OPERATING DATA MANUAL

Canberra PR9
Operating Data Manual

CONTENTS
CLIMB.................................................................................................................................... 2
Figure 1.1 – CLIMB AT 330 KIAS. 0.72m, ISA, CLEAN............................................... 3
Figure 1.2 – TEMPERATURE EFFECT ON CLIMB, CLEAN........................................ 4

CRUISE.................................................................................................................................. 5
Figure 2.1 – LEVEL CRUISE, ISA, CLEAN, SEA LEVEL.............................................. 7
Figure 2.2 – LEVEL CRUISE, ISA, CLEAN, 10,000 FEET............................................ 8
Figure 2.3 – LEVEL CRUISE, ISA, CLEAN, 20,000 FEET............................................ 9
Figure 2.4 – LEVEL CRUISE, ISA, CLEAN, 30,000 FEET.......................................... 10
Figure 2.5 – LEVEL CRUISE, ISA, CLEAN, 40,000 FEET.......................................... 11
Figure 2.6 – LEVEL CRUISE, ISA, CLEAN, 45,000 FEET.......................................... 12
Figure 2.7 – LEVEL CRUISE, ISA, CLEAN, 50,000 FEET.......................................... 13
Figure 2.8 – LEVEL CRUISE, ISA, CLEAN, 250 KNOTS CAS................................... 14
Figure 2.9 – LEVEL CRUISE, ISA, CLEAN, SINGLE ENGINE OPTIMUM................ 15
Figure 2.10 – CRUISE CLIMB, ISA, CLEAN, 0.71M.................................................. 16
Figure 2.11 – CRUISE CLIMB, ISA, CLEAN, 0.73M.................................................. 17
Figure 2.12 – CRUISE CLIMB, ISA, CLEAN, 0.75M.................................................. 18
Figure 2.13 – CRUISE CLIMB, ISA, CLEAN, 0.77M.................................................. 19
Figure 2.14 – CRUISE CLIMB, ISA, CLEAN, 0.79M.................................................. 20
Figure 2.15 – ENDURANCE, ISA, CLEAN.................................................................. 21

TACTICAL DATA.................................................................................................................. 22
Figure 3.1 – TURN PERFORMANCE NOMOGRAM.................................................. 23
Figure 3.2 – RADIUS OF TURN, MAXIMUM POWER, CLEAN................................. 24

DESCENT............................................................................................................................ 25
Figure 4.1 – RAPID DESCENT.................................................................................... 26
Figure 4.2 – NORMAL DESCENT............................................................................... 27

LANDING............................................................................................................................. 28
Figure 5.1 – APPROACH AND THRESHOLD SPEEDS............................................. 29
Figure 5.2 – NORMAL MAXIMUM BRAKING SPEED, DRY RUNWAY.................... 30
Figure 5.3 – NORMAL MAXIMUM BRAKING SPEED, WET RUNWAY.................... 31
Figure 5.4 – LANDING GROUND RUN, DRY AND WET RUNWAY.......................... 32
Figure 5.5 – LANDING DISTANCE FROM 50 FEET, DRY AND WET RUNWAY....... 33

1
 CLIMB
This section contains climb data for the optimum speed of 330 knots IAS until 0.72M is
reached at approximately 20,000ft and maintained thereafter.
Figure 1.1 provides climb performance at 97.5% RPM in ISA conditions at 330 knots
IAS/0.72M for clean configurations. The data is given in terms of time taken, fuel used
and distance travelled for various aircraft weights at the start of the climb.
The effect of non-standard temperature conditions on the climb data is given in
Figure 1.2.

2
Figure 1.1

3
Figure 1.2

4
 CRUISE
This section provides data for level cruise, cruise climb and endurance.
Figures 2.1 to 2.7 provide specific air range and air distance covered for a range of
aircraft weights and Mach numbers at various altitudes in ISA conditions. In addition,
optimum values for two-engine flight are given. Figure 2.8 provides similar data at
a speed of 250 knots CAS. The data is valid for the clean aircraft with two engines
operating. Data for optimum single-engine cruise with a clean aircraft is given in
Figure 2.9.
To find the air range and overall specific air range (SAR) for level cruise at a stated Mach
number or CAS and altitude, given start-of-cruise and end-of-cruise weights:
a. Using the appropriate figure, find the distances associated with the start-of-
cruise and end-of-cruise weights. Subtract one from the other to determine
air range.
b. For a particular Mach number or CAS, the chart gives SAR at any instantaneous
weight. Overall SAR may be calculated as:
(1000 x air range obtained at (a) above) / (start-of-cruise weight minus
end-of-cruise weight).

