OPERATING DATA MANUAL

Tornado GR1
Operating Data Manual

CONTENTS
TAKE-OFF.............................................................................................................................. 3
Figure 1.1 – TAKE-OFF PLANNING CHART................................................................... 4
Figure 1.2 – ROTATION AND TAKE-OFF SPEED DATA – NORMAL .............................. 6
Figure 1.3 – ROTATION AND TAKE-OFF SPEED DATA – PERFORMANCE .................. 7
Figure 1.4 – ROTATION AND TAKE-OFF SPEED DATA – HEAVY MASS ...................... 8
Figure 1.5 – TAKE-OFF DISTANCE DATA – NORMAL ................................................. 10
Figure 1.6 – TAKE-OFF DISTANCE DATA – PERFORMANCE ..................................... 11
Figure 1.7 – TAKE-OFF DISTANCE DATA – HEAVY MASS.......................................... 12
Figure 1.8 – TAKE-OFF ACCELERATION DATA – MAX. DRY ...................................... 14
Figure 1.9 – TAKE-OFF ACCELERATION DATA – MAX. REHEAT ............................... 15

CLIMB.................................................................................................................................. 16
Figure 2.1 – FLAP RETRACTION SPEED DATA .......................................................... 17

CRUISE................................................................................................................................ 18
Figure 3.1 – CRUISE DATA SUMMARY – 16,000KG.................................................... 19
Figure 3.2 – CRUISE DATA SUMMARY – 18,000KG.................................................... 20
Figure 3.3 – CRUISE DATA SUMMARY – 20,000KG.................................................... 21

TACTICAL/COMBAT PERFORMANCE DATA................................................................... 22

Figure 4.1 – LOW ALTITUDE ACCELERATION – MAX. DRY........................................ 23
Figure 4.2 – LOW ALTITUDE ACCELERATION – MAX. REHEAT................................. 24
Figure 4.3 – HIGH ALTITUDE ACCELERATION – MAX. REHEAT (17,000 KG)............ 26
Figure 4.4 – HIGH ALTITUDE ACCELERATION – MAX. REHEAT (19,000 KG)............ 27
Figure 4.5 – SUSTAINED G-TURN CAPABILITIES – 25° SWEEP................................ 29
Figure 4.6 – SUSTAINED G-TURN CAPABILITIES – 45° SWEEP ............................... 30
Figure 4.7 – SUSTAINED G-TURN CAPABILITIES – 67° SWEEP................................ 31
Figure 4.8 – TURN RADIUS.......................................................................................... 33

DESCENT............................................................................................................................ 34
Figure 5.1 – RAPID DESCENT...................................................................................... 35
Figure 5.2 – RANGE DESCENT.................................................................................... 36
Figure 5.3 – INSTRUMENT DESCENT.......................................................................... 37
Figure 5.4 – TACTICAL DESCENT................................................................................ 38

LANDING............................................................................................................................. 39
Figure 6.1 – LANDING DISTANCE DATA...................................................................... 40

2
 TAKE-OFF
Take-off planning chart
The take-off planning chart can be used as a guide for take-off planning purposes, for
example to determine the type of take-off that is feasible for the existing conditions of
mass, temperature and pressure altitude. The main consideration is given to the single
engine case, where the pilot is committed and take-off shall be continued.
The chart includes the following parameters:
• Single engine climb rate of 250 ft/min
• 8,000ft runway length limit
• 91% thrust factor for normal take-off
• 92% thrust factor for performance and heavy mass take-off

Normal and performance take-off

Either take-off can be performed up to 26,000kg within the envelopes shown. The
pressure altitude lines (SL, 1,000ft and 2,000ft) represent a condition where the minimum
single engine climb rate is 250ft/min with the landing gear down and the stores retained.
The graph indicates that at higher outside air temperatures only the performance take-off
can be achieved, e.g. a normal take-off with 24,000kg at 1,000ft MSL and 20°C is outside
the single engine climb rate limit of 250ft/min, but is within the limit for a performance
take-off.

Heavy mass take-off

The envelope includes masses from 25,000kg up to 29,000kg.
The horizontal part of the envelope, which shows the limit for minimum single engine
climb rate, is based on the minimum mass after all jettisonable stores have been released.
The right part of the envelope is limited by 8,000ft runway length, and take-offs may be
possible with higher masses and/or higher temperatures if longer runway lengths are
available.

