of abort gear
must be considered in planning this type oI
takeoff.
SAMPLE P ROBLEM
Ta ke off Di stan ce - O per ati onal
(For figure 11- 8)
(A)
Takeoff weight .. 20.000Ib
(8) Takeoff airspeed
146 KIAS
(e) Ambient runway air
tempe r ature ..
(0) Runway pressure :liUtude 2000
ft
(E) H ea dwind. 10 kn
(F) Runway
gradient -2 percent
(G) G
round run distance
2450 ft
(HI Total distance to clear
50-foOl obstacle
3600 ft
LINE SPEED C HECK
A line sp eed check is a simple procedure for deter-
min ing th at aircraft acceleration during takeoH run !
is normal. If aircraft acceleration is not normal,
the line speed check is sufficien tl y early to allow
normal braking to stop the aircraft on the runway.
The
pllot selec ts a suitable and r ecognizable known
distance down the runway f rom the point that takeoff
run commenc es (such as runway distance marker.
runwa y intersection, etc.). The normal takeoff dis-
tance cha rt is used by entering the chart at the sel ec -
ted dist a nce and workin g in reverse through the chart.
11-17

Seclion XI
Part 2 NAVAIR
01-40AV~I-l
SAMPLE TAKEOFF DISTANCE
FA,1 ·lJ9
applyin~ the corrt!ctions f or variation from standard
conditions. The first Hne speed check should be
made at the 2000-fool runway marker.
I
~ ~ i ::PSl;::::l::k
(For figure 11-8)
(J)
Runw:IY g l' adient
-2 percent
(K)
Headwind ..
10 kn
(L) Runway
I,ressure altitude.
2000 ft
(M)
Ambient runway air
tempprature '
30C
(~')
Takeof! weight
20.000 lb
(P)
Indicated airspeed
133 KTAS
MAXIMUM TAKEOFF WEIGHT - WITH
AND WITHOUT JATO
The maximUIll takeoff weight (figure 11 -9) is given as
a function of pressure altitude and ambient ai r tem-
peralUre. The d.'lta basis for this ch.art assumes that
the landing gear is fully extended. takeoff is at ai r-
speeds shown in figure J 1-8. the aircraft is climbing-
out with MILITARY t hrust with t he assist of g round
effect. multiple carl'iage stores are carried on wing
11-18
statio ns. and wing flaps a re set ilt the half-flaps
position. The maximum takeoff weight criteria is
based on the most critical oC the fallov:ing:
1. Excess thrust shall not be les," than minimum
establlstled by NATC flight test.
2. The safe (ire speed limit of 175 knots ground
speed shall not be exceeded,
NATC flight test of the »'lodel A·4E aircraft shows
that the above criteria. when met. will provide ac-
ce ptable climbout characteristics. Since , JATO burn-
out occurs allift·afL this chart is \'alid far bOlh with
and without JA TO assist.
SAMPLE PROBLEM
Maximum Takeoff Weight - Operational
(For fi':"'1.lre 11-9)
(A)
Ambient runway
air temper:1tu r e.
30nC
(B) Hunw:lj.'
pressw 'e
altitude,
4000 it
(el foobximum
takeoff wei ght
23.220 Ib
SAMPLE MAXIMUM T AKEOFF WEIGHT
F1\ 1 -140

I
•
NA VAIR 01-40 AVI\I- l
Sectiun XI
Part 2
JATO FIRING DELAY , MINIMUM TAKEOFF
DISTANCE -TWO MK 7 MOD 2,
5KS - 4500 JATO BOTTLES
The minimum ground Tun distance and the total dis-
tance to clea r :l 50-foot obstlcJe may be realized by
'iring the JATO bottles so that burnout occurs at
1ft-off. Burnout at lift-off is recommended faT the
following re aso ns :
1. Bu rnout at lift-off produces the shor t est takeoff
distance.
2. A misfire can be detected early and the takeoff
can be aborted well before the refusal point.
The following trim settin gs are required for JATO
operation to :I\"oio excessive nose-hi!(h att it udes at
low gross weights due to noseup pitching moments
genera ted by possible ,JATO burning aIter lift-off.
Gross Weight Recommended Trim
(Pounds) (De~rees Noseu,e)
13.500
2
17.500
5
22.500
7
24.500 8
With the above recommended trim sett ings. the flight
u'im stick forc(> without , JA TO burning va r ies linearly
with g ross weight from approximately 12 pounds pu!l
at 16,000 pounds gross wei ght to 3 pounds pull at
24.500 pounds gross weight. This stick force is not
objectionable since a redu ction in angle-of - att3ck is
required to maintain airspeed 01' to continue
acceleration.
Il is recommended that th e firing point be esbblished
by distance markers alongside the Tunway. This
recommendation is made for the following reasons:
1. USing a time interval from brake release is
('onsidered to be too inaccurate.
2. Using a irspeed as a reference for JATO firing
would not be possible since, generally, JATO firing
occurs at a speed below the speed at which the ai r -
speed indic,lt.or begins to registe r .
Figure 11-10 shows the grou nd run dist a nce from
brake release to ignition of JA TO. Takeo ff speed,
ground run dist.tnce . and total hor izo n ta l dis tance to
SAMPLE JATO F IR ING DElAY
F~1-141
clea r a 50-foot obst:\cle a re presented in fib'Ure 11-11.
Takeoff distances are based on half-flaps, military
tlu' usL and trim settings.
The takeoff ai rspeeds and distances are based on
JA TO fli ght test data of the I1100el A -4E aircraft.
Note the region in the altitude cOl'I'ection box wher e
1\IAXE\'l UM TA K EOFF WEIGHT MA Y BE EXCEEDED.
This re gion represents an area In which the minimum
acc eptable thrust-to ·weighl ratio may be encouniered.
resulting in ma rgin:ll climb out capabili tr. 0 1' the safe
tire limiti ng spee d at 175 knots ground speed may be
exc e eded. Since temper:l t ure and al titude are not
independent. the boundary lines in this box ar e shown
for extreme aHitude·temperature combinations. A
more detailed explanation of t he margin:tl regioll is
given undel' I\Iax imum T;lkeoff Weigh t The me t hod
of obtaining the .J ATO firing dist anc e. ,JATO takeoff
airspeed, JATO ground run distance, and total dis-
tance to clear a 50-foot obstacle is described in the
following examples.
SAMPLE PROBLEM
JATO Firing Delay
(Fo r figur t! 11 -10)
11-19

