Boeing Flight Test Summary Report D6-7771, 727-22 characteristics with aft airstair extended
Document date 7 May 1964
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Id: Cooper-Part-71:334-356
Subject: Cooper Files: Cooper-Part-71:334-356 Document: Boeing Flight Test Summary Report D6-7771, 727-22 characteristics with aft airstair extended Id: Cooper-Part-71:334-356 Page: https://cooper.theunsolved.net/documents/Cooper-Part-71%3A334-356 What is wrong (title, date, type, which pages belong together, copies)? What does the scan show?
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FBI 164-81, Vault Part 71 pp. 334–356 (DB Cooper-30619–30641), Report, dated 7 May 1964, serial FC 751-1-1 (as read from the transcript) — cooper.theunsolved.net/documents/Cooper-Part-71%3A334-356
TESTS CONDUCTED
T. I. No. Test No. & Date Purpose of Conditions Performed Airplane
1.21.19 100-1, N72700 3-13-64 Simulate a failure of the aft air- 100-3, N72700 3-19-64 stair up-latch in flight, evaluating the characteristics of the extended airstair and the effect on airplane performance and handling.
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REFERENCES
(a) D6-5582, Engineering Work Authorization No. 751, Rev. A, "Effects of Aft Airstair Release in Flight."
(b) D6-9956, Configuration Document, N72700.
(c) D6-9167-1, "Flight Test Data Document - Model 727-22, Airplane N72700."
(d) D6-9170, "Flight Test Plans, Reports, and Data Document - Model 727-22, Airplane 72700."
(e) D6-8755, "Flight Test Instrumentation Calibrations and Configurations - Model 727-22, Airplane N72700."
(f) D6-7144, "Flight Test Technical Manual."
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TD 1546 L-R3
BOEING NO. D6-7771 Sec. 1.21.19 PAGE 1 4-7000 DB Cooper-30619
SUMMARY
This report presents the results of tests conducted on the Model 727 airplane to evaluate the characteristics of the aft airstair when extended inflight and the associated effects on airplane performance and handling. The airstair was extended both by allowing it to free- fall and by utilizing normal hydraulic power. These extensions were made with the airplane trimmed for level flight at 125 knots and flaps at 25 degrees. The airstair extended a nominal 8.5 degrees when allowed to free-fall and it required only approximately one-tenth unit of nose-down trim to compensate for the stair. The stair extended a nominal 13.5 degrees with hydraulic power and this caused approxi- mately a three-tenths unit nose-down trim change. The airplane was also accelerated to V_MO with flaps up and the airstair free-floating. The airstair was quite stable when it was down and no airplane control problems were experienced. No excessive cabin pressure transients were noted with the aft entry door open and the stair extended. The environment near the aft entry door allowed it to be safely opened and the stair retracted at speeds up to 300 knots. At 300 knots, it was also found that the airstair would not free-fall when unlatched.
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125 KNOTS 25° DOWN FLAPS
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DB Cooper-30620
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TD 1566 L-R3 EVIDENCE | NO. D6-7771 Sec. 1.21.19 | PAGE 2
INTRODUCTION
Reference (a) specified that the aft airstairs should be released in flight and allowed to free-fall without utilizing hydraulic power, simulating an in-flight failure of the airstair up-latch. In addition, it also specified that the airstair should be extended by utilizing normal hydraulic power. The aerodynamic characteristics of the extended airstair and the associated effects on airplane performance and handling were also to be evaluated at speeds up to V_MO.
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The initial evaluation was conducted on Test 100-1, with most of the produc- tion airstair cavity panels removed. They were removed to avoid the possi- bility of panel failure causing damage to wiring and tubing in the area, in the event large pressure differentials should occur. Testing was done with flaps at 25 degrees and a nominal airspeed of 125 knots, with the airstair allowed to free-fall and also extended with hydraulic power. In addition, with the aft airstair free-floating, the flaps were retracted and the air- plane was accelerated to V_MO. The testing was repeated on Test 100-3 with all the production airstair cavity panels installed, with the exception that no hydraulic airstair extension was attempted. In addition, two un- successful attempts were made to release the airstair and allow it to free- fall at an approximate airspeed of 300 knots.
Both tests were conducted from Boeing Field, Seattle, on Airplane N72700. Boeing pilots, Mr. J. Waddell and Mr. S. L. Wallick, conducted Test 100-1, with Boeing Test Engineer, Mr. R. F. Brown, operating the aft airstair. Test 100-3 was conducted by Boeing pilots, Mr. J. Waddell and [REDACTED] [REDACTED] with Boeing Test Engineer, Mr. C. M. Clark, operating the airstair.
DECLASSIFIED
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CONFIGURATION
Model 727-22, Airplane N72700, was in production configuration as detailed in Reference (b) except for the removal of the production airstair cavity panels during Test 100-1 and the removal of the airstair spring-loaded latch stop during both tests. In addition, FC 751-1-1 was incorporated on the airplane for both tests. This FC provided a cable to restrain the airstair to a maximum extension of 25 degrees and thus prevent airstair damage during landing in the event the stair could not be retracted in flight.
The airplane cabin was depressurized during both tests, with the ram air valve closed, both air conditioning packs off, and the manual pressure con- troller in full decrease pressure.
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INSTRUMENTATION AND DATA REDUCTION
A Pulse Duration Modulation (PDM) magnetic tape system and a photorecorder were used to record performance and calibrated data. Airspeed and altitude were measured using the pilots' production pitot-static system. The aft airstair was instrumented to measure position in degrees from the up and locked position. The static pressure in Section 48 was measured by a pick-up that was located on the LH side of the airplane, outboard of the LH cavity side panels. Airplane cabin pressure and rate of climb were recorded on the
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DB Cooper-30621
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TD 1546 L-R3 ERAEBNNE NO. D6-7771 Sec. 1.21.19 PAGE 3
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b6 b7C
INSTRUMENTATION AND DATA REDUCTION (Continued)
photorecorder. Instrumentation calibrations and configurations will be found in Reference (e). White tufts were installed on the aft airstair and adjacent bulkheads and some photographs of tuft activity were taken during Test 100-1 (Pages 7 through 9 ).
The PDM magnetic tape data were reduced by the IBM 7090 computer using the Basic Airplane (BA), Engine Performance (EP), and Calibrated Data (Calib.) programs. The procedures are outlined in Reference (f). The computer output data are filed in Reference (c). Photorecorder data were manually reduced and the tabulated results are filed in this report. (Pages 13 through 23).
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RESULTS AND DISCUSSION
The aft airstair control system was in production configuration for both Test 100-1 and 100-3, except for removal of the spring-loaded latch stop. The latch stop was removed to permit moving the control handle to the UP position with the airstair down, thus simulating a condition which could exist if the up-latch failed inflight. With the airstair down and the control handle in the UP position, both the UP and DOWN side of the stair actuator are connected to the system return line through the control valve, allowing the airstair to free-float. The control handle was in the UP position during all test conditions, except for stair extension and retraction and the stair extension utilizing hydraulic power.