3
Figure 1.1 – TAKE-OFF PLANNING CHART

4
 Rotation and take-off speed data
The charts in Figures 1.2 to 1.4 provide rotation and take-off speeds for normal,
performance and heavy mass take-off. Take-off speed is tabulated adjacent to the mass.
Rotation speeds and take-off speed data are determined using the following thrust
factors:
• Normal take-off – 91%
• Performance take-off – 92%
• Heavy mass take-off – 92%

To determine rotation speed, enter the chart with temperature (A), proceed vertically
upward to pressure altitude (B), project horizontally to mass baseline (C) and parallel the
thin guidelines corresponding to mass (D). Proceed horizontally to thrust factor baseline
(E), parallel the guideline for the relevant thrust factor (F), and finally proceed horizontally
to the right to read rotation speed (G).
To determine take-off speed, enter the chart with take-off mass (H), proceed vertically
upward towards the broken reference line (J), and finally project horizontally to the right to
read take-off speed (K).

Sample problem
• Normal take-off
• Temperature – 0°C
• Pressure altitude – 1,000ft
• Mass – 22,000kg
• Thrust factor – 91%
• Rotation speed = 160kt
• Take-off speed = 175kt

5
Figure 1.2 – ROTATION AND TAKE-OFF SPEED DATA – NORMAL

6
Figure 1.3 – ROTATION AND TAKE-OFF SPEED DATA – PERFORMANCE

7
Figure 1.4 – ROTATION AND TAKE-OFF SPEED DATA – HEAVY MASS

8
 Take-off distance data
The charts in Figures 1.5 to 1.7 are used to determine ground run and take-off distance
to clear a 50ft obstacle. Separate charts are provided for normal, performance and heavy
mass take-off.
To determine ground run and take-off distance, enter the chart with temperature (A),
proceed vertically upward to intersect pressure altitude (B), project horizontally to mass
baseline (C) and parallel the guidelines for mass (D). Proceed horizontally to runway slope
baseline (E), parallel for slope (F) then continue horizontally to wind baseline (G) and
parallel the guidelines for wind (H). Proceed further horizontally to thrust factor baseline
(J) and parallel the guidelines for relevant thrust factor (K). Continue horizontally to read
ground run (I). Continue paralleling the guidelines to read the take-off distance to clear a
50ft obstacle (M).

Sample problem
• Normal take-off
• Temperature – 10°C
• Pressure altitude – 1,000ft
• Mass – 22,000kg
• Slope – 2% downhill
• Wind – 20kt headwind
• Thrust factor – 91%
• Ground run = 3,000ft
• Take-off distance = 4,450ft

9
Figure 1.5 – TAKE-OFF DISTANCE DATA – NORMAL

10
Figure 1.6 – TAKE-OFF DISTANCE DATA – PERFORMANCE

11
Figure 1.7 – TAKE-OFF DISTANCE DATA – HEAVY MASS

12
 Take-off acceleration data
The charts in Figures 1.8 and 1.9 provide data to determine distance, time and fuel
from brake release to acceleration to climb speed and climb to 1,000ft above airfield
elevation, with two engines operating and the Air System Master set to ON. The distance
is measured starting at 50ft obstacle clearance height.
The chart in Figure 1.8 reflects a 25° wing sweep and is based on max. reheat thrust
to accelerate from brake release to 300 KIAS, and max. dry thrust thereafter. This
acceleration is recommended if a fuel-optimised climb or a further refuel conserving
acceleration from 1,000ft AGL is desired.
Data in Figure 1.9 is based on continued max. reheat thrust acceleration from brake
release. A wing sweep change from 25° to 45° is required at Mach 0.65. This acceleration
is recommended if a time-optimised climb or a further fast acceleration from 1,000ft AGL
is desired.
To determine the take-off acceleration data, enter the chart with temperature (A), proceed
vertically upward to intersect pressure altitude (B), proceed horizontally to drag index
baseline (C) and parallel the guidelines for drag index (D). Continue horizontally to mass
baseline (E) and parallel the guidelines for mass (F). Project horizontally to KIAS baseline
(G), parallel the guidelines to acceleration speed (H) and read horizontally distance, time
or fuel (J).

Sample problem
• Acceleration – Max. dry
• Temperature – 10°C
• Pressure altitude – SL
• Drag index – 40
• Mass – 18,000kg
• Desired initial climb speed – 300kt
• Distance = 0.7nm
• Time = 31 seconds
• Fuel = 240kg

13
 Figure 1.8 – TAKE-OFF ACCELERATION DATA – MAX. DRY

14
 Figure 1.9 – TAKE-OFF ACCELERATION DATA – MAX. REHEAT

15
 CLIMB
Flap retraction speed data
Separate flap retraction speed charts are provided in Figure 2.1 for all take-offs adhering
to the recommended speeds that will result in optimum climb potential. The flap retraction
speeds are also valid for a single engine situation, provided that the wings are held level
during retraction.
To determine the optimum flap retraction speeds, enter the chart at mass (A) and proceed
vertically upward to intersect the reference line MID to UP (B), and project horizontally to
read flap retraction speed (C).