Section XI
Part 2 NAVAIR
01-40AVM-l
(A) Takeoff weight ..
. . ... . .. .
(9) Takeoff airspeed . . . .. ... . .
(e) Ambient runway
ai r temperature ...........
(D) Runway pressure
alt itude
...
(E) Headwind
(F) Runway gradie nt
(G) JA TO firing distance ..
JATO Takeo" Distan ce
(For figure 11-11)
(H) Takeoff weight ........ .
(J) Takeoff airspeed ........ .
(K) Ambient runway air
temperature ...... .
(L) Runway pr essure
altitude ........ .
(M) Headwind ..
(N) Runway g radient
(P) Ground run distan ce.
(Q) To t. a I distance to clear
50 -foot obstacle .. .
Note
20.000 lb
146 KlA S
30"C
2000
ft
10 kn
-2 per
cent
450 ft
20,000 Ib
146 KlAS
2000 ft
10 kn
-2
percent
1 350 ft
2500 ft
Jettisoning of JA TO bottles should be per-
formed in 1. 0 g \eve\ flight. in cr uise con-
figuration. at or below 400 KIAS (maximum).
REFUSAL SPEED
The maximum refusal speed is that speed at which
engine
failure pernlits stop ping the aircraf t on a run-
S way of specified length. F igures 11-12 and 11 -14
'.1 present this data for engine failure during a milita ry
thrus t takeoff without JATO burning. Data inclu d es
distance covered during a pilo t reac tion tim e of 2
seconds and for an B-second engine deceleration time
I
from mili t ary to Id le rpm . Fi gur e 11 -12 is without
drag chute deployed and fi gu re 11 - 14 is with dr ag
chute deployed.
11-20
SAMPLE JATO TAKEOFF DISTANCE
rAl·142
SAMPLE PROBLEM
Takeoff Refusal Speeds
(F or figure 11 - 12 )
Cotu
lguratlon: All configurations
(A) Runway temperature. . . . . . . 30QC
(B) Runway pressu r e altitude 2000 ft
(el Transfer scale ...... . 1. 12
(D) Field length ......... . 8000
ft
(E) Takeoff weight .. 20.000 lb
(F) H ea dw ind 10 kn
(G) Runway gradient -2 percent
(H) Takeoff refusal speed ..
91 KlAS
STOPPING DISTANCE
The sto pping dis t ance c harts (figures 1l-13 and 11-1 5) ~
ar e included primarily f or use if the takeoff should be ..

NAVAJR 01 ·40AVM-l
Section XI
Part 2
SAMPLE TAKEO ff REFUSAL SPEED
FA,)·143
aborted. It is not intended for use in determining
landing distance. Th e data does not in clude pilot
reaction an d deceleration time . Distances are based
on the applicati.on of maximum braking effor t without
skidding the tires, below brake e nergy lim it spe ed ,
and t hrottle positioned at idle thrust. To minimize
diversion of pilot's attention during this cri tic al st age
of the takeoff abort, it is rec om mended that flaps be
II' left in the pOSition selected for take off. Fi gure 11-13
~ is without drag chut e depl oyed, and fi gu re 11-15 is
• w ith drag chute deployed.
Note
Shutting down the engine at 80 KIA S will
sho rten the rollout conSide rabLy.
SAMPLE PROBLEM
Stopping Distance
(For figure 11-13)
Con fi guration: All Conlib'Urations
(A) Runway temperatu r e
(B) Runway pressure altitude
2000 ft
(C) Indicated airspeed at abort
91 KlAS
(D) Aircraft gr oss weight.
20.000 tb
(E) H eadwind .
10 kn
(F) Runway gradient . . -2 per
cent
(G) Stopping distance .
4500 ft
SAMPLE STOPPING DISTANCE
FA,1-144
11-21