The sequence during Test 100-1 (Reference (d)) started with the airplane trimmed for level flight at 10,000 feet altitude and 125 knots airspeed, flaps at 25 degrees, cabin depressurized, and the airstair up and locked. With the operator wearing a parachute and secured by a restraining strap, the aft entry door was opened. No difficulty was experienced in opening the aft entry door and the operator then moved the upper control handle to the DOWN position without depressing the handle trigger. Thus, the air- stair was unlocked and allowed to free-fall. After the stair started to extend, the control handle was moved to the UP position and the stair was allowed to free-float. No noticeable out-rush of cabin air was experienced when the stair extended and only a one-tenth unit nose-down trim change was required to counteract the airstair floating down approximately 8.5 degrees. The aft entry door was allowed to remain open and a photograph of tuft activity was taken after the airplane stabilized on this condition (Page 7 ). The tuft picture appears to indicate some airflow into the cabin.
With the flaps still at 25 degrees and at approximately 125 knots airspeed, the airstair was successfully retracted and the uplatch secured by moving the control handle from the UP to the RETRACT position, depressing the handle trigger, and moving the handle back to the UP position after the airstair was fully retracted. The next condition involved extending the stair utilizing hydraulic power. The control handle was moved from the UP to the DOWN position with the handle trigger depressed. With hydraulic
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DB Cooper-30622
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TD 1546 L-R3 BOEING NO. D6-7771 Sec. 1.21.19 PAGE 4 4-7000
RESULTS AND DISCUSSION (Continued)
pressure on the DOWN side of the actuator, the airstair initially extended to approximately 14 degrees and then retracted slightly, probably because of compression of the lower struts. Three-tenths of a unit nose down trim change was required with the airstair in this position, but no control problems were experienced (Reference tabulation on Page /0 ). The aft entry door was open throughout this condition and another picture of tuft activity was taken (Page 8 ). This picture is not as clear as the first because the flash bulb failed to operate.
Following this, the control handle was returned to the UP position, allowing the airstair to free-float, and the aft entry door was closed. The flaps were then retracted to zero and the airplane retrimmed at approximately 200 knots airspeed and 10,000 feet altitude. Engine power was then increased to MCT and the airplane was accelerated to VMO, re- trimming each time the stick force reached approximately 20 to 30 pounds. The free-floating stair oscillated a maximum of 1.5 degrees during the acceleration, but no extreme bouncing was observed (Reference plot on Page // ). No control problems were experienced during the acceleration, and the airstair slowly retracted as the airspeed increased. Another picture of tuft activity at VMO was taken through the aft entry door window (Page 9 ). Although the field of view is quite restricted, again the tufts appear to indicate some airflow into the cavity. This inflow of air was also noticed when the aft entry door was unlatched at VMO and some inflow of air was noted around the door seals. The door was again latched and the airplane decelerated to approximately 260 knots airspeed, at which time the aft entry door was easily opened, the aft airstair was again successfully retracted and latched, and the entry door closed.
The procedure during Test 100-3 was the same as Test 100-1, except that the airstair was not extended using hydraulic pressure. In addition, the airplane was being continually retrimmed during the acceleration to VMO, making it easier to hold a nearly constant altitude (Reference plot on Page /2 ). An additional condition was also conducted during this test: namely, two attempts were made to unlock the airstair and allow it to free-fall at an airspeed of approximately 300 knots. This condition was done after accelerating to VMO with the stair down. The aft entry door was easily opened at this airspeed, again noting a slight inflow of air into the cabin. The airstair was successfully retracted with hydraulic power and the control handle moved to the UP position to lock the stair. Following this, the handle was moved to the DOWN position, without depressing the handle trigger, to permit the stair to free-fall. Although the uplock was visually observed to rotate and release the stair and the pilot reported that the warning light in the control cabin indicated the stair was unlocked, the air load prevented the stair from extending. A second attempt was made at this airspeed, after first returning the control handle to the UP position and then positioning it to DOWN. The same results were obtained. The test was concluded by again closing and
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DB Cooper-30623
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TD 1546 L-R3 BOEING Sec. 1.21.19 NO. D6-7771 PAGE 5 L-7000
RESULTS AND DISCUSSION (Continued)
latching the aft entry door at the airspeed of approximately 300 knots. No further pictures of tuft activity were taken on this test. Since no large pressure surges had been recorded in the cavity during Test 100-1, all of the production airstair cavity panels were installed during Test 100-3. No panel movement or oil-canning was noticed during the test, and no panel failures were noted after landing.
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CONCLUSIONS
No unusual control or handling problems should be experienced if the aft airstair should accidentally extend inflight. In fact, from the results obtained during Test 100-3, if the up-latch failed at normal cruise speed, the aft airstair would probably not extend until the airplane slowed down to some airspeed below 300 knots. The control handle would be expected to remain in its normal UP position, because the detent provides a positive stop. Thus, the first indication of latch failure would occur when the airstair extended far enough to operate the stair warning light microswitch located at the aft end of the cavity. Since the airstair might contact the runway as the airspeed decreased after landing, the aft entry door could be opened and an operator could safety initiate stair retraction. Provided there was no structural interference from a failed roller or up-latch, the airstair should retract. However, it would be necessary to hold the control handle in the RETRACT position and keep the trigger depressed, because the system is depressurized when the control handle is in the UP position.