Sample problem
• Normal take-off
• Mass – 24,000kg
• Flap retraction speed (MID to UP) – 234kt

16
Figure 2.1 – FLAP RETRACTION SPEED DATA

17
 CRUISE
The cruise data summary tables are based on dry range power setting and include
various aircraft masses, temperatures and optimum wing sweep angles for different
airspeed and altitudes.
All data is based on straight and level unaccelerated flight with both engines operating.
Wing sweep symbols within the tables should be observed. Thicker lines divide the
transient zones where a wing sweep change is recommended for improved aircraft
performance. The far right side of the cruise summary tables provides maximum
attainable airspeeds for different power settings, considering the optimum wing sweep for
various altitudes.

Speeds, fuel flow and specific range data can be determined from the table for:
• Constant airspeed at constant altitude
• Maximum endurance (loiter) at a constant altitude
• Maximum range at a constant altitude
• Maximum airspeed at a constant altitude

To use the tables, enter the appropriate cruise summary table after determining the
aircraft mass, and find the data as follows:
• Constant airspeed at constant altitude – enter with the desired airspeed, proceed
vertically down to intersect the desired pressure altitude and note the values
herein.
• Maximum endurance (loiter) at a constant altitude – enter with the desired
pressure altitude and read endurance data in the first column.
• Maximum range at a constant altitude – enter with the desired pressure altitude
and establish the most economic fuel consumption (NM per 100kg), then read
the appropriate TAS which gives the maximum range.
• Maximum airspeed at a constant altitude – enter with the desired pressure
altitude, proceed to the right portion of the table to intersect the required power
setting column. Note the values at the intersection.

Sample problem
• Constant airspeed at a constant altitude
• Mass – 16,000kg
• Airspeed – 480 KTAS
• Altitude – 20,000ft
• Fuel flow = 33.2 kg/min
• Fuel per NM = 4.15 kg/NM
• NM per 100kg fuel = 24.1 NM/100kg
• Recommended sweep = 45°

18
Figure 3.1 CRUISE DATA SUMMARY – 16,000KG

19
Figure 3.2 – CRUISE DATA SUMMARY – 18,000KG

20
Figure 3.3 – CRUISE DATA SUMMARY – 20,000KG

21
 TACTICAL/COMBAT PERFORMANCE DATA
Low altitude acceleration data
The charts in Figures 4.1 and 4.2 show the relationship of time, distance and fuel required
to accelerate in level flight at sea level up to 5,000ft, from a minimum speed of 350kt
to the maximum attainable speed at various masses and thrust settings. For optimum
acceleration the wings should be swept from 25° via 45° to 67° whenever 3.5 units AOA
are reached.
Enter the applicable chart at temperature (A), proceed vertically upward to the relevant
mass line (B) and project horizontally to TAS baseline (C). Follow the curved guideline to
initial airspeed (D) and continue horizontally to the right to read fuel, time and distance at
initial airspeed (E).
From (D), follow the curved guideline to the desired final airspeed (F) and then project
horizontally to the right to read fuel time and distance at the end of acceleration (G).
To determine fuel, time and distance required, subtract the data at start of the
acceleration from the final acceleration data.

Sample problem
• Max dry
• Temperature – 10°C
• Initial airspeed – 400kt
• Final airspeed – 500kt
• Fuel at start of acceleration – 160kg
• Fuel at end of acceleration – 110kg
• Fuel required for acceleration = 160-110 = 50kg

22
 Figure 4.1 – LOW ALTITUDE ACCELERATION – MAX. DRY

23
 Figure 4.2 – LOW ALTITUDE ACCELERATION – MAX. REHEAT

24
 High altitude acceleration data
The charts in Figures 4.3 and 4.4 present time, distance and fuel required to accelerate an
aircraft with maximum reheat in level flight to a maximum airspeed. The upper end of the
curve presents the maximum attainable airspeed for the relevant condition.