Section XI
Part 2
110
160
~
~
0
Z
ISO
'"
I
Q
140
w
w
~
~
~
•
130
Q
w
~
120
•
U
Q
~
20
-2
0
2
11-22
HALF FLAPS
MODEl: A-4M
ENGINE: JS2-P-408
NAVA IR Ol-4 0AVM- l
TAKEOFF DISTANCE
OPERATIONAL 18
0 NOSEUP TRIM)
NO JATO
DATA AS OF: 1 DECEMBER 1970
DATA BASIS: FLIGHT TEST INAVY)
~TTrrMn~"~~-rnc~~r"~ rJ ~'~'~' ~
I
1 j:
-
--.,,-
'\
,
\
\
-'-
\,
0 I
._t
..# ~t+
AK:EOFF AlRSP..Ef l '
1 • -t r
. '." , ' "1<IMOM rJiJt£6 F 'W I\1GHT
1. ~ .• '. !",AT IE LIMITED BV , SAfE .....
L y';' .+ . ~ f1.E SPEED OF 115J<NOT~ ;
. . "'r·; ~ ROUND SPEED . SEE MAXIMUM
1::-t.: .. ~ ~i; l AKEdF£ ~E1GHT ' CHA -: T : r
PRESSURE AtTITUDE
5 6
- 80
,=100
~- -
- 120
BASELINE
8 •
7
FEET FA 1 -14S-A
Figu r e 11- 8. Takeof f Distance

~
o
z
"
o
~
g
-
NAVAlR Ol-40AVM -l
Sectio n XI
Part 2
MAXIMUM TAKEOFF WEIGHT
HALF FLAPS
WITH AND WITHOUT JATO
MODEL: A-4M DATA AS OF: 1 DECEMBER 1970
ENGINE; J52-P-408 DATA BASIS : FLIGHT TEST (NAVY)
25
,. 1 -r:r:" t 14+ I f'lXLj-tn t HI I1tV I[HIl LLttRHE
t •TAKEOFF WEIGHT lI 'f IT = 24 , SOO t pdU~DS :If itt~ t-tf:t:1
r I
2.
I'
'+--
r
--------
23 i ,-)
:w
r h
22 ~
I'
11 4 r
! j
t
21
1
l"-
t•
..
20 1
19
r
:r
I t •
1: +~
rt
t t ;
1:]
,
"T
lTtHt. 'f
1,
"~
~.rs. Ip
" iI"iI'. I
'1:b :(,,~
p t
- I
,I ""'I (fO", .
!~ff ."
1
, I
, -
,
t
I I
18 • NOTE :
17 -
-20
WHEN USING C-l1 / e-ll _1
CATAPULT , MAXIMU,.,.
GROSS TAKEOfF WEIGHT
IS 23.500 POUNDS.
• I
1. .... 1 r
-'0
o 10 20
TEMPERATURE - DEGREES CENTIGRADE
I I t I I I t I I I I
o 10 20
30 40 50 60 70 80
TEMPERATURE - uEGREES FAHRENHEIT
30
Figure 11-9. Maximum Takeoff Weight
~
iI!:
-
"
. -
40
SO
I
90
.00
110 120
F"'-146-"
11-23
~
I

NAVATH. 01-40AVl\.'1- 1
Section Xl
Part 3
PART 3
CLIMB
CLIMB
Climb charts (figu res 11-16 through 11 -20) present
the climb performance for all drag index configura-
tio ns with the engine operating <It military thrust.
Climb sp eeds are presented in figure 11 -16 as a func-
tion of drag index but independent of gross weight.
The climb speed schedu le is based on a minimum
time to climb and does not represent ;1 maximum
range climb.
Fuel. distance. and lime to climb arc presented in
figures 11-17 through J1 -19 as a function of gr oss
weight. pressure altitude. drag index . and tempera-
tu re deviation from leAO s tandard day. The d.1.1a
are based on the climb speed schedule show n in fi g-
ure 11-16.
SAMPLE PROBLEM
Climb Spe ed Schedule
(For figure 1 1-16 )
(A) Cruise altitude
(B) Drag index
(C) Climb speed at cruise altitude
(D) Initial climb altitude
(E) Climb speed at initial
a Jtitude.
SAMPLE PROBLEM
Climb Fue l
30,000 fl
50
292 KCAS
5000
ft
3 45 KCAS
The method of pr es en ti ng da ta for fuel. distance. and
time is identical; therefore, onLy one sample is shown.
(For figure 11-17)
SAMPLE CLIMB SP EED SCHEDULE
(A) In itial gross wei ght
(B) Cruise a ltitude
(e) Dr ag index .. .
(D)
Temperature baseline
(E) Temp er atu re deviation from
ICAO standard day.
(F) Fuel to climb from sea
le veL ..... .
FA1 ·1l8
18.000 Lb
30 .000 it
50
525 lb
COMBAT CEILING AND OPTIMUM CRUISE
ALTITUDE
C om bat ceiling, th e al titude for 500-fpm rate of
climb with military thru st, and opti mum c ruis e
11 - 31