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DB Cooper-30624
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TD 1546 L-R3 BOEING NO. D6-7771 Sec. 1.21.19 PAGE 6
TD 1544 L.R3 AIRSTAIR EXTENDED WITHOUT HYDRAULIC POWER Cond. 1.21.19.02 TEST 100-1
BOEING NO D6-7771 Sec. 1.21.19 PAGE 7
DB Cooper-30625
FA5801[guess: 3]
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DB Cooper-30626
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TD 1544 L-R3 AIRSTAIR EXTENDED WITH HYDRAULIC POWER Cond. 1.21.19.05 TEST 100-1
BOEING | NO. D6-7771 Sec. 1.21.19 | PAGE 8
TD 1544 L R) AIRSTAIR FREE FLOATING AT V_MO Cond. 1.21.19.03 TEST 100-1 Sec. 1.21.19
BOEING | NO. D6-7771 | PAGE 9 A 7000
DB Cooper-30627
CHARACTERISTICS WITH AFT AIRSTAIR EXTENDED
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TEST 100-1 (CAVITY SIDE PANELS REMOVED)
1.21.19.01 | 12:09:19.1 | 125.9 | 10418 | 132,600 | 30.2 | 25 | UP | 0 | -3.91 | OPEN | UP | -.06 | "TRIM BEFORE EXTENDING AIRSTAIR" 1.21.19.02 | 12:10:36.9 | 124.5 | 10323 | 132,400 | 30.3 | 25 | UP | 0 | -3.82 | OPEN | 8.54 | -.04 | "AIRSTAIR ALLOWED TO FREE-FALL" 1.21.19.05 | 12:13:11.1 | 125.8 | 10703 | 132,000 | 30.1 | 25 | UP | 0 | -3.50 | OPEN | 13.66 | 0 | "AIRSTAIR EXTENDED WITH HYDRAULIC POWER" 1.21.19.03 | 12:16:13.9 | 301.4 | 10420 | 131,400 | 27.8 | 0 | UP | 0 | -0.72 | CLOSED | 10.22 | -.04 | "TRIM BEFORE ACCELERATION TO Vmo" 1.21.19.03 | 12:18:14.8 | 394.2 | 10540 | 130,900 | 29.8 | 0 | UP | 0 | +2.45 | CLOSED | 5.29 | -.12 | "TRIM AT Vmo"
TEST 100-3 (PRODUCTION PANELS INSTALLED IN CAVITY)
1.21.19.06 | 12:04:00.1 | 127.1 | 10035 | 133,200 | 27.5 | 25 | UP | 0 | +5.54 | OPEN | UP | -.04 | "TRIM BEFORE EXTENDING AIRSTAIR" 1.21.19.06 | 12:04:53.0 | 125.0 | 9778 | 133,100 | 27.4 | 25 | UP | 0 | 5.49 | OPEN | 8.89 | -.02 | "AIRSTAIR ALLOWED TO FREE-FALL" 1.21.19.07 | 12:06:47.8 | 206.5 | 9564 | 132,700 | 27.5 | 0 | UP | 0 | -1.75 | CLOSED | 10.29 | -.04 | "TRIM BEFORE ACCELERATION TO Vmo" 1.21.19.07 | 12:08:38.9 | 394.9 | 9541 | 132,300 | 27.3 | 0 | UF | 0 | +0.44 | CLOSED | 6.33 | -.08 | "TRIM AT Vmo" 1.21.19.09 | 12:10:41.0 | 300.2 | 9550 | 132,000 | 27.5 | 0 | UF | [illegible] | -10.6 | -0.28 | OPEN | UP | 0 | "ATTEMPT TO MANUALLY RELEASE AIRSTAIR" 1.21.19.37 | 12:11:15.1 | 303.5 | 9463 | 131,700 | 27.4 | 0 | UP | +4.6 | -0.41 | OPEN | UP | 0 | "ATTEMPT TO MANUALLY RELEASE AIRSTAIR"
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Calc. C. Clark 4/6/[illegible] REVISED DATE Trac. ___ Chk. ___ Appr. ___ Appr. ___
AFT AIRSTAIR EXTENDED IN FLIGHT
727-22 N 7200
D6-7771
THE BOEING COMPANY Sec. 1.21.19 Page 10
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DATA SHEET
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DB Cooper-30628
[Chart with gridded background showing multiple plotted curves]
Y-axis labels (left side, top to bottom): 400, 380, 360, 340, 320, 300, 280, 260, 240, 220, 200, [illegible lower values]
X-axis label: IRIG TIME X-axis values: 12:16:10, :20, :30, :40, :50, 17:00, :10, :20, :30, :40, :50, 18:00, :10, :20, :30
Annotations on chart: AFT [illegible] POSITION AFT AND [guess: TAIL] POSITION [guess: AFT] EL [guess: REF] [guess: FL] VEL [guess: FT] [guess: FL]
Title block (bottom): CALC: L.S. 4-6-[illegible] REVISED DATE: [guess: MEASURED] [guess: EFFECT] [guess: ON] [guess: GROSS] [guess: FLUCTUATION] V27-[guess: BX] [guess: METHOD] CHECK: [guess: BX] 4-[guess: F]-[illegible] AFT [guess: FUSELAGE] APPD: [guess: BL] 4-[guess: T]-[illegible] [guess: COND] 1/21/78/05 TEST [guess: MSDN] D6-[guess: 7777] APPD: THE BOEING COMPANY PAGE SEC. [guess: 1.21.18] [guess: 11]
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TD 1053-R-5
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K+E ALBANENE(D) 714116 SPACING PAPER
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DB Cooper-30629
Y-axis (left): Scale markings visible at approximately 6000, [guess: 5000], [guess: 4500], with additional markings at intervals down to near 0. Labels near top curves: hp
X-axis (bottom): Time axis labeled "IRIG TIME" Time markings: 12:06:40 ... :50 ... 12:[guess: 06]:50 ... :10 ... :20 ... :30 ... :40 ... :50 ... 12:08:00 ... :10 ... :20 ... :30 ... :40 ... :50 ... 2:09:0[guess: 0]
Annotation in center-right area: AFT AIRSTAIR POSITIONS
Two primary curves plotted: - Upper curve: starts around [guess: 5500-6000], dips slightly, then rises and levels off around [guess: 4800-5000] before rising again toward the right side. - Lower curve: oscillating/noisy signal near the bottom of the chart, showing irregular fluctuations.