Sample problem
• Max. reheat
• Wing sweep – 67°
• Mass – 17,000kg
• Initial true Mach no. – 1.2M
• Fuel – 220kg
• Time – 1.5 minutes
• Distance – 15nm
• Desired true Mach no. – 1.4M
• Fuel corresponding to new Mach no. = 550kg
• Time corresponding to new Mach no. = 2.6 minutes
• Distance corresponding to new Mach no. = 29nm
• Fuel required for acceleration = 330kg

25
 Figure 4.3 – HIGH ALTITUDE ACCELERATION – MAX. REHEAT (17,000 KG)

26
 Figure 4.4 – HIGH ALTITUDE ACCELERATION – MAX. REHEAT (19,000 KG)

27
 Sustained G-turn capabilities
The sustained G-turn capability charts in Figures 4.5 to 4.7 present the maximum load
factor of an aircraft using combat thrust. Separate charts are provided for 25°, 45° and
67° wing sweep including manoeuvre wing.
Determine wing sweep and enter the appropriate chart at indicated airspeed (A), proceed
vertically upward to intersect the desired pressure altitude line (B) and then project to the
left to read the maximum load factor (C).

Sample problem
• Wing sweep – 25° cruise
• Indicated airspeed – 400kt
• Pressure altitude – 15,000ft
• Load factor = 3.3g

28
 Figure 4.5 – SUSTAINED G-TURN CAPABILITIES – 25° SWEEP

29
 Figure 4.6 – SUSTAINED G-TURN CAPABILITIES – 45° SWEEP

30
 Figure 4.7 – SUSTAINED G-TURN CAPABILITIES – 67° SWEEP

31
 Turn radius
The turn radius chart in Figure 4.8 can be used to determine turn radius and contains
data for various altitudes and load factors.
To use the chart, enter at indicated airspeed (A) and proceed vertically upward to
intersect the selected pressure altitude (B). To determine rate of turn, project to the right
to intersect the desired load factor line (C), then continue vertically down to read turn
radius (D). To find the turn radius in NM, proceed right from (C) to intersect the desired
load factor line (E), and then continue vertically down to read turn radius (F).

Sample problem
• Indicated airspeed – 400kt
• Pressure altitude – 15,000ft
• Load factor – 3.0g
• Turn radius = 7400ft, 1.2nm

32
Figure 4.8 – TURN RADIUS

33
 DESCENT
The charts presented in this section can be used to determine distance, time and fuel
required to descend from altitude under various types of descent. Data is provided for
various configurations and conditions.
To calculate the descent data, enter the chart with the desired altitude (A), proceed
horizontally to the right to intersect the applicable drag index line (B) and proceed
vertically downward to read the attainable distance (C). Then continue from (B)
horizontally to the right to intersect the relevant drag index line (D) and project vertically
downward to read the time (E). To find the corresponding fuel, proceed from (D) to the
right to intersect the relevant drag index line (F) and continue vertically downward to read
the fuel required (G).

Sample problem
• Rapid descent
• Mass – 18,000kg
• Pressure – 20,000ft
• Drag index – 40
• Distance – 7.94nm
• Time = 1.03 minutes
• Fuel = 18kg

34
Figure 5.1 – RAPID DESCENT

35
Figure 5.2 – RANGE DESCENT

36
Figure 5.3 – INSTRUMENT DESCENT

37
Figure 5.4 – TACTICAL DESCENT

38
 LANDING
Total landing distance to clear a 50ft obstacle or ground roll distance from touchdown to
taxi speed (20kt) can be obtained from the landing distance data shown in Figure 6.1.
The chart reflects the landing configuration with thrust reverse preselected and the
flaps/slats in the DOWN position.
The approach speed is based on 10 units AOA, and touchdown on 12 units AOA.
The landing distance is based on the following landing parameters:
• Lift dump and thrust reverse preselected
• Touchdown at recommended touchdown speed and AOA. Touchdown speed is
about 4kt less than approach speed.
• Idle thrust selection and immediate nose-wheel lowering after touchdown
• After nose-wheel steering engagement and thrust reverse bucket deployment
power is advanced to MAX DRY
• Idle thrust reverse selected at 60kt
• Optimum braking with serviceable anti-skid, application of brakes at 60kt down
to 30kt
Note: Landing distance should be increased by 200ft if the runway is wet. If the approach
is flown without thrust reserve preselected the landing ground roll value should be
multiplied by 1.25.

Sample problem
• Temperature – 0°C
• Pressure altitude – 1,000ft
• Mass – 16,000kg
• Runway slope – 2% uphill
• Wind – 20kt headwind
• Runway condition – dry
• Ground roll = 2,500ft
• Total distance from 50ft obstacle = 4,000ft

39
Figure 6.1 – LANDING DISTANCE DATA

40
www.justflight.com