The figures may also be used to find the weight of fuel required to fly a given distance,
given end-of-cruise weight:
a. Using the appropriate figure, find the distance associated with the
end-of-cruise weight.
b. Add the desired still air cruise distance to that obtained at (a).
c. Read the start-of-cruise weight corresponding to the distance obtained at (b).
d. Subtract the end-of-cruise weight from the start-of-cruise weight to give the
weight of fuel required.

Figures 2.10 to 2.14 provide SAR, air distance covered and altitude for a range of Mach
numbers, engine RPM and aircraft weights, in ISA conditions. The data is valid for a clean
aircraft with two engines operating.
To find the air range, overall SAR and instantaneous altitude for cruise climb at a stated
Mach number and engine RPM, given start-of-cruise and end-of-cruise weights:
a. Using the appropriate figure, find the distances associated with the start-of-
cruise and end-of-cruise weights. Subtract one from the other to determine
air range.
b. For a particular Mach number, the chart gives SAR at any instantaneous weight.
Overall SAR may be calculated as:
(1000 x air range obtained at (a) above) / (start-of-cruise weight minus
end-of-cruise weight)
c. Instantaneous pressure altitude may be read directly from the chart.

SAR values, air range for the consumption of a given quantity of fuel and altitude,
as derived from figures 2.1 to 2.14, may be regarded as independent of temperature
deviation from ISA provided that the RPM are suitably adjusted.

5
Figure 2.15 provides maximum specific endurance in ISA conditions and optimum
endurance speed (knots CAS) for a clean aircraft with two engines and one engine
operating, for a range of altitudes and weights. The highest value of maximum specific
endurance on two engines at each weight is printed in red, indicating the optimum
altitude for endurance at that weight.
Specific endurance as derived from Figure 2.15 may be corrected by increasing/
decreasing the values by 1% for every 5°C that the temperature is below/above ISA.

6
Figure 2.1

7
Figure 2.2

8
Figure 2.3

9
Figure 2.4

10
Figure 2.5

11
Figure 2.6

12
Figure 2.7

13
Figure 2.8

14
Figure 2.9

15
Figure 2.10

16
Figure 2.11

17
Figure 2.12

18
Figure 2.13

19
Figure 2.14

20
Figure 2.15

21
 TACTICAL DATA
Figure 3.1 is a nomogram presenting the relationship between the parameters involved in
a steady level turn; these are airspeed (TAS), bank angle (degrees), normal acceleration
(G-force), turn rate (degrees per second) and turn radius (nm/km).
Any straight line crossing these four basic scales gives, at its intersection points, a
consistent set of values descriptive of a possible level turn. Thus, if the values of any two
parameters are known (e.g. airspeed and normal acceleration), the other two (turn rate
and radius) are given by the other two intersections.
Figure 3.2 presents the radius of turn with maximum power for a range of altitudes and
weights, at 0.6M, 0.7M and 0.8M.

22
Figure 3.1

23
Figure 3.2

24
 DESCENT
The data in this section is given for an aircraft weight of 40,000lb in ISA conditions.
Variations due to changes in temperature are small, but a weight increase/decrease of
5,000lb results in a 10% increase/decrease in the descent time, distance and fuel.
Figure 4.1 gives data for a rapid descent.
The data assumes that idle RPM is set, airbrakes are OUT, and descent is made at 0.79M
above 25,000ft and 0.75M/350 knots IAS below 25,000ft.
Figure 4.2 gives data for a normal descent. It assumes that idle RPM is set, airbrakes are
at the MID position, and descent is made at 0.75M until a coincident speed of 250 knots
IAS is reached, and at 250 knots IAS thereafter.

25
Figure 4.1

26
Figure 4.2

27
 LANDING
The data in this section is based on use of the landing technique described in the manual,
with the following assumptions:
a. The aircraft crosses the runway threshold at a height of 50ft, and at the
threshold speed.
b. Flaps are selected DOWN.
c. Continuous maximum wheel braking is applied four seconds after touchdown or
at the normal maximum braking speed (NMBS), whichever occurs later.
Wind correction grids include factors of 0.5 and 1.5 to reported headwind and tailwind
components respectively, thus permitting direct application of reported wind components
when using the graphs.
Approach and threshold speeds are given in Figure 5.1.
Figures 5.2 and 5.3 enable normal maximum braking speeds (NMBS) to be determined
for dry and wet runways respectively. The data covers a range of airfield pressure and
temperature, aircraft weight, runway slope and wind.
Note: The NMBS are based on the landing configuration (flaps DOWN).
Figure 5.4 provides values of landing ground run for wet and dry runways using
maximum braking.
Figure 5.5 provides values of landing distance from 50 feet for wet and dry runways using
maximum braking.

28
Figure 5.1

29
Figure 5.2

30
Figure 5.3

31
Figure 5.4

32
Figure 5.5

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