Title block (bottom left): CALC: [illegible] | US | [guess: 2-7-64] | REVISED | DATE | AIRSPEED EFFECT ON FREE-FLOATING | T&T-72 CHECK: [guess: LS] | | 4-8-[guess: 64] | | | AFT AIRSTAIR | [guess: NATION] APPD: [guess: GR] | | 4-3-[guess: 64] | | COND 12[illegible] | TEST 10[guess: 63] | D6-7777 APPD: | | [illegible] | | THE BOEING COMPANY | | PAGE | | | | SEC [guess: 1.21.1X] | | [guess: 12]
Footer left: TD 1053-R-5 Footer center: K+E ALBANENE 1 TRACING PAPER 71404 Footer right: DB Cooper-30630
COND NO. | IRIG TIME | CABIN h ft ~ FT | CABIN R/C ~ FPM | PILOTS h ft ~ FT | PILOTS V± ~ KNOTS | COND NO. | IRIG TIME | CABIN h ft ~ FT | CABIN R/C ~ FPM | PILOTS h± ~ FT | PILOTS V± ~ KNOTS 1.21. 19.01 | 12.08 .28 | NA | NA | NA | NA | .02 CONT | 12.09 .50.2. | 10530 | 850 | 10420 | 126.0 | .29 | NA | NA | NA | NA | | .50.4 | 10530 | 850 | 10420 | 126.0 | .30 | 10470 | 50 | 10500 | 172.5 | | .50.6 | 10530 | 850 | 10420 | 126.0 | .31 | 10470 | 250 | 10490 | 170.5 | | .50.8 | 10530 | 800 | 10420 | 126.0 | .32 | 10480 | 300 | 10490 | 169.0 | | .51.0 | 10530 | 800 | 10420 | 126.0 .02 | 12.09 .42 | 10510 | -25 | 10420 | 127.0 | | .51.2 | 10530 | 800 | 10420 | 126.0 | .43 | 10510 | -25 | 10420 | 127.0 | | .51.4 | 10530 | 800 | 10420 | 126.0 | .44 | 10510 | 0 | 10420 | 126.5 | | .51.6 | 10530 | 800 | 10420 | 126.0 | .45 | 10510 | 0 | 10420 | 126.5 | | .51.8 | 10530 | 750 | 10420 | 126.0 | .46 | 10510 | 0 | 10420 | 126.0 | | .52.0 | 10530 | 700 | 10420 | 126.0 | .47 | 10510 | 25 | 10420 | 126.0 | | .52.2 | 10530 | 700 | 10420 | 126.0 | .47.2 | 10510 | 100 | 10420 | 126.0 | | .52.4 | 10530 | 700 | 10420 | 126.0 | .47.4 | 10510 | 250 | 10420 | 126.0 | | .52.6 | 10530 | 650 | 10420 | 126.0 | .47.6 | 10510 | 400 | 10420 | 126.0 | | .52.8 | 10530 | 600 | 10420 | 126.0 | .47.8 | 10510 | 500 | 10420 | 126.0 | | .53.0 | 10530 | 600 | 10420 | 126.0 | .48.0 | 10510 | 600 | 10420 | 126.0 | | .53.2 | 10530 | 600 | 10420 | 126.0 | .48.2 | 10510 | 700 | 10420 | 126.0 | | .53.4 | 10530 | 500 | 10420 | 126.0 | .48.4 | 10510 | 800 | 10420 | 126.0 | | .53.6 | 10530 | 450 | 10420 | 126.0 | .48.6 | 10510 | 800 | 10420 | 126.0 | | .53.8 | 10530 | 450 | 10420 | 126.0 | .48.8 | 10520 | 800 | 10420 | 126.0 | | .54.0 | 10530 | 400 | 10420 | 126.0 | .49.0 | 10520 | 800 | 10420 | 126.0 | | .54.2 | 10530 | 350 | 10410 | 126.0 | .49.2 | 10520 | 800 | 10420 | 126.0 | | .54.4 | 10530 | 300 | 10410 | 126.0 | .49.4 | 10520 | 850 | 10420 | 126.0 | | .54.6 | 10530 | 300 | 10410 | 126.0 | .49.6 | 10530 | 850 | 10420 | 126.0 | | .54.8 | 10530 | 250 | 10410 | 126.0 | .49.8 | 10530 | 850 | 10420 | 126.0 | | .55.0 | 10530 | 200 | 10410 | 126.5 | .50.0 | 10530 | 850 | 10420 | 126.0 | | .55.2 | 10530 | 200 | 10410 | 125.5
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AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30631 TEST 100-1 THE BOEING COMPANY SEC. 1.21.19 PAGE 13 727-22 N72700 D6-7777 CALC JIH-MB 3-17-64 REVISED DATE CHECK MB 3-17-64 APR GE 3-17-64 APR TD 1040 B-R7 6-7000
COND NO. | IRIG TIME | CABIN ht ~FT | CABIN R/C ~FPM | PILOTS ht ~FT | PILOTS Vx ~KNOTS | COND NO. | IRIG TIME | CABIN ht ~FT | CABIN R/C ~FPM | PILOTS ht ~FT | PILOTS Vx ~KNOTS 1.21. 19.02 | 12.09 .55.4 | 10530 | 200 | 10410 | 126.5 | .04 CONT | 12.12 .47 | 10690 | 400 | 10580 | 126.0 | .55.6 | 10530 | 200 | 10410 | 126.5 | | .48 | 10680 | -700 | 10590 | 126.5 | .55.8 | 10530 | 200 | 10410 | 126.5 | | .49 | 10670 | -1000 | 10590 | 126.5 | .56.0 | 10530 | 200 | 10410 | 126.5 | | .50 | 10670 | -700 | 10600 | 126.5 | .56.2 | 10530 | 100 | 10410 | 127.0 | | .51 | 10680 | -500 | 10600 | 127.0 | .56.4 | 10530 | 100 | 10410 | 127.0 | | .52 | 10670 | -300 | 10600 | 127.5 | .56.6 | 10530 | 100 | 10410 | 127.0 | | .53 | 10670 | -250 | 10610 | 127.5 | .56.8 | 10530 | 100 | 10410 | 127.0 | | .54 | 10670 | -100 | 10610 | 128.0 | .57.0 | 10530 | 50 | 10410 | 127.0 | | .55 | 10670 | -50 | 10610 | 128.0 | .57.2 | 10530 | 50 | 10410 | 127.0 | | .56 | 10670 | 0 | 10620 | 128.0 | .57.4 | 10530 | 0 | 10410 | 127.0 | | .57 | 10670 | 50 | 10630 | 128.0 | .57.6 | 10530 | 0 | 10400 | 127.0 | | .58 | 10670 | 100 | 10630 | 128.0 | .57.8 | 10530 | 0 | 10400 | 127.0 | | .59 | 10670 | 200 | 10640 | 128.5 | .58.0 | 10530 | 0 | 10400 | 127.0 | 12.13 .00 | 10680 | 250 | 10650 | 128.5 | .58.2 | 10530 | 0 | 10400 | 127.0 | .05 | .05 | 10690 | 250 | 10670 | 127.5 | .58.4 | 10530 | 0 | 10400 | 127.0 | | .06 | 10690 | 250 | 10670 | 127.5 | .58.6 | 10530 | 0 | 10400 | 127.5 | | .07 | 10770 | 1300 | 10680 | 127.5 | .58.8 | 10530 | 0 | 10400 | 127.5 | | .08 | 10840 | 1700 | 10680 | 127.0 | .59.0 | 10530 | 0 | 10390 | 127.5 | | .09 | 10890 | 1800 | 10690 | 127.0 .04 | 12.12 .40 | 10650 | 400 | 10530 | 127.5 | | .10 | 10900 | 1700 | 10690 | 127.0 | .41 | 10660 | 400 | 10540 | 127.0 | | .11 | 10910 | 1500 | 10700 | 127.0 | .42 | 10670 | 400 | 10550 | 126.5 | | .12 | 10910 | 1400 | 10700 | 127.0 | .43 | 10670 | 400 | 10560 | 126.5 | | .13 | 10910 | 1000 | 10700 | 127.0 | .44 | 10670 | 400 | 10570 | 126.5 | | .14 | 10910 | 800 | 10700 | 127.0 | .45 | 10680 | 400 | 10580 | 126.5 | | .15 | 10910 | 700 | 10700 | 127.0 | .46 | 10690 | 400 | 10580 | 126.5 | | .16 | 10910 | 500 | 10700 | 127.5
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CALC LJ-MB 3-17-4[sic] CHECK MB 3-17-64 APR GE 3-17-64 APR
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30632 TEST 100-1 D6-7777 THE BOEING COMPANY SEC. 1.21.19 PAGE 14
727-22 N72700
TD 1040 B-R7 6-7000
COND NO. | IRIG TIME | CABIN ht ~FT | CABIN R/C ~FPM | PILOTS ht ~FT | PILOTS Ve ~KNOTS | COND NO. | IRIG TIME | CABIN ht ~FT | CABIN R/C ~FPM | PILOTS ht ~FT | PILOTS Ve ~KNOTS 1.21 | 12.13 .17 | 10910 | 300 | 10700 | 127.5 | .03 CONT | 12.16 .44 | 10570 | 500 | 10490 | 242.5 | .18 | 10910 | 250 | 10700 | 127.5 | | .46 | 10580 | 450 | 10490 | 246.5 | .19 | 10910 | 100 | 10700 | 127.5 | | .48 | 10590 | 450 | 10490 | 250.5 | .20 | 10910 | 100 | 10700 | 128.0 | | .50 | 10590 | 450 | 10500 | 254.5 | .21 | 10910 | 50 | 10700 | 128.0 | | .52 | 10600 | 450 | 10510 | 258.5 | .22 | 10910 | -50 | 10700 | 128.0 | | .54 | 10630 | 550 | 10550 | 262.0 | .23 | 10910 | -100 | 10690 | 128.5 | | .56 | 10650 | 700 | 10590 | 265.0 | .24 | 10890 | -200 | 10690 | 128.0 | | .58 | 10710 | 800 | 10630 | 268.5 | .25 | 10890 | -250 | 10690 | 128.0 | 12.17 .00 | 10740 | 900 | 10670 | 272.5 | .26 | 10890 | -300 | 10690 | 128.0 | | .02 | 10790 | 900 | 10700 | 277.0 | .27 | 10880 | -300 | 10680 | 128.0 | | .04 | 10810 | 900 | 10710 | 282.0 | .28 | 10870 | -300 | 10680 | 128.0 | | .06 | 10830 | 900 | 10710 | 286.5 | .29 | 10870 | -300 | 10680 | 128.0 | | .08 | 10840 | 800 | 10700 | 291.5 | .30 | 10860 | -300 | 10680 | 127.5 | | .10 | 10840 | 500 | 10690 | 297.0 .03 | 12.16 .20 | 10440 | 100 | 10430 | 203.0 | | .12 | 10840 | 400 | 10670 | 301.5 | .22 | 10450 | 200 | 10430 | 203.5 | | .14 | 10840 | 300 | 10660 | 306.5 | .24 | 10450 | 200 | 10430 | 205.0 | | .16 | 10840 | 250 | 10650 | 311.5 | .26 | 10450 | 200 | 10440 | 207.5 | | .18 | 10850 | 100 | 10650 | 316.0 | .28 | 10450 | 200 | 10440 | 209.5 | | .20 | 10850 | 100 | 10640 | 320.0 | .30 | 10460 | 200 | 10440 | 213.5 | | .22 | 10850 | 0 | 10630 | 324.5 | .32 | 10470 | 200 | 10440 | 217.0 | | .24 | 10850 | -50 | 10620 | 329.0 | .34 | 10510 | 300 | 10460 | 220.5 | | .26 | 10840 | -50 | 10610 | 332.0 | .36 | 10520 | 500 | 10470 | 225.0 | | .28 | 10840 | -100 | 10600 | 336.0 | .38 | 10530 | 500 | 10470 | 229.0 | | .30 | 10840 | -100 | 10600 | 339.5 | .40 | 10530 | 450 | 10470 | 234.0 | | .32 | 10840 | -100 | 10600 | 342.0 | .42 | 10550 | 450 | 10490 | 238.0 | | .34 | 10840 | -100 | 10600 | 346.0
---
CALC LJ-MB 3-17-4 CHECK MNS 3-17-64 APR ge 3-17-64 APR
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30633 TEST 100-1
THE BOEING COMPANY SEC. 1.21.19
727-22 N72700 D6-7771 PAGE 15
TD 1040 B-R7 6-7000
COND NO. | IRIG TIME | CABIN h I ~FT | CABIN R/C ~FPM | PILOTS h I ~FT | PILOTS V_I ~KNOTS | COND NO. | IRIG TIME | CABIN h I ~FT | CABIN R/C ~FPM | PILOTS h I ~FT | PILOTS V_I ~KNOTS 1.21 | 12.17 | | | | | 1.21 | 12.18 | | | | 19.03 | .36 | 10840 | -100 | 10600 | 349.0 | 19.03 | .28 | 10780 | -700 | 10510 | 401.5 | .38 | 10840 | -100 | 10600 | 353.5 | | .29 | 10690 | -1500 | 10510 | 400.0 | .40 | 10840 | -100 | 10600 | 357.0 | .03 | .30 | 10600 | -2100 | 10500 | 398.5 | .42 | 10840 | -100 | 10600 | 360.0 | | .32 | 10500 | -2800 | 10490 | 394.0 | .44 | 10840 | -100 | 10600 | 363.0 | | .34 | 10500 | -1800 | 10480 | 389.5 | .46 | 10840 | -50 | 10610 | 366.0 | | .36 | 10500 | -1100 | 10470 | 385.5 | .48 | 10840 | 0 | 10610 | 368.0 | | .38 | 10550 | 800 | 10470 | 381.0 | .50 | 10840 | 0 | 10620 | 371.5 | | .40 | 10620 | 1300 | 10470 | 377.0 | .52 | 10840 | 50 | 10620 | 375.0 | | .42 | 10660 | 1400 | 10500 | 372.5 | .54 | 10840 | 100 | 10630 | 377.0 | | .44 | 10690 | 1400 | 10530 | 368.0 | .56 | 10840 | 100 | 10630 | 379.5 | | .46 | 10710 | 1200 | 10560 | 363.5 | .58 | 10840 | 100 | 10640 | 382.5 | | .48 | 10750 | 1100 | 10590 | 358.5 12.18 | .00 | 10840 | 100 | 10640 | 385.5 | | .50 | 10760 | 900 | 10600 | 355.0 | .02 | 10840 | 100 | 10640 | 388.0 | | .52 | 10780 | 800 | 10610 | 353.0 | .04 | 10840 | 100 | 10640 | 391.0 | | .54 | 10790 | 800 | 10620 | 349.0 | .06 | 10840 | 100 | 10650 | 393.5 | | .56 | 10800 | 700 | 10630 | 344.0 | .08 | 10850 | 100 | 10650 | 397.0 | | .57 | 10810 | 700 | 10630 | 342.5 | .10 | 10850 | 100 | 10640 | 399.5 | 12.19 | .00 | 10820 | 600 | 10650 | 337.0 | .12 | 10850 | 50 | 10630 | 400.5 | | .10 | 10910 | 500 | 10740 | 320.0 | .14 | 10850 | 0 | 10620 | 400.5 | | .20 | 10810 | -1600 | 10710 | 309.5 | .16 | 10850 | -50 | 10600 | 401.5 | | .30 | 10670 | -900 | 10560 | 298.0 | .18 | 10850 | -100 | 10590 | 402.5 | | .40 | 10670 | 200 | 10570 | 286.5 | .20 | 10850 | -100 | 10570 | 404.5 | | .50 | 10710 | 600 | 10680 | 271.5 | .22 | 10840 | -250 | 10550 | 406.0 | 12.20 | .00 | 10760 | 300 | 10720 | 261.0 | .24 | 10830 | -300 | 10530 | 406.5 | | .02 | 10760 | 100 | 10720 | 260.0 | .26 | 10820 | -300 | 10520 | 405.0 | | .04 | 10760 | 50 | 10710 | 257.5
---
CALC LJ-MB 3-17-64 REVISED DATE CHECK MB 3-17-64 APR [guess: ga] 3-17-64 APR TD 1040 B-R7
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30634 TEST 100-1 D6-7771 THE BOEING COMPANY SEC. 1.21.19 PAGE 16 S-7000
COND NO. | IRIG TIME | CABIN h I ~ FT | CABIN R/C ~ FPM | PILOTS h I ~ FT | PILOTS V_x ~ KNOTS 1.21 | 12.20 | | | | 19.03 | .06 | 10760 | -100 | 10700 | 256.0 | .08 | 10650 | -1900 | 10690 | 254.5 | .10 | 10650 | -550 | 10670 | 253.0 | .12 | 10670 | 0 | 10670 | 251.5 | .14 | 10680 | 100 | 10660 | 249.5 | .16 | 10680 | 100 | 10650 | 247.5 | .18 | 10680 | 100 | 10650 | 247.0 | .20 | 10680 | 50 | 10640 | 247.0 | .22 | 10680 | 0 | 10630 | 247.0 | .23 | 10680 | 0 | 10620 | 247.0 | .30 | 10680 | 0 | 10600 | 247.5 | .40 | 10680 | -100 | 10570 | 249.0 | .50 | 10680 | 150 | 10590 | 248.5 12.21 | | | | | | .00 | 10680 | 150 | 10590 | 249.5
---
CALC: LJ-MB 3-17-64 REVISED DATE CHECK: MB 3-17-64 APR: [guess: GL] 3-17-64 APR:
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30635 TEST 100-1 THE BOEING COMPANY SEC. 1.21.19
727-22 N72700 D6-7771 PAGE 17
TD 1040 B-R7 6-7000
COND. NO. | IRIG TIME | CABIN h I FT | CABIN R/C FPM | PILOTS h I FT | PILOTS VI KNOTS 1.21. .19.01 | 12:08: :34 | 10480 | 300 | 10490 | 165.0 | :36 | 10490 | 300 | 10500 | 160.5 | :38 | 10520 | 500 | 10520 | 156.5 | :40 | 10540 | 700 | 10540 | 152.0 | :42 | 10570 | 750 | 10570 | 148.5 | :44 | 10590 | 800 | 10580 | 146.0 | :46 | 10600 | 750 | 10580 | 145.0 | :48 | 10600 | 400 | 10580 | 144.0 | :50 | 10600 | 100 | 10570 | 143.0 | :52 | 10600 | -150 | 10560 | 142.5 * | :54 | 10600 | -250 | 10540 | 142.0 12:09: :00 | 10570 | -350 | 10510 | 137.0 | :10 | 10560 | -200 | 10480 | 129.5 | :20 | 10530 | -100 | 10450 | 127.0 * | :27 | 10520 | -100 | 10440 | 126.5 | :29 | 10520 | -100 | 10440 | 126.5 | :31 | 10520 | -50 | 10430 | 127.0 | :33 | 10520 | -50 | 10430 | 127.0 | :35 | 10520 | -50 | 10430 | 127.0 | :37 | 10510 | -50 | 10420 | 127.0 | :39 | 10510 | -50 | 10420 | 127.0 | :40 | 10510 | -50 | 10420 | 127.0
*NOTE: PR ON 1/10 DURING THIS TIME
---
COND. NO. | IRIG TIME | CABIN h I FT | CABIN R/C FPM | PILOTS h I FT | PILOTS VI KNOTS .02 | 12:10: :00 | 10530 | -50 | 10390 | 127.5 | :02 | 10530 | -50 | 10380 | 127.5 | :04 | 10530 | -50 | 10380 | 127.0 | :06 | 10530 | -50 | 10380 | 126.5 | :08 | 10530 | 0 | 10380 | 126.0 | :10 | 10530 | 50 | 10380 | 126.0 | :12 | 10530 | 50 | 10380 | 126.0 | :14 | 10530 | 50 | 10380 | 125.5 | :16 | 10530 | 50 | 10380 | 125.5 | :18 | 10530 | 50 | 10370 | 125.5 | :20 | 10530 | 0 | 10370 | 125.5 | :22 | 10530 | 0 | 10370 | 125.5 | :24 | 10520 | 0 | 10370 | 126.0 | :26 | 10520 | 0 | 10370 | 126.0 | :28 | 10520 | 0 | 10360 | 126.0 | :30 | 10520 | 0 | 10350 | 126.0 | :32 | 10520 | 0 | 10350 | 126.0 | :34 | 10520 | 0 | 10350 | 126.0 | :36 | 10520 | 50 | 10350 | 126.0 | :38 | 10520 | 50 | 10350 | 125.5 | :40 | 10520 | 100 | 10350 | 125.5 | :42 | 10520 | 100 | 10350 | 126.0 | :44 | 10520 | 100 | 10350 | 126.0 | :46 | 10520 | 100 | 10350 | 126.0 | :48 | 10520 | 100 | 10350 | 126.0 | :50 | 10520 | 100 | 10350 | 126.0
---
CALC: LJ 3-31-64 REVISED DATE CHECK: MB 3-31-64 APR: ge 3-31-64 APR:
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30636 TEST 100-1
THE BOEING COMPANY SEC 1.21.19 PAGE 18
727-22 N72700 D6-7771
TD 1040 B-R7 6-7000
COND NO. | IRIG TIME | CABIN h_I FT | CABIN R/C FPM | PILOTS h_I FT | PILOTS V_I KNOTS || COND. NO. | IRIG TIME | CABIN h_I FT | CABIN R/C FPM | PILOTS h_I FT | PILOTS V_I KNOTS 1.21.19.02 | 12:10::52 | 10520 | 100 | 10350 | 126.0 || .02 | 12:11::44 | 10520 | -150 | 10350 | 130.5 | :54 | 10520 | 100 | 10350 | 126.0 || | :46 | 10520 | -50 | 10350 | 130.5 | :56 | 10520 | 100 | 10350 | 126.0 || | :48 | 10520 | 0 | 10350 | 130.5 | :58 | 10520 | 100 | 10350 | 126.0 || | :50 | 10520 | .50 | 10350 | 130.5 | 12:11::00 | 10520 | 100 | 10350 | 126.0 || | :52 | 10520 | 100 | 10350 | 130.5 | :02 | 10520 | 100 | 10350 | 126.0 || | :54 | 10520 | 150 | 10350 | 130.5 | :04 | 10520 | 100 | 10360 | 126.0 || | :56 | 10520 | 150 | 10350 | 130.5 | :06 | 10520 | 100 | 10360 | 126.0 || | :58 | 10530 | 200 | 10350 | 129.5 | :08 | 10530 | 100 | 10370 | 126.0 || | 12:12::00 | 10530 | 250 | 10360 | 129.0 | :10 | 10530 | 100 | 10370 | 126.5 || | :02 | 10530 | 250 | 10380 | 128.5 | :12 | 10530 | 100 | 10370 | 126.5 || | :04 | 10550 | 250 | 10390 | 128.5 | :14 | 10530 | 100 | 10370 | 126.5 || | :06 | 10550 | 250 | 10400 | 128.5 | :16 | 10530 | 100 | 10370 | 126.5 || | :08 | 10550 | 250 | 10400 | 128.0 | :18 | 10530 | 100 | 10370 | 126.5 || | :10 | 10560 | 250 | 10410 | 128.0 | :20 | 10530 | 100 | 10370 | 126.0 || | :12 | 10560 | 250 | 10420 | 128.0 | :22 | 10530 | 100 | 10370 | 126.0 || | :14 | 10570 | 250 | 10430 | 128.0 | :24 | 10530 | 100 | 10370 | 126.0 || | :16 | 10570 | 250 | 10440 | 127.0 | :26 | 10530 | 100 | 10370 | 126.0 || | :18 | 10580 | 250 | 10440 | 127.0 | :28 | 10530 | 100 | 10380 | 126.0 || | :20 | 10590 | 250 | 10450 | 127.0 | :30 | 10530 | 0 | 10380 | 126.0 || | :22 | 10590 | 250 | 10460 | 127.5 | :32 | 10530 | 0 | 10380 | 126.5 || | :24 | 10590 | 200 | 10470 | 127.5 | :34 | 10530 | -100 | 10370 | 127.5 || | :26 | 10600 | 200 | 10470 | 128.0 | :36 | 10530 | -150 | 10370 | 128.5 || | :28 | 10600 | 200 | 10470 | 128.5 | :38 | 10530 | -150 | 10360 | 129.5 || | :30 | 10600 | 200 | 10470 | 128.5 | :40 | 10520 | -150 | 10350 | 130.5 || | :32 | 10600 | 200 | 10470 | 129.0 | :42 | 10520 | -150 | 10350 | 130.5 || | :34 | 10610 | 200 | 10480 | 129.0
---
CALC: LJ 3-31-64 REVISED DATE CHECK: MB 3-31-64 APR: ge 3-31-64 APR:
TD 1040 B-R7
AFT AIRSTAIR EXTENDED IN FLIGHT DB Cooper-30637 TEST 100-1
THE BOEING COMPANY SEC 1.21.19 PAGE 19
727-22 N72700 D6-7771
6-7000
COND NO. | IRIG TIME | CABIN hI FT | CABIN R/C FPM | PILOTS hI FT | PILOTS VI KNOTS || COND NO | IRIG TIME | CABIN hI FT | CABIN R/C FPM | PILOTS hI FT | PILOTS VI KNOTS .02 | 12:12::36 | 10620 | 250 | 10500 | 128.0 || .05 | 12:14::18 | 10640 | -150 | 10450 | 128.5 | :38 | 10640 | 300 | 10520 | 127.5 || | :20 | 10630 | -150 | 10450 | 128.0 | | | | | || | :22 | 10620 | -150 | 10440 | 128.0 .05 | 12:13::32 | 10850 | -300 | 10670 | 127.0 || | :24 | 10610 | -200 | 10430 | 128.0 | :34 | 10850 | -300 | 10670 | 127.0 || | :26 | 10590 | -250 | 10410 | 128.0 | :36 | 10840 | -300 | 10670 | 127.0 || | :28 | 10570 | -300 | 10390 | 128.0 | :38 | 10830 | -300 | 10660 | 127.5 || | :30 | 10530 | -500 | 10370 | 128.5 | :40 | 10810 | -300 | 10650 | 127.5 || | :32 | 10530 | -500 | 10350 | 128.5 | :42 | 10810 | -300 | 10630 | 127.5 || | :34 | 10510 | -500 | 10330 | 129.5 | :44 | 10790 | -300 | 10620 | 127.5 || | :36 | 10490 | -500 | 10310 | 129.5 | :46 | 10780 | -300 | 10600 | 128.0 || | :38 | 10480 | -500 | 10280 | 130.5 | :48 | 10770 | -350 | 10590 | 128.5 || | :40 | 10460 | -500 | .10260 | 130.5 | :50 | 10750 | -400 | 10560 | 129.0 || | :42 | 10430 | -500 | 10240 | 130.5 | :52 | 10730 | -400 | 10550 | 129.5 || | :44 | 10430 | -500 | 10220 | 131.0 | :54 | 10720 | -400 | 10530 | 130.5 || | :46 | 10410 | -500 | 10190 | 131.5 | :56 | 10700 | -400 | 10510 | 130.5 || | :48 | 10390 | -500 | 10160 | 132.0 | :58 | 10690 | -400 | 10500 | 130.5 || | :50 | 10360 | -500 | 10150 | 132.5 12:14::00 | 10670 | -400 | 10490 | 130.5 || | :52 | 10340 | -500 | 10130 | 132.5 | :02 | 10670 | -300 | 10480 | 130.5 || | :54 | 10330 | -500 | 10120 | 132.5 | :04 | 10660 | -300 | 10480 | 130.5 || | :56 | 10280 | -600 | 10110 | 132.0 | :06 | 10660 | -250 | 10470 | 130.5 || | :58 | 10210 | -1000 | 10110 | 131.0 | :08 | 10650 | -200 | 10460 | 130.5 || 12:15::00 | 10170 | -1000 | 10110 | 130.5 | :10 | 10650 | -200 | 10460 | 130.5 || | :02 | 10150 | -900 | 10110 | 131.0 | :12 | 10650 | -150 | 10460 | 130.5 || | :04 | 10130 | -800 | 10110 | 132.0 | :14 | 10640 | -150 | 10460 | 129.5 || | :06 | 10130 | -500 | 10110 | 133.0 | :16 | 10640 | -150 | 10450 | 129.5 || | :08 | 10120 | -300 | 10110 | 134.5
---
CALC J CHECK MB APR ge APR 3-31-64 REVISED 3-31-64 3-31-64 DATE TD 1040 B-R7
---
DB Cooper-30638 AFT AIRSTAIR EXTENDED IN FLIGHT TEST LCO-1 THE BOEING COMPANY SEC. 1.21.19 PAGE 20 127-22 N72700 6-7000 D6-7771
COND. NO. | IRIG TIME | CABIN hI FT | CABIN R/C FPM | PILOTS hI FT | PILOTS VI KNOTS | COND. NO. | IRIG TIME | CABIN hI FT | CABIN R/C FPM | PILOTS hI FT | PILOTS VI KNOTS .05 | 12:15::10 | 10120 | -150 | 10110 | 136.0 | .05 | 12:16::02 | 10430 | 250 | 10430 | 193.0 | :12 | 10120 | 50 | 10150 | 136.5 | | :04 | 10430 | 200 | 10430 | 195.0 | :14 | 10120 | 300 | 10180 | 137.0 | | :06 | 10430 | 200 | 10430 | 196.5 | :16 | 10130 | 600 | 10220 | 137.0 | | :08 | 10430 | 150 | 10420 | 198.5 | :18 | 10160 | 750 | 10260 | 137.5 | | :10 | 10440 | 100 | 10420 | 200.0 | :20 | 10210 | 800 | 10300 | 137.5 | | :12 | 10440 | 100 | 10420 | 201.0 | :22 | 10250 | 900 | 10340 | 138.5 | | :14 | 10440 | 100 | 10420 | 201.5 | :24 | 10300 | 900 | 10380 | 141.0 | | :16 | 10440 | 100 | 10420 | 201.5 | :26 | 10340 | 1000 | 10400 | 144.5 | | :18 | 10440 | 100 | 10420 | 202.5 | :28 | 10340 | 800 | 10400 | 149.0 | :30 | 10350 | 600 | 10400 | 153.5 | :32 | 10350 | 300 | 10390 | 157.0 | :34 | 10350 | 150 | 10390 | 160.5 | :36 | 10350 | 100 | 10390 | 163.5 | :38 | 10350 | 100 | 10390 | 166.0 | :40 | 10350 | 100 | 10390 | 168.5 | :42 | 10360 | 200 | 10400 | 171.0 | :44 | 10370 | 300 | 10400 | 173.5 | :46 | 10380 | 300 | 10400 | 177.0 | :48 | 10380 | 300 | 10410 | 179.0 | :50 | 10390 | 300 | 10410 | 180.5 | :52 | 10390 | 300 | 10420 | 182.5 | :54 | 10410 | 300 | 10420 | 184.0 | :56 | 10420 | 300 | 10430 | 186.0 | :58 | 10430 | 300 | 10430 | 188.5 | 12:16::00 | 10430 | 250 | 10430 | 191.0
---
CALC | LJ | 3-31-64 CALC | MB | 3-31-64 REVISED | DATE CHECK | ge | 8-31-64 APR | APR | TD 1040 B-R7
DB Cooper-30639 AFT AIRSTAIR EXTENDED IN FLIGHT TEST 100-1 THE BOEING COMPANY SEC. 1.21.19
727-22 N72700 D6-7771 PAGE 21 6-7000
COND NO. | IRIG TIME | CABIN h_I (FEET) | CABIN R/C (FT/MIN) | PILOTS h_I (FEET) | PILOTS V_I (KNOTS) 1.21.19.06 | 12:04:.25 | 9970 | -250 | NA | NA | :26 | 9970 | -250 | ↑ | ↑ | :27 | 9960 | -250 | | | :28 | 9950 | -250 | | | :29 | 9940 | -250 | | :30 TO :44 | | * | * | | | :45.2 | 9940 | 50 | | | :46 | 9940 | 50 | | | :47 | 9940 | 0 | | | :48 | 9940 | 0 | | | :49 | 9940 | 0 | | | :50 | 9930 | 0 | | | :51 | ↓ | | ↓ | | :52 | | | | | :53 | | | | | :54 | | | | | :55 | | | | | :56 | | | | | :57 | | | | | :58 | | ↓ | | | :59 | | 0 | ↓ | ↓ 12:05 | :00 | 9930 | -50 | NA | NA
* DATA NOT AVAILABLE - FILM WAS DAMAGED
---
CALC MB 3-23-4 REVISED DATE CHECK ge 3-22-4 APR ge 3-23-4 APR
CHARACTERISTICS WITH AIRSTAIR DOWN DB Cooper-30640 TEST 100-3 D6-7771 THE BOEING COMPANY SEC. 1.21.19 PAGE 22
TD 1040 B-R7 727-22 N72700 4-7000
COND NO. | IRIG TIME | CABIN h_I FEET | BIN R/C FT/MIN | PILOTS h_I FEET | V_I KNOTS | COND NO. | IRIG TIME | CABIN h_I FEET | CABIN R/C FT/MIN | PILOTS h_I FEET | PILOTS V_I KNOTS 1.21. | 12:10 | | | | | | 12:10 | | | | 19.08 | :00 | 9770 | -150 | 9540 | 304.5 | .08 | :52 | 9670 | 100 | 9570 | 306.0 | :02 | 9760 | -200 | 9530 | 301.0 | | :54 | 9670 | 100 | 9570 | 306.5 | :04 | 9750 | -200 | 9530 | 299.5 | | :56 | 9670 | 50 | 9570 | 305.0 | :06 | 9750 | -150 | 9530 | 299.5 | | :58 | 9670 | 50 | 9570 | 305.0 | | | | | | | 12:11 | | | | | :08 | 9670 | -900 | 9550 | 299.5 | | :00 | 9670 | 50 | 9570 | 304.5 | :10 | 9660 | -850 | 9560 | 299.0 | | :02 | 9670 | 50 | 9570 | 304.0 | :12 | 9660 | -450 | 9570 | 299.0 | | :04 | 9670 | 50 | 9570 | 306.0 | :14 | 9660 | -100 | 9580 | 299.0 | | :06 | 9670 | 0 | 9560 | 306.0 | :16 | 9660 | -150 | 9590 | 299.0 | | :08 | 9670 | 0 | 9550 | 305.0 | :18 | 9660 | -50 | 9590 | 299.0 | | :10 | 9670 | -50 | 9540 | 304.0 | :20 | 9660 | 0 | 9590 | 299.5 | | :12 | 9670 | -100 | 9530 | 303.0 | :22 | 9660 | 0 | 9590 | 299.5 | | :14 | 9660 | -150 | 9520 | 304.5 | :24 | 9650 | -250 | 9600 | 300.0 | | :16 | 9660 | -200 | 9500 | 306.5 | :26 | 9540 | -800 | 9600 | 301.0 | | :18 | 9650 | -200 | 9500 | 306.5 | :28 | 9600 | 600 | 9600 | 301.5 | | :20 | 9650 | -200 | 9490 | 306.0 | :30 | 9640 | 800 | 9590 | 301.5 | | :22 | 9650 | -150 | 9490 | 304.0 | :32 | 9650 | 800 | 9590 | 302.0 | | :24 | 9650 | -100 | 9490 | 302.0 | :34 | 9660 | 650 | 9580 | 303.0 | | :26 | 9650 | -50 | 9490 | 303.0 | :36 | 9660 | 400 | 9580 | 303.5 | | :28 | 9650 | -50 | 9490 | 303.5 | :38 | 9660 | 250 | 9570 | 303.5 | | :30 | 9650 | -50 | 9480 | 304.0 | :40 | 9660 | 200 | 9570 | 304.5 | | :32 | 9650 | -50 | 9480 | 303.5 | :42 | 9660 | 200 | 9570 | 304.5 | | :34 | 9640 | -50 | 9470 | 303.0 | :44 | 9670 | 200 | 9570 | 303.5 | | :36 | 9630 | -100 | 9460 | 301.5 | :46 | 9670 | 200 | 9570 | 304.5 | | :38 | 9620 | -150 | 9450 | 303.0 | :48 | 9670 | 200 | 9570 | 305.0 | | :40 | 9610 | -200 | 9430 | 303.5 | :50 | 9670 | 150 | 9570 | 306.5 | | | | | |
---
CALC MB 3-23-4 REVISED DATE CHECK JG 3-23-4 APR [guess: GL] 3-23-4 APR
---
CHARACTERISTICS WITH AIRSTAIR DOWN DB Cooper-30641 TEST 100-3 THE BOEING COMPANY SEC. 1.21.19
---
727-22 N72700 06-7777 PAGE 23 6-7000
---
TD 1040 B-R7
Serials: FC 751-